| Mercedes-Benz M112 engine | |
| Manufacturer: | Mercedes-Benz |
| Production: | 1996–2015 |
| Configuration: | 90° V6 |
| Block: | Aluminum |
| Head: | Aluminum |
| Valvetrain: | SOHC 3 valves x cyl. |
| Fueltype: | Gasoline |
| Fuelsystem: | Sequential fuel injection |
| Coolingsystem: | Water cooled |
| Redline: | 6,000-6,400 rpm |
| Supercharger: | IHI Twin-screw type (in some versions) |
| Displacement: | 2398cc 2597cc 2799cc 3199cc 3724cc |
| Bore: | 83.2mm 89.9mm 97mm |
| Stroke: | 68.2mm 73.5mm 84mm |
| Power: | NaN0NaN0 |
| Torque: | NaN0NaN0 |
| Predecessor: | Mercedes-Benz M104 (inline-6) |
| Successor: | Mercedes-Benz M272 |
The Mercedes-Benz M112 engine is a gasoline-fueled, 4-stroke, spark-ignition, internal-combustion automobile piston V6 engine family used in the 2000s. Introduced in 1996, it was the first gasoline V6 engine ever built by Mercedes. A short time later the related M113 V8 was introduced.
All are built in Bad Cannstatt, Germany, except the supercharged C 32 AMG and SLK 32 AMG, assembled in Affalterbach, Germany.
All M112 engines have silicon/aluminum (Alusil) engine blocks with a 90° vee angle. The aluminum SOHC cylinder heads have 3 valves per cylinder. All use sequential fuel injection with two spark plugs per cylinder. All have forged steel connecting rods, a one-piece cast camshaft, iron-coated aluminum pistons and a magnesium intake manifold. To deal with the vibration problems of a 90 degree V6, a balancer shaft was installed in the engine block between the cylinder banks. This essentially eliminated first and second order vibration problems (see engine balance). A dual-length Variable Length Intake Manifold is fitted to optimise engine flexibility.
The E24 is a 2398cc version. Bore and stroke is NaNmm. The engine produces 1680NaN0 at 5900 rpm and 2250NaN0 of torque between 3000 and 5500 rpm. The compression ratio is 10.0:1.[1] [2]
Applications:
The E26 is a 2597cc version. Bore and stroke is NaNmm. Output is 1250NaN0 ECE at 5,500 rpm 2400NaN0 of torque at 4,500 rpm in all applications except in the 2003-2005 W211 E-Class where power rose to 1300NaN0.[3] [4] [5] The compression ratio is raised to 10.5:1.[6]
Applications:
M112.912:
M112.914:
M112.916:
M112.917:
M112.950:
The E28 is a 2799cc version. Bore and stroke is NaNmm. It produces 2010NaN0 (W220 S280, R129 SL280 and W210 E280) or 1940NaN0 (W202 C280) at 5,700 rpm and 2700NaN0 of torque between 3,000 and 5,000 rpm. The compression ratio is 10.0:1.[7]
Applications:
The E32 is a 3199cc version. Bore remains at 89.9mm but the engine is stroked to 84mm. Output is 215-224 bhp ECE at 5,700 rpm (depending on model) with 3150NaN0 of torque at 3,000-4,800 rpm. The compression ratio is 10.0:1. It has fracture-split forged steel connecting rods.[8]
Applications:
The E32 Kompressor is a special version of the 3199cc, fitted with a helical Twin-screw type supercharger. The supercharger was developed in conjunction with IHI and features Teflon-coated rotors producing overall boost of 14.5psi with the factory 74mm clutch-activated pulley. A water-to-air intercooler made by Garrett is fitted beneath the supercharger inside the V, with a 0.8L Heat-Exchanger mounted under the bumper run by an electric water pump. Output is 2600NaN0 ECE at 6,100 rpm with 4500NaN0 of torque at 3,000-4,600 rpm. The compression ratio is 9.0:1.[9]
Applications:
The E37 is a 3724cc version. It retains the stroke of the E32 but is bored to 97mm. Output is 173to ECE at 5,750 rpm with 3440NaN0 of torque at 3,000-4,500 rpm. The compression ratio is 10.0:1.[10]
Applications: