The Mercedes M112 E32 engine was developed in 1997 to replace the old E32 engine from the M104 series. The main difference between the new series and the old one was that now the motors became V-shaped with a breakup angle of 90 degrees.
The move away from the in-line arrangement of the cylinders allowed the engine to be made more compact and to unify 6- and 8-cylinder engines as much as possible, which, in turn, made it possible to install both series of engines in the same car models. To reduce the weight of the engine, instead of a cast iron block, Mercedes engineers decided to use an aluminum alloy block, and the liners of each cylinder were made of silumin. To reduce the inertial forces in the engine block, a balancer shaft was provided along the cylinder banks.
|Fuel system||distributed injection|
|Power output, hp||190 – 224 (M 112 E 32)
354 (M 112 E 32 ML)
|Torque output, Nm||270 – 315 (M 112 E 32)
450 (M 112 E 32 ML)
|Cylinder block||aluminum V6|
|Block head||aluminum 18v|
|Cylinder bore, mm||89.9|
|Piston stroke, mm||84|
|Compression ratio||10.0 (M 112 E 32)
9.0 (M 112 E 32 ML)
|Features||no (M 112 E 32)
intercooler (M 112 E 32 ML)
|Turbocharging||no (M 112 E 32)
compressor (M 112 E 32 ML)
|Recommended engine oil||5W-30|
|Engine oil capacity, liter||7.5|
|Euro standards||EURO 3/4|
|Fuel consumption, L/100 km (for E320 W211)
|Engine lifespan, km||~350 000|
Disadvantages of the M112 E32 engine
- The signature failure of this series of engines is the destruction of the crankshaft pulley.
- The remaining engine problems are somehow related to increased oil consumption.
- Due to contamination of the crankcase ventilation, grease creeps out from under the gaskets and seals.
- The main cause of oil burnout here is usually in hardened valve stem seals.
- Lubrication leak points are also the oil filter housing and heat exchanger.