SN00.00-P-0098B Overview of new products/features/modifications, introduction of new V-engine 26.06.

2017
M176

Engine 176.9 in model 222

General Spray guided gasoline direct injection with piezo injectors

The engine M176 is a newly-developed V8 gasoline engine. The Friction power optimization through NANOSLIDE® twin-wire arc
engine is equipped with direct injection with dual turbocharging in the sprayed (TWAS) coating
"hot inside V" and a low-temperature circuit detached from the cooling Chain driven coolant pump
circuit for charge air cooling. Aluminum chill cast crankcase with highest possible pressure up to
A new engine concept has enabled the displacement to be downsized, 140 bar
the exhaust emissions lowered and - at the same time - the output and CAMTRONIC (CSO)
efficiency increased.
Overview of special features and most important characteristics of
M176:
Two exhaust gas turbochargers located in engine's "V" area
Separated low-temperature circuit

4.0 liter V8 biturbo M176

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Performance graph M176 in S 560

A Output in KW
B Rotational speed in rpm
C Torque in Nm

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Maximum output: 345 kW at 5500 rpm Engine views

© Daimler AG, 10/10/19, X/10/19, sn00.00-p-0098b, Overview of new products/features/modifications, introduction of new V-engine M176 Page 1 of 19
Engine 176.9 in model 222
Maximum torque: 700 Nm at 2000 to 4000 rpm

View of engine from top front

1 Left air filter housing

2 Right air filter housing
B28/4 Pressure sensor downstream air
filter, left cylinder bank
B28/5 Pressure sensor downstream of
air filter, right cylinder bank
Y101/1 Left bypass air switchover valve
Y101/2 Right bypass air switchover
valve

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Front view of engine

B28/20 Left pressure sensor upstream of

throttle valve
B28/21 Right pressure sensor upstream
of throttle valve
M16/60 Left throttle valve actuator
M16/61 Right throttle valve actuator

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© Daimler AG, 10/10/19, X/10/19, sn00.00-p-0098b, Overview of new products/features/modifications, introduction of new V-engine M176 Page 2 of 19
Engine 176.9 in model 222
Front view of engine

19a Fuel system high pressure pump

on the left
19b Fuel system high pressure pump
on the right
R48 Coolant thermostat heating
element
Y16/2 Heating system shutoff valve
Y77/1 Boost pressure control pressure
transducer

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Front view of engine

B11/4 Coolant temperature sensor

Y49/4 Left intake camshaft solenoid
Y49/5 Right intake camshaft solenoid
Y49/6 Left exhaust camshaft solenoid
Y49/7 Right exhaust camshaft solenoid
Y94/1 Left quantity control valve
Y94/2 Right quantity control valve

P07.61-3977-76

© Daimler AG, 10/10/19, X/10/19, sn00.00-p-0098b, Overview of new products/features/modifications, introduction of new V-engine M176 Page 3 of 19
Engine 176.9 in model 222
View of engine from right

A16/1 Knock sensor 1

A16/2 Knock sensor 2
B17/15 Right charge air temperature
sensor
B28/23 Right pressure sensor
downstream of throttle valve
T4 Ignition coil, cylinders 1 and 2
T4/1 Ignition coil, cylinders 3 and 4

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View of engine from right rear

11 Vacuum pump
B6/5 Right intake camshaft Hall sensor
B6/7 Right exhaust camshaft Hall
sensor
B70 Crankshaft Hall sensor
Y76/1 Cylinder 1 fuel injector
Y76/2 Cylinder 2 fuel injector
Y76/3 Cylinder 3 fuel injector
Y76/4 Cylinder 4 fuel injector

P07.61-3979-76

© Daimler AG, 10/10/19, X/10/19, sn00.00-p-0098b, Overview of new products/features/modifications, introduction of new V-engine M176 Page 4 of 19
Engine 176.9 in model 222
View of engine from left

A16/3 Knock sensor 3

A16/4 Knock sensor 4
B17/14 Left charge air temperature
sensor
B28/22 Left pressure sensor downstream
of throttle valve
M1 Starter
T4/2 Ignition coil, cylinders 5 and 6
T4/3 Ignition coil, cylinders 7 and 8

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View of engine from left rear

B6/4 Left intake camshaft Hall sensor

B6/6 Left exhaust camshaft Hall sensor
Y76/5 Cylinder 5 fuel injector
Y76/6 Cylinder 6 fuel injector
Y76/7 Cylinder 7 fuel injector
Y76/8 Cylinder 8 fuel injector

P07.61-3981-76

© Daimler AG, 10/10/19, X/10/19, sn00.00-p-0098b, Overview of new products/features/modifications, introduction of new V-engine M176 Page 5 of 19
Engine 176.9 in model 222
View of engine from below

B40 Oil sensor (oil level, temperature

and quality)
G2 Alternator
Y130 Engine oil pump valve

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Crank assembly The ignition pressure is the highest pressure acting on the pistons
The recesses of the cast pistons are adapted to the combustion of the igniting internal combustion engine at operating temperature.
system and the fuel injector arrangement. The design of the cast
pistons enables an ignition pressure load of up to 120 bar to be
achieved. The crankshaft is forged for strength reasons and is
equipped with more than eight counterweights. An aluminum viscous
vibration damper enables the required vibration reduction to be
achieved in the very limited installation space available.

Crank assembly

1 Cast pistons
2 Counterweight
3 Crankshaft bearing surface
4 Gearwheel operated oil pump
5 Aluminum viscous vibration damper

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Crankcase Oil pan

The M176 crankcase is made of chill cast aluminum, and it has a
closed deck design. The hardness of the cylinder barrels is improved in
comparison with conventional cast iron cylinder linings because of the
optimized NANOSLIDE® twin wide arc sprayed (TWAS) coating.
Several cross and longitudinal struts give it an extremely high degree
of rigidity. The crankshaft bearing caps are made of cast iron with
nodular graphite iron (GGG 60).
The oil pan is made of die-cast aluminum. The oil pan ribbing is
designed so that the sound radiation is reduced and the required
strength is given for the threaded connection on the major assemblies.
The oil filter element is bolted onto the oil pan here with the oil filter
housing cover.
The engine oil supply is provided by a regulated engine oil pump, that
is driven by a bush chain from the crankshaft. The engine oil pump
valve regulates the oil pressure. This is switched by the ME-SFI [ME]
control unit (N3/10) between the compression stages 2 and 4 bar
based on a characteristics map and to meet requirements.

© Daimler AG, 10/10/19, X/10/19, sn00.00-p-0098b, Overview of new products/features/modifications, introduction of new V-engine M176 Page 6 of 19
Engine 176.9 in model 222
Oil pan shown without code M005 (4MATIC)

1 Oil pan
2 Oil filter element

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Oil pan shown with code M005 (4MATIC)

1 Oil pan
2 Oil filter element

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Cylinder head High output

The four-valve-per-cylinder design with two double overhead Low fuel consumption
camshafts (DOHC) with camshaft adjustment on the intake and Low exhaust emissions
exhaust side, enables an excellent response to be achieved, coupled
with an optimized charge for each operating point.
The charge change design and the charge movement of the M176
enable:
High torque across a wide speed range

© Daimler AG, 10/10/19, X/10/19, sn00.00-p-0098b, Overview of new products/features/modifications, introduction of new V-engine M176 Page 7 of 19
Engine 176.9 in model 222
Cylinder head
The flow- and oil-throughput-optimized cylinder
heads made from zircon alloy are designed for
maximum temperature and thermal
conductivity. This enables the engine to
achieve maximum performance, even when at
critical limits.
The engine is equipped with oil-throughput-
optimized adjustment of the camshafts on the
intake and exhaust camshaft. This enables a
very good response and optimization of the
gas exchange process with the aim of having
low fuel consumption and low exhaust
emissions.
View of the cylinder heads from the front
with CAMTRONIC actuators

49a Camshaft positioner of exhaust

camshafts
49e Camshaft positioner of intake
camshafts

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Cylinder shutoff with CAMTRONIC

The CSO has the task of reducing the fuel consumption in partial load operation by shutting off
cylinders 2, 3, 5, and 8. It is available in a wide rpm range from 1,000 to 3,250 rpm if the driver
has selected the "Comfort" transmission mode. The shutoff is carried out by the ME-SFI [ME]
control unit depending on the characteristics map. The following effects thereby reduce the
fuel consumption:

Increase in the effectiveness by means of operating point shifting of further driven cylinder
at higher loads
Reduction of the gas cycle losses through closing of the valves of the switched off
cylinderTo activate the CSO, the actuation of the intake and exhaust valves of cylinders 2,
3, 5, and 8 is interrupted by the roller-type cam followers and the camshafts. The fuel
injectors and the ignition coils are also switched off.
Diagram of CSO and firing order

A Right cylinder bank

B Left cylinder bank
C Cylinder which be switched off
D Firing order
E Direction of travel

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Belt drive The tension of the poly-V belts is automatically transferred by two
The torsional damper on the crankshaft uses a low-maintenance poly- separate belt tensioners through the tensioner pulleys on the poly-V
V belt with four grooves to drive the alternator, and it uses a second to belts.
drive the A/C compressor separately.

© Daimler AG, 10/10/19, X/10/19, sn00.00-p-0098b, Overview of new products/features/modifications, introduction of new V-engine M176 Page 8 of 19
Engine 176.9 in model 222
Belt drive

1 Guide pulleys
2 Belt tensioner
3 Aluminum viscous vibration damper
4 Steering drive gear
A9 Refrigerant compressor
G2 Alternator

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Chain drive and camshaft adjustment
Chain drive
The new V-engines M176 comes with a completely new developed
two-stage chain drive with three silent chains. The aim here was to
achieve the best-possible compromise between the assembly
requirements, friction power, chain-force minimization and NVH (noise,
vibration, harshness) requirements. This in turn enabled a significant
reduction in noise to be achieved. In addition to this, the excellent
service life properties and chain friction have been further optimized.
The chain drive is a two-stage design: primary chain drive and
secondary chain drive.
All three silent chains are each tensioned by a hydraulic chain
tensioner. Low tensioner forces and low chain dynamics provide stable
timing and outstanding acoustic properties with reduced friction power
compared with predecessor engines.
The engine oil pump is also driven by the crankshaft through a bush
chain.
Camshaft adjustment
Camshaft adjustment enables the intake camshaft to be adjusted up to
a 40° crankshaft angle (CW) to "advanced" and the exhaust camshaft
up to 40° crankshaft angle (CW) to "retarded". This means the valve
overlap in the event of a gas exchange can be varied within wide limits.
In this way the engine torque curve is optimized, the fuel consumption
reduced and the exhaust characteristics improved. The intake
camshaft solenoids and the exhaust camshaft solenoids are actuated
during camshaft adjustment by the ME-SFI [ME] control unit pulse
width modulated 150 Hz signals.
Actuation is based on a characteristics map in the partial and wide
open throttle operation, and enables continuous adjustment of the
camshafts to match the duty cycle of the PWM signals. The position of
the intake camshafts is detected by the intake camshaft Hall sensors,
and the position of the exhaust camshafts from the exhaust camshaft
Hall sensors, and sent to the ME-SFI [ME] control unit as a voltage
signal.

2-stage chain drive

1 Slide rail silent chains

2 Tensioning rail silent chains
3 Silent chains
4 Chain tensioner for primary and
secondary chains
5 Crankshaft
6 Engine oil pump
7 Engine oil pump bush chain
8 Chain tensioner for oil pump drive
40 Coolant pump drive
Y49/4 Left intake camshaft solenoid
Y49/5 Right intake camshaft solenoid
Y49/6 Left exhaust camshaft solenoid
Y49/7 Right exhaust camshaft solenoid

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Engine lubrication The oil pressure is regulated by the valve on the engine oil pump. The

© Daimler AG, 10/10/19, X/10/19, sn00.00-p-0098b, Overview of new products/features/modifications, introduction of new V-engine M176 Page 9 of 19
Engine 176.9 in model 222
Regulated engine oil pump ME-SFI [ME] control unit regulates the valve on the engine oil pump.
This enables the oil pressure to be switched between the two
compression stages 2 and 4 bar as required. This ensures that the
engine oil supply in the oil circuit for the engine is ideally matched to
requirements. At the same time, this causes the engine oil pump's
drive power to be reduced along with a resulting power loss in the
engine. The oil level is checked using an oil sensor in the oil pan.
The oil pressure feedback from the control channel is modulated at the
proportional valve, whereupon it counteracts accordingly the force of
the control spring opposite at the set collar. The position of the set
collar results in a corresponding eccentricity relative to the rotor's pivot,
whereby delivery volume increases as the degree of eccentricity rises.

P18.00-2420-79

Oil-circuit diagram

1 Oil pan 10 Right turbocharger

2 Crankcase A Oil filter
3 Right cylinder head B Heat exchanger
4 Left cylinder head C Oil pump
5 Right high-pressure pump (bearing lubrication) D Chain tensioner
6 Left high-pressure pump (bearing lubrication) E Hydraulic valve play compensation element
7 Intermediate gear chain drive F Oil spray nozzle
8 Control pressure recirculation G Plain bearing
9 Left turbocharger H Camshaft positioner

Fuel injection system High-pressure pumps

Fuel high-pressure circuit
Fuel system high pressure pumps (single-plunger injection pumps)
with a quantity control valve integrated into a pump module are used to
generate high pressure.
The fuel is routed over a high pressure rail to the fuel injectors, that are
centrally arranged in the combustion chamber. The fuel injectors with
piezo actuators can issue up to five extremely accurate injections per
cycle.
The high-pressure pumps are located on top of the cylinder heads. The
maximum delivery pressure of the high-pressure pumps is 200 bar.
The high-pressure pumps are driven mechanically through the exhaust
camshaft driver. The delivery rate of the high-pressure pumps is rpm-
dependent. During the upward movement of the pump unit the fuel
volume in the pump cylinder is compressed. When system pressure is
achieved, the exhaust valves on the high-pressure pumps open, and
fuel is delivered through the high pressure lines to the rails. Pressure
limiting valves protect the high-pressure pumps against excessively
high pressure buildup.
The high pressure fuel lines made out of stainless steel can be
reused after checking. More information on this is available in the
repair instructions.

© Daimler AG, 10/10/19, X/10/19, sn00.00-p-0098b, Overview of new products/features/modifications, introduction of new V-engine M176 Page 10 of 19
Engine 176.9 in model 222
Fuel high-pressure system

19a Fuel system high pressure pump

on the left
19b Fuel system high pressure pump
on the right
B42/1 Right fuel pressure and
temperature sensor
B42/2 Left fuel pressure and temperature
sensor
Y76/1 Cylinder 1 fuel injector
Y76/2 Cylinder 2 fuel injector
Y76/3 Cylinder 3 fuel injector
Y76/4 Cylinder 4 fuel injector
Y76/5 Cylinder 5 fuel injector
Y76/6 Cylinder 6 fuel injector
Y76/7 Cylinder 7 fuel injector
Y76/8 Cylinder 8 fuel injector
Y94/1 Left quantity control valve
Y94/2 Right quantity control valve

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Air supply
In engine M176 the intake air is routed directly through each of the air
duct segments from the front of the vehicle to the air filters.
The air filters are arranged such that connected straight onto the
exhaust gas turbochargers. The charge-air pressure hoses route the
compressed charge air to the charge air coolers.
To achieve the shortest-possible route for the charge air, the two
throttle valves form the connection between the charge air coolers and
the charge air distributors.
The charge air distributors are bolted directly onto the intake ports on
each of the cylinder heads.

Shown here is the air supply

1 Left air filter housing

2 Right air filter housing
110/1 Left charge air cooler
110/2 Right charge air cooler
121/1 Left turbocharger
121/2 Right turbocharger
B17/14 Left charge air temperature
sensor
B17/15 Right charge air temperature
sensor
B28/4 Pressure sensor downstream air
filter, left cylinder bank
B28/5 Pressure sensor downstream of
air filter, right cylinder bank
B28/20 Left pressure sensor upstream of
throttle valve
B28/21 Right pressure sensor upstream
of throttle valve
B28/22 Left pressure sensor downstream
of throttle valve
B28/23 Right pressure sensor
downstream of throttle valve
M16/60 Left throttle valve actuator
M16/61 Right throttle valve actuator P09.00-2162-76
Y101/1 Left bypass air switchover valve
Y101/2 Right bypass air switchover
valve
E Exhaust gases
F Intake air
G Charge air uncooled
H Charge air cooled

Charging Due to the high rotational speed of the compressor impellers and the
Forced induction, general resulting high volumetric flow rate, the intake air becomes compressed

© Daimler AG, 10/10/19, X/10/19, sn00.00-p-0098b, Overview of new products/features/modifications, introduction of new V-engine M176 Page 11 of 19
Engine 176.9 in model 222
The cylinder charging efficiency is improved as a result of forced
induction. As a result, the engine torque and power output are boosted.
The fuel quantity corresponding to the increased air mass is metered
by the ME control unit.
With forced induction, the flow energy of the exhaust gases is used to
drive the ATL. The ATLs draw in fresh air via the air filters at the
compressor inlets and lead it via the compressor outlets in the charge
air pipes upstream to the charge air coolers.
in the charge air pipes. The compressed charge air flows via the
charge air pipes to the charge air coolers. These subsequently cool the
charge air which was heated by the compression and route it through
the charge air distributors to the cylinders.
Hot inside V
To enable the Mercedes S 560 to achieve even better response, the
cylinder heads of the V8 biturbo engine have been redesigned: The
intake side is now on the outside, while the exhaust side is on the
inside. "Hot inside V" is how the engineers refer to their new engine
concept, which makes the V8 biturbo even more compacter. To protect
engine components, the manifold and exhaust gas turbocharger have
been separately insulated.

Simulation diagram of charging on M176

A Intake port (charge air)

B Outlet duct and manifold (exhaust)

P09.00-2151-76

Charge air cooling
Function sequence for charge air cooling
The charge air cooling maintains a charge air temperature of < 60°C at
20°C ambient temperature. The cooled air downstream of the charge
air coolers has a higher density. This increases the cylinder volumetric
efficiency, and therefore engine performance.
The tendency to knock is reduced due to lower exhaust temperatures
and there is reduced development of nitrogen oxides (NOx). Both
cylinder banks are equipped with a coolant or charge air cooler each.
The coolant/charge air coolers are connected to the low-temperature
circuit with the low-temperature coolers and the low-temperature circuit
circulation pump (M43/6).
If the charge air temperature is more than 35 °C, the ME-SFI [ME]
control unit actuates the circulation pump 1 for the low-temperature
circuit through the drive CAN (CAN C1), powertrain control unit (N127)
and the drivetrain LIN.
If the charge air temperature drops to less than 25 °C, the low-
temperature circuit circulation pump 1 is switched off again.
The charge air temperature is detected in the charge air distributor by
the left and right charge air temperature sensors and sent to the ME-
SFI [ME] control unit with a voltage signal.

View of low temperature circuit

110/1 Left charge air cooler

110/2 Right charge air cooler
14 Low-pressure cooler
15 Expansion reservoir
B10/13 Low-temperature circuit
temperature sensor
M43/6 Low temperature circuit
circulation pump 1
Y73/1 Low-temperature circuit
switchover valve
A Coolant return flow
B Coolant feed
C Coolant circuit ventilation

© Daimler AG, 10/10/19, X/10/19, sn00.00-p-0098b, Overview of new products/features/modifications, introduction of new V-engine M176 Page 12 of 19
Engine 176.9 in model 222