The Mercedes-Benz M112.914 is a 2,151 cc, V6 petrol engine produced between 1998 and 2000. It features a 24-valve DOHC configuration with sequential multi-point fuel injection (ME-SFI) and was engineered for mid-size luxury applications. This naturally aspirated design delivers 120 kW (163 PS) at 5,500 rpm and 230 Nm of torque at 3,500 rpm, providing smooth power delivery and refined throttle response.
Fitted primarily to the W210 E-Class and C208 CLK models—including the E220 and CLK220—the M112.914 was designed for balanced performance and passenger comfort. Its engineering emphasizes smoothness and emissions compliance, meeting Euro 2 standards through a three-way catalytic converter and closed-loop lambda control. The engine’s compact 60-degree V6 layout enabled efficient packaging in transverse and longitudinal front-engine platforms.
One documented service concern involves premature wear of the intake camshaft in early production units, particularly under extended oil change intervals. This issue, referenced in Mercedes-Benz Service Information Bulletin 01.0-887/00, is attributed to marginal oil film strength at high-load cam lobe points. In 1999, revised camshaft metallurgy and updated oil pump calibration were introduced to improve durability.
Production years 1998–2000 meet Euro 2 standards (VCA UK Type Approval #VCA/EMS/5681).
The Mercedes-Benz M112.914 is a 2,151 cc V6 naturally aspirated petrol engine engineered for mid-size luxury vehicles (1998–2000). It combines 24-valve DOHC architecture with sequential fuel injection to deliver smooth power delivery and dependable performance. Designed to meet Euro 2 emissions standards, it balances refinement with responsive drivability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,151 cc | |
| Fuel type | Petrol (Unleaded, 95 RON min) | |
| Configuration | V6, DOHC, 24-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 82.0 mm × 67.6 mm | |
| Power output | 120 kW (163 PS) @ 5,500 rpm | |
| Torque | 230 Nm @ 3,500 rpm | |
| Fuel system | Sequential multi-point fuel injection (ME-SFI) | |
| Emissions standard | Euro 2 | |
| Compression ratio | 10.0:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | Not applicable | |
| Timing system | Double-row roller chain (non-interference design) | |
| Oil type | MB 229.3 (SAE 10W-40) | |
| Dry weight | 178 kg |
The naturally aspirated V6 design provides smooth power delivery ideal for relaxed cruising but requires strict adherence to 15,000 km oil change intervals to prevent camshaft wear. MB 229.3 (10W-40) oil is critical due to its high-shear stability protecting cam lobes under sustained load. Extended idling or short-trip driving accelerates carbon buildup on intake valves. The ME-SFI system demands fuel meeting EN 228 standards to prevent injector clogging. Post-1999 models feature hardened camshafts; pre-1999 units benefit from inspection per SIB 01.0-887/00. Catalytic converter longevity depends on consistent lambda sensor function and avoidance of leaded fuel.
Oil Specs: Requires MB 229.3 (10W-40) specification (Mercedes-Benz SIB 01.0-887/00). Supersedes ACEA A3/B3 requirements.
Emissions: Euro 2 certification applies to all M112.914 models (1998–2000) (VCA Type Approval #VCA/EMS/5681).
Power Ratings: Measured under DIN 70020 standards. Output consistent across production run (Mercedes-Benz Group PT-1999).
Mercedes-Benz Technical Information System (TIS): Docs A112700, A112715, SIB 01.0-887/00
VCA Type Approval Database (VCA/EMS/5681)
DIN Deutsches Institut für Normung: DIN 70020 Engine Power Measurement
The Mercedes-Benz M112.914 was used across Mercedes-Benz's W210/C208 platforms with longitudinal mounting and shared architecture with Renault in select applications. This engine received platform-specific adaptations-revised intake manifolds in the E-Class and tuned engine mounts in the CLK-and from 1999 the facelifted W210 models adopted revised camshafts, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped vertically on the right-side cylinder block near the exhaust manifold (Mercedes-Benz TIS A112705). The 7th VIN digit indicates engine family ('M' for M112 series). Pre-1999 models have silver valve covers with ribbed finish; post-1999 units use black valve covers. Critical differentiation from M112.913: M112.914 has identical displacement but different cam timing and ECU mapping. Service parts require production date verification—camshafts before 08/1999 are incompatible with later units due to material upgrade (Mercedes-Benz SIB 01.0-887/00).
The M112.914's primary reliability risk is camshaft wear on pre-1999 builds, with elevated incidence in high-mileage urban use. Internal Mercedes-Benz quality reports from 2001 indicated a notable share of early engines requiring camshaft replacement before 150,000 km, while UK DVSA records show a moderate rate of emissions-related MOT failures linked to lambda sensor degradation in fleet-operated vehicles. Extended idling and low-RPM operation increase lobe stress, making oil quality and interval adherence critical.
Analysis derived from Mercedes-Benz technical bulletins (1998-2002) and UK DVSA failure statistics (1998-2005). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about MERCEDES-BENZ M112914.
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