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Mercedes-Benz has fitted the refreshed S 580 4MATIC with a revised M 177 Evo V8 featuring a flat-plane crankshaft and a new firing order. The company says the changes improve response, efficiency and refinement, but the announcement is not independent proof that the engine—or the brand—is “back to its best.”
Which Mercedes gets the new flat-plane V8?
It is the refreshed Mercedes-Benz S 580 4MATIC. Mercedes identifies its eight-cylinder engine as the M 177 Evo and says the updated version uses a flat-plane crankshaft and revised firing order. Those details are specific to the S-Class announcement; they should not be confused with separate news about a future AMG V8.
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What are the M 177 Evo’s published power figures?
Mercedes publishes different figures for different markets. Its international press kit lists 395 kW (537 hp) and 750 Nm for the long-wheelbase S 580 4MATIC. Mercedes-Benz USA lists 530 hp and 553 lb-ft for the U.S. S 580 4MATIC. These are market-specific published specifications, not a single universal rating.
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What changed in the engine?
Mercedes lists revisions beyond the crankshaft and firing order: a refined injection system, optimized intake and exhaust ports, a revised intake camshaft, and changes to the turbocharger compressor wheel and housing. The company says the package is intended to improve response and deliver power more smoothly.
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What a flat-plane crankshaft means
In a flat-plane V8, the crankpins sit in one plane, with 180-degree offsets. Mercedes-AMG’s general technical explanation, written in the context of the GT Black Series, describes how the layout relates to bank-to-bank ignition and exhaust-gas behavior, and why it can benefit performance and throttle response. That explanation offers context, not a specification sheet for the S 580: the GT Black Series’ characteristics should not be transferred to the M 177 Evo without evidence.
For the S-Class engine, Mercedes says the flat-plane crank and new firing order reduce rotating mass and internal vibration, allowing freer revving and more immediate, refined power delivery. The company has not supplied independent measurements demonstrating changes in rotating mass, vibration, acceleration, fuel consumption, response or sound.
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How the 48-volt system fits in
The V8 works with a 48-volt mild-hybrid system and integrated starter-generator. Mercedes says the system supports low-speed power delivery, energy recuperation and smooth restarts. Do not assume the international and U.S. specifications have identical starter-generator ratings; the published material does not establish that.
Does the announcement prove Mercedes is back to its best?
No objective verdict follows from the specifications alone. Mercedes’ materials establish the engine’s stated hardware revisions and the company’s intended benefits; they do not provide independent comparative testing or evidence of how drivers will judge its sound and feel. “Back to its best” is an editorial opinion, not a result demonstrated by the announcement.
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The engine is part of a broader S-Class update. Mercedes-Benz USA says more than 50 percent of the car—approximately 2,700 components—were newly developed or re-engineered, and says production is scheduled to begin at Sindelfingen in 2026. Those are company-reported figures and plans, not independent assessments of the finished car.
Is this the same V8 as the upcoming AMG engine?
That has not been established. A separate Mercedes-Benz Group investor presentation says a new AMG V8 is planned to make its U.S. debut by the end of 2026. The presentation does not identify it as the S-Class M 177 Evo, so the two announcements should be treated as separate unless Mercedes confirms a connection.
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How does the V8 fit into the refreshed S-Class range?
The press kit also identifies an S 500 with an inline-six and an S 580 e plug-in hybrid. The useful distinction is the powertrain concept: the S 580 uses a V8 with 48-volt mild-hybrid assistance, while the S 580 e is a plug-in hybrid and the S 500 uses an inline-six. Published output figures should be compared only when the market and whether a number describes engine or combined system output are clear. The available manufacturer materials do not provide independent comparative driving results to settle which is quicker, quieter or more efficient in real-world use.
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