The internal combustion engine was supposed to be in its twilight years, but if recent filings are any indication, the “Old Guard” of luxury performance is planning a spectacular encore. While most of the industry has pivoted toward battery-electric platforms, Mercedes-Benz decided to take a different path: they submitted a modular engine patent that fundamentally rethinks how high-cylinder-count engines, specifically the legendary V12, can exist in a world of Euro 7 emissions and strict efficiency targets.
For years, purists have mourned the inevitable loss of the twelve-cylinder powerplant. However, this new patent suggests that the V12 engine is not just surviving; it is being re-engineered from the ground up to be smarter, more efficient, and more versatile than anything we have seen from the Silver Star in decades.
The technology: Modular scavenging and internal channels
At the heart of the new filing is a revolutionary approach to gas exchange. Unlike traditional engines that rely on external manifolds to manage exhaust pulses, Mercedes has patented an architecture with integrated internal exhaust channels cast directly into the cylinder head.
The system is designed for a modular setup that scales from an Inline-4 up to a V12. In the twelve-cylinder configuration, which is essentially two high-tech inline-sixes sharing a crankcase, the cylinders are divided into distinct groups. A controllable valve connects these groups, allowing the engine to manipulate exhaust backpressure and scavenging pulses in real-time. By opening this valve at higher RPMs, the exhaust gas pulses from one cylinder bank can actually help “pull” the remaining gases out of the opposing bank. This reduces “pumping losses”, the energy an engine wastes just trying to breathe, and significantly boosts efficiency.
| Feature | Traditional V12 (M279) | New Modular V12 Patent |
| Exhaust Path | External Manifolds | Integrated Internal Channels |
| Gas Exchange | Static Timing | Active Pulse Management (Valve-Controlled) |
| Crankshaft | Traditional 60/120 degree | Optimized 120-degree Modular |
| Hybridization | Limited / 48V Bolt-on | Fully Integrated PHEV Capability |
This internal routing also allows for a “Hot Vee” turbocharging setup, where the turbos are positioned inside the valley of the engine. This keeps the overall footprint compact while ensuring the shortest possible path for exhaust gases to reach the turbines, virtually eliminating turbo lag.
Mercedes vs. Porsche: A tale of two 12s
It is impossible to discuss this without looking at the competition. While Mercedes is doubling down on a modular I6-based V12, Porsche recently patented a radically different W12 engine. The differences are a masterclass in engineering philosophy.
Porsche’s design uses three banks of four cylinders in a “Trident” or true W-shape, focusing on ultra-compact packaging and a direct, vertical air intake path from a central plenum. Porsche is chasing mechanical friction reduction and high-revving response. In contrast, the Mercedes approach is about modular versatility. By using an Inline-6 as the building block, Mercedes can share parts across its entire lineup, from a base GLE to a Maybach S-Class. While the Porsche W12 is a bespoke surgical tool, the Mercedes V12 is a masterwork of industrial efficiency, designed to be easier to manufacture and maintain while meeting the same elite performance targets.
The future of combustion in an EV world
You might ask: why develop a V12 when the EQS and other EVs are already here? The answer lies in the “Generic Move to EVs” hitting a plateau. Mercedes-Benz recently adjusted its projections, now expecting combustion and hybrid vehicles to account for up to 70% of sales by 2027. This patent is the insurance policy for that reality.
By making the V12 modular and highly efficient, Mercedes can keep it in production for “selected markets” like the Middle East, China, and the US, where demand for the ultimate luxury flagship remains high. It also allows for seamless hybridization. This new V12 is expected to be paired with a high-output electric motor in a Plug-in Hybrid (PHEV) configuration. This will not just be about “saving fuel”; it will be about using electric torque to fill the gaps in the combustion cycle, resulting in a driving experience that is “infinite” in its power delivery.
Performance, reliability, and expectations
So, what does this mean for the driver? In terms of raw numbers, we expect this next-generation V12 to comfortably exceed the 750–800 horsepower mark when combined with hybrid assistance. Because the internal exhaust channels improve thermal management, the engine should theoretically be more reliable under high loads than the older, cramped twin-turbo designs.
- Horsepower: 650+ HP (Engine) / 800+ HP (System Total)
- Efficiency: Estimated 20% improvement in thermal efficiency over the current M279.
- Ease of Use: The modular design allows for more shared sensors and components with the I6, potentially reducing long-term maintenance costs compared to bespoke, exotic engines.
- Release Date: With Euro 7 regulations looming in late 2026/2027, expect to see the first production application in a refreshed Mercedes-Maybach S-Class or a successor to the AMG GT series around 2027 or 2028.
This patent proves that for Mercedes-Benz, the V12 engine is not a relic of the past; it is a high-tech bridge to the future. It offers the smoothness and prestige that an Inline-4 or even a V8 simply cannot replicate, wrapped in a package that finally plays nice with modern environmental standards.
