mercedes m113 and 113k are sorely over looked here. I understand the more modern bias but the pedigree that engine family has along with its legendary reliability means it needs its flowers.
@@manager96ful lol hey buddy newsflash! The 6.2 can also make 600 hp with simple headers and other bolt ons.... plus it's way better since it's 4 valves instead of the ancient 3 Valve design. I prefer the better flowing and higher revving v8 hands down. Plus it sounds wayyyyyy better. Amg 6.2 is one of the if not The beat v8 engine ever made.
Theres is no way you didn’t out the Mercedes M113K. Came in AMG 55 between 01-06 and it was one of the most! Reliable supercharged 5.5L V8 engines ever made. The NA or M113 is even more reliable how is this not in this list????
Other than having rod bearings that are known for prematurely wearing out (read weak under-designed bottom end) and causing catastrophic engine failure, the BMW S65 V8 is a great engine.
@@xuanzheng1049 I don't know if they blow head gaskets, but I can't stand when engine designers cheap-out and put only 10 head bolts per 4 cylinder bank.
The Mercedes engines were very much overlooked in this list unfortunately. The m156 engine presented here is arguably the worst Mercedes Amg engine ever made, The m113k in the early e55 and other series of cars for its incredible torque and reliability pretty much unheard of on this list and that from the early 2000s!! and even the m157 5.5 liter twin turbo that is capable of over 750 horsepower with a simple tune in the later 63 amg models. I would love to see a more in depth review of all the German engines from their brands respectively
Def M113k, as much as we love the M156, the M113k makes too much sense and lacks the other drama. NA is just a boosted car with the boost that never comes on anyway 😆
Of course any list is subjective and then what is your criteria? It seems that yours is just overall power and performance with durability not even considered. I know the early Mercedes-Benz M156 suffered from head bolts pulling out of the block I have two older Mercedes both with near legendary V8-the M119 and the M1 13 The M1 19 is a particularly interesting engine because over its lifespan of about 10 years it underwent a block redesign from closed deck to open deck, and then 1995 or six completely redesigned pistons and crankshaft. And it underwent three versions of Bosch fuel injection But the first version of it was used in the Sauber - Mercedes and dominated the LeMans series for two or three years Both are good for hundreds of thousands of miles with decent maintenance Honestly I tend to shy away from the newer technology like turbo chargers because the more stuff you have the more stuff will go out. Granted my engines aren't 500 hp but then I don't need 500 hp I wanted to complement you also on your video on close deck versus open deck - the first time someone was able to explain that to me simply and succinctly
Europeans have always had V8s what are you talking about? Hell they were literally invented in Europe. The difference is that for decades Americans stuck V8s in everything - even when they were shit, heavily detuned low compression engines that made no more power than something with half the cylinders and displacement - while in Europe they've always been high end engines that went into high performance and luxury cars. There have also been quite a few European sports cars with American V8 engines. People didn't look down at American V8s (the good ones anyway), they were simply far too expensive to import, hard to find parts for or otherwise unsuitable for the application (for example the enormous displacement gets hit with ridiculous taxes in many countries). The reason people in Europe don't do LS swaps isn't because they don't think LS engine are good, it's because a half decent one will cost you 5 digits plus another grand or two to be delivered, and then if you need any parts (be it for maintenance or mods) you're always going to have to order them from overseas. Hell you'll even need to buy new tools to work on it because nobody here uses imperial spanners for anything. It's just cheaper and easier to use an European engine, for much the same reasons it's cheaper and easier to use an American engine if you live in the US. Now if you want to know something really hilarious is how Americans shunned manual gearboxes for almost a century and would import great European cars and just about ruin them with slow dim witted slushboxes (often GM boxes that weren't even available on these cars in Europe), and now that you can actually get these cars with some great automatic gearboxes they decided they want them manual ¯\_(ツ)_/¯
I sure as hell do not have a NASA degree, and I work on my bmw m62b35 in my e39 sedan, and my m62b44tub in my X5 suv without any problems. They are no worse to work on than the 5.4lt Quad Cam V8 in my wifes Aussie 2003 Ford BA XR8 sedan. Sure, not as "simple" as the old 302 "windsor v8" in my old Aussie 1991 Ford EB S Xr8, but really not all that complicated either.The new quad cam v8's are way more powerful and economical than the old school OHV v8's. No I'm not a "qualified" mechanic. I'm just a spare parts interpreter who spins his own spanners and can read & follow the workshop manual.
Keep your German over engineered shit most of their new cars can't even get 100,000 miles without major problem with them there's a reason only rich people and stupid people buy them one person can afford to fix it the other person doesn't know what the hell he's looking at
Not really you just need a basic understanding of electronics, how simple industry standard sensors and actuators work, and the ability to RTFM. That does rule out 90% of American mechanics though. A multimeter is witchcraft to someone who only knows carburettors.
