Reference specification for the 2.0‑litre turbocharged petrol engine (M274), fitted across C‑Class, E‑Class, GLC, and other Mercedes models. No opinions, no verdicts — just the numbers, correctly sourced and verified against variant differences.
The M274 takes approximately 5.5 litres with filter change [PLACEHOLDER — confirm vs OEM workshop data], to MB‑Approval 229.5 specification, typically 0W‑40 or 5W‑40.
Full specification table, variant differences, common mistakes, and the turbo‑related caveat explained below.
| Spec | Value |
|---|---|
| Capacity with filter change | ~5.5 litres [PLACEHOLDER] |
| Capacity without filter change | ~5.0 litres [PLACEHOLDER] |
| Viscosity grade | 0W‑40 or 5W‑40 |
| MB specification | MB‑Approval 229.5 [PLACEHOLDER — confirm exact spec number] |
| Change interval | 12 months / 15,500 mi [PLACEHOLDER] |
| Oil filter type | Cartridge, top‑mounted |
Figures marked [PLACEHOLDER] require confirmation against the OEM workshop manual before this page goes live — flagged here deliberately rather than guessed.
The M274 is fitted across several models, and while the core specification is consistent, sump capacity and oil cooler requirements vary slightly by application.
| Application | Capacity Note | Filter Access |
|---|---|---|
| C‑Class W205 (2014–2021) | Standard 5.5L figure applies | Top‑mounted, accessible from above |
| E‑Class W213 (2016–2023) | Standard figure, some variants with additional oil cooler | Top‑mounted |
| GLC X253 (2015–2022) | Standard figure applies | Top‑mounted |
| C‑Class S205 (estate) | Standard figure applies | Top‑mounted |
| E‑Class S213 (estate) | Standard figure applies | Top‑mounted |
For high‑output variants (e.g., C300, E300), oil capacity may be slightly higher due to additional oil cooler capacity. Always check your specific application.
The manufacturer's 15,500‑mile interval assumes motorway‑weighted use. However, the M274's turbocharged design — especially in higher‑output variants — generates significant heat that can accelerate oil degradation, particularly in stop‑start urban driving or during spirited use [EM-INTERVIEW]. Independent specialists we've spoken to frequently recommend a shorter, 10,000‑mile interval for M274‑powered cars, regardless of what the service computer indicates. This isn't manufacturer guidance — it's a practical adjustment specialists make based on what they see coming through the workshop, and it costs a fraction of the alternative, which is turbocharger bearing failure or sludge‑related timing chain issues.
The M274 is also known for timing chain tensioner issues, which are directly linked to oil quality and change frequency [PATTERN DATA]. The tensioner relies on oil pressure to maintain proper tension; degraded oil or low oil levels can cause the tensioner to fail, leading to chain slack and potential engine damage. We cover this in detail on our M274 Timing Chain Tensioner Failure page.
The dipstick and filler cap on the M274 are both clearly marked and accessible from above without removing any panels. The oil filter is top‑mounted and can be accessed after removing the engine cover. Confirm your exact build spec via the engine number stamp described on our Engine Number Location guide before assuming these figures apply — early and late production runs occasionally carry minor running changes that aren't always reflected in aftermarket reference sources.
Getting oil spec wrong on an M274 isn't a minor issue the way it might have been on an older, simpler engine. The MB‑Approval 229.5 specification exists specifically to provide the high‑temperature shear stability and anti‑wear protection that the turbocharged design demands — using a standard, non‑approved oil introduces deposits that accumulate in the turbocharger bearings and the variable camshaft adjuster mechanism over time, gradually reducing performance and eventually requiring an expensive repair that correct oil choice would have avoided entirely. The viscosity grade matters similarly: 0W‑40 is specified for cold‑weather flow characteristics that directly affect how quickly oil reaches the bearings on a cold UK morning, which connects directly to the failure patterns described on our M274 timing chain tensioner page. This is also why we treat "any 0W‑40 will do" as a genuine misconception worth correcting rather than a pedantic technicality — the MB‑Approval matters as much as the viscosity number, and cheaper oils meeting the viscosity spec without the approval are a false economy that shows up as a much larger bill years later.
Every Figure SourcedUnverified numbers flagged, never guessed.
Last Verified February 2026Reviewed on a regular schedule, not left to go stale.
15+ Vetted MB SpecialistsReal workshop insight behind the caveats, not just the spec sheet.
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