Mercedes-Benz OM 470 engine: displacement, ratings and generations

The Mercedes-Benz OM 470 is a 10.7-litre in-line six-cylinder diesel engine from Daimler Truck, built for heavy trucks and for city buses, intercity buses and coaches. It belongs to the heavy-duty 47X model series. Mercedes-Benz presented it on 14 March 2012 as an engine available only to the Euro VI emission standard, and on 13 September 2026 Daimler Truck presented an enhanced OM 470 as part of the Powerliner driveline, to be introduced in Mercedes-Benz Trucks vehicles from April 2027. On this site it is one of the engines of the Mercedes-Benz Actros, Actros L and Arocs, of the Mercedes-Benz Citaro, Conecto, Intouro, Tourismo and Travego, and of the Setra ComfortClass and MultiClass 500 LE.

Status as of 26 October 2026. Read that day: Mercedes-Benz’s launch release of 14 March 2012 (in Italian, from the Mercedes-Benz Italia media site), Daimler Truck’s press release of 13 September 2026 on the Powerliner driveline, the Truck Euro VI engine page of Mercedes-Benz Powertrain, and Mercedes-Benz Powertrain’s Truck Euro VI portfolio (dated 09/2025) and Bus Euro VI portfolio. All five are the maker’s own documents.

Maker, name and layout

The OM 470 is a Mercedes-Benz engine of Daimler Truck. Mercedes-Benz Powertrain, the Daimler Truck unit that offers engine systems, transmissions and axles as components, lists it in its truck and bus portfolios, and the engine page gives it as “Arrangement: L6 | Displacement: 10.7 l”.

The name follows the scheme the truck portfolio sets out: OM marks an oil (diesel) engine, then “47 = 47X model series (HD)” and “0 = L6 cylinder engine (10.7 l)”. The launch release of 2012 describes the engine as derived from the OM 471 series for heavy vehicles that Mercedes-Benz had presented the year before (the 12.8-litre engine of the same series is described in the Mercedes-Benz OM 471 engine), and it presents the OM 470 as the successor to the OM 457.

The same release gives the engine’s basic layout. It is a long-stroke in-line six-cylinder with a bore and stroke of 125 and 145 mm, a crankcase of a grey cast iron alloy and a cylinder head of compacted graphite iron. Its pistons are of steel, which the release says allows ignition pressures above 200 bar. Two overhead camshafts, driven by a gear train at the output end of the engine and built up from a tube rather than milled from solid, operate two intake and two exhaust valves per cylinder. The release gives a weight of 990 kg to DIN 70020-A.

For the heavy-duty series as a whole, Mercedes-Benz Powertrain today lists six-cylinder diesel engines in an in-line arrangement with cooled exhaust gas recirculation, a common rail injection system of up to 2,700 bar, two overhead camshafts with 4-valve technology, and a “One box” exhaust after-treatment, which the truck brochure describes as “with SCR and DPF”; it gives no separate injection pressure for the OM 470.

The OM 470 at its launch in 2012

The release of 14 March 2012 announced a new six-cylinder in-line engine of 10.7 litres covering 240 kW (326 hp) to 315 kW (428 hp). Production was to begin in June 2012 at the Mannheim engine plant, and the release states that the OM 470 would be available exclusively as a Euro VI engine.

The bus ratings were those for EvoBus buses, and the release says the range offered depended on the operating profile and on the transmission and rear-axle configuration. It gives a rated speed of 1,800 rpm and a speed of 1,100 rpm for maximum torque, says that 95 % of maximum torque is available at 800 rpm and that maximum torque stays constant up to 1,400 rpm; it gives no torque figure for the individual ratings. How kW and hp relate, and what the engine speed beside each figure means, is explained in reading truck power figures.

Fuel injection at launch used the X-PULSE common rail system with pressure amplification in the injectors: the release gives a rail pressure of up to 900 bar, raised in the individual injectors to an injection pressure of up to 2,100 bar, each injection made up of as many as five individual injections, and a seven-hole nozzle. A fixed-geometry asymmetric turbocharger with intercooler and a waste-gate valve supplied the charge air; only the front three cylinders were connected to the exhaust gas recirculation duct. The engine brake was a boosted decompression brake operated in three stages: three cylinders in the first stage, all six in the second, and in the third stage boost raised to give a maximum braking power of 340 kW. What an engine brake is, and how the law groups it, is set out in retarders and engine braking.

For buses, the release describes a version with a particularly low oil sump and a different arrangement of the ancillaries, and, depending on the application, a dual-mass flywheel.

Euro VI ratings in the Mercedes-Benz Powertrain portfolios

Mercedes-Benz Powertrain’s engine page and its truck brochure of 09/2025 list five ratings for the OM 470, each with rated power at 1,600 rpm and maximum torque at 1,100 rpm. The bus brochure lists four of them; it does not list 240 kW.

The two brochures also give the engine’s weight and size, both “depending on equipment installed”. The truck engine page and brochure list 935 kg (DIN 70020 - GZ) and a length of 1,475 mm, a width of 1,135 mm and a height of 1,182 mm. The bus brochure lists 952 kg and a length of 1,289 mm, a width of 750 mm “excl. charge air pipe” and a height of 1,029 mm.

Generations

None of the documents read numbers the OM 470’s generations. They show three dated stages: the launch engine of 2012, the ratings in the current Euro VI portfolios, and the Powerliner generation.

Powerliner generation, from April 2027

On 13 September 2026 Daimler Truck presented the Powerliner, a new driveline generation with “enhanced OM 470 and OM 471 engines as well as coordinated transmissions and axles”. The new driveline generation will be introduced in Mercedes-Benz Trucks vehicles from April 2027, and the release says the new engine generation will also be used in vehicles from Daimler Buses.

The release states: “The OM 470 is designed for heavy-duty distribution transport and payload-sensitive applications.” It lists three power ratings, 265 kW/360 hp, 300 kW/408 hp and 335 kW/455 hp, with maximum power at 1,500 rpm. “Depending on the power rating, maximum torque is 1,800 Nm, 2,000 Nm or 2,200 Nm.” Torque is available “at engine speeds well below 1,000 rpm” and reaches its maximum at 1,100 rpm. Among the contributing factors in the engine’s architecture the release names a new injection system, in-house developed and application-specific turbochargers, and changes to the oil circuit. It names the G 211 and G 230 transmission variants for the OM 470 and moderate applications.

Fuels and emission class

Mercedes-Benz Powertrain lists the OM 470 among its six-cylinder diesel engines, and none of the documents read for this page lists a gas-fuelled version. For the Powerliner generation, Daimler Truck’s September 2026 release states: “Certification for operation with CO₂-neutral EN 15940 XtL fuel is also available.” The documents do not use the term HVO; what the EN 15940 standard covers is set out in what is HVO fuel.

The launch release of 2012 describes the OM 470 as a Euro VI engine from the start, with cooled exhaust gas recirculation, a diesel particulate filter and BlueTec SCR, in which AdBlue, a synthetic urea solution, is injected into the exhaust and an SCR catalytic converter turns nitrogen oxides into nitrogen and water. How SCR and AdBlue work under the law is covered in SCR and AdBlue explained. Mercedes-Benz Powertrain lists the OM 470 among its Euro VI engine systems. The September 2026 release sums up the Powerliner generation as “Designed for Euro VIe, aligned with new statutory noise regulations from start of production, and conceptually prepared for Euro 7.” The steps from Euro VI A to E and what Euro 7 adds are covered in Euro VI and Euro 7.

Trucks and buses on this site with the Mercedes-Benz OM 470

Ten model pages on this site list the OM 470 among their engines. The figures below are those recorded on each model’s own page, from that page’s sources; they are not the engine-level tables above.