Understanding the C 250 Mercedes 2014 Engine Specs and Performance

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c250 mercedes 2014 engine
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The C250 Mercedes-Benz engine from 2014 represents a pivotal moment in compact luxury engineering, blending refined power delivery with advanced efficiency. As a cornerstone of the E200 Kompressor lineup, this inline-four turbocharged unit delivers a harmonious balance between daily usability and dynamic capability. Its architecture reflects Mercedes’ commitment to precision, integrating direct injection, variable valve timing, and lightweight materials to optimize performance across a broad spectrum of applications.

This exploration dissects the engine’s mechanical intricacies, from core specifications and real-world metrics to maintenance protocols and modification potential. Whether evaluating stock performance, troubleshooting common issues, or planning upgrades, the C250’s design principles offer valuable insights for enthusiasts and professionals alike. By examining its technical underpinnings, we uncover how this engine transitions seamlessly between urban efficiency and spirited acceleration, solidifying its legacy in Mercedes’ compact sedan portfolio.

c250 mercedes 2014 engine

Technical Specifications Breakdown of the Mercedes-Benz C250 (2014) M274 Engine

The Mercedes-Benz M274 engine, introduced in the 2014 C250 model, represents a refinement of the inline-four architecture with a focus on efficiency, performance, and modern fuel injection technology. This engine family, developed alongside the OM654 diesel and other gasoline units, integrates advanced features such as direct injection, variable valve timing, and lightweight construction to optimize power delivery and fuel economy. Below is a detailed examination of its core mechanical specifications, performance metrics, material composition, and lubrication system, tailored for the 2014 model year.

Core Mechanical Specifications

The M274 engine in the 2014 C250 is a naturally aspirated, inline-four gasoline engine with key mechanical attributes designed for balance between power and efficiency. The following table summarizes its fundamental specifications, with a focus on displacement, valve train design, and fuel system configuration:
Specification Value Technical Notes
Engine Code M274 DE 20 AL Designates the inline-four, aluminum-block variant with direct injection and turbocharger (deactivated in base C250 models).
Displacement 1,991 cc (1.99 L) Achieved via a bore of 82.9 mm and stroke of 92.0 mm, optimized for compact packaging and thermal efficiency.
Bore x Stroke 82.9 mm × 92.0 mm Square-like stroke-to-bore ratio (1.11:1) enhances low-end torque while maintaining high RPM capability.
Compression Ratio 11.0:1 Balanced for direct injection and 95 RON fuel, ensuring optimal thermal efficiency without detonation risks.
Valvetrain Design DOHC 16-valve (4 valves per cylinder) Features NanoCoating on camshafts and variable intake camshaft timing (VANOS) for phased airflow optimization.
Fuel System Type Direct Injection (DI) with Piezoelectric Injectors High-pressure (up to 350 bar) multi-hole injectors enable precise fuel atomization, reducing emissions and improving efficiency.
Ignition System Individual Coil-on-Plug (COP) Each spark plug has a dedicated coil for consistent ignition energy across all cylinders.
The M274’s aluminum block and cylinder head (discussed further below) contribute to its lightweight design, while the piezoelectric injectors and variable valve timing ensure responsive power delivery across a broad RPM range. These specifications align with Mercedes’ emphasis on downsizing—achieving performance through higher specific output rather than large displacement.

Power Output Metrics: Manual vs. Automatic Transmission Comparison

The 2014 C250’s M274 engine delivers power through two transmission configurations: a 6-speed manual (711.610) and a 7-speed automatic (7G-Tronic Plus). While the base output remains consistent, torque curves and peak RPM characteristics differ due to transmission tuning and gear ratios. The following table provides a side-by-side comparison of key performance metrics:
Metric Manual Transmission (711.610) Automatic Transmission (7G-Tronic Plus) Notes
Maximum Power (SAE Net) 163 hp (121 kW) @ 6,200 RPM 163 hp (121 kW) @ 6,200 RPM Identical power output; torque tuning prioritizes drivability in automatic models.
Maximum Torque 190 lb-ft (258 Nm) @ 4,000 RPM 190 lb-ft (258 Nm) @ 3,500 RPM Automatic models achieve peak torque at a lower RPM to improve acceleration from lower gears.
Redline (RPM Limit) 6,500 RPM 6,200 RPM (electronically limited) Manual transmission allows higher revving for enthusiasts; automatic models cap RPM for smoother operation.
Specific Power Output 81.8 hp/L 81.8 hp/L High for its class, reflecting Mercedes’ focus on efficiency and compactness.
Fuel Economy (Combined) 24 mpg (9.8 L/100 km) 23 mpg (10.1 L/100 km) Manual transmissions typically offer marginal efficiency gains due to lighter weight and driver engagement.
Key Observations:
  • The torque curve in automatic models is shifted lower (3,500 RPM vs. 4,000 RPM) to enhance acceleration in lower gears, aligning with Mercedes’ emphasis on comfort and refinement.
  • Manual transmissions retain a higher redline (6,500 RPM) to leverage the engine’s rev-happy character, appealing to driving enthusiasts.
  • Fuel economy differs by ~1 mpg, with manual models benefiting from reduced parasitic losses and driver engagement.

    • Engine Block and Head Materials: Durability, Weight, and Thermal Efficiency

    The M274 engine employs a high-silicon aluminum alloy for both the block and cylinder head, a departure from the cast iron blocks used in older Mercedes inline-fours. This material choice significantly impacts durability, weight, and thermal management. The following blockquote highlights the critical trade-offs:
    The aluminum block and head in the M274 engine reduce overall weight by ~20% compared to cast iron, improving fuel efficiency and handling responsiveness. However, aluminum’s lower thermal mass requires:
    1. Enhanced cooling systems (e.g., larger radiators, optimized water pump flow rates).
    2. Stronger cylinder liners (silicon-aluminum composite with integrated steel sleeves) to withstand higher combustion pressures and prevent distortion.
    3. Precise machining tolerances to minimize thermal expansion gaps, which can lead to oil consumption or piston seizures under extreme conditions.

    While aluminum improves efficiency and agility, it demands higher maintenance vigilance—particularly regarding cooling system integrity and oil quality—to mitigate risks of overheating or premature wear. The M274’s closed-deck design further enhances rigidity, reducing vibration and improving durability over long-term use.

    Material-Specific Advantages:
  • Weight Reduction: Aluminum blocks contribute to the C250’s ~3,300 lb (1,500 kg) curb weight, aiding in nimble handling and fuel economy.
  • Thermal Efficiency: Aluminum’s superior heat dissipation supports the direct injection system, reducing the risk of carbon buildup and improving volumetric efficiency.
  • Noise/Vibration: The closed-deck architecture and cross-bolted main bearing caps minimize vibration, a common issue in aluminum engines.

    • Potential Drawbacks:

  • Thermal Expansion: Requires low-viscosity oils (e.g., 0W-30 or 5W-30) to maintain adequate lubrication film thickness.
  • Cooling System Reliance: The water pump and thermostat must operate

    • Performance Characteristics and Real-World Application of the Mercedes-Benz C250 (2014) M274 Engine

    The Mercedes-Benz C250 (2014) with the M274 inline-4 engine delivers a refined balance of torque delivery and fuel efficiency, tailored for both urban commuting and highway cruising. Its powerband, characterized by a linear progression of torque from low RPMs, ensures responsive acceleration without excessive turbo lag—a hallmark of earlier direct-injection engines. Real-world performance metrics, including 0-60 mph times and fuel economy, reflect this equilibrium, while its limitations—such as a modest redline and thermal management quirks—highlight areas where modifications or driving strategies can enhance capability.

    The M274’s torque curve prioritizes immediate availability, with 203 lb-ft (275 Nm) of torque available as low as 1,400 RPM, making it adept at merging onto highways or overtaking. This low-end punch translates to a 0-60 mph time of approximately 7.5–8.2 seconds (depending on transmission type and vehicle weight), while quarter-mile sprints average 15.5–16.5 seconds at 85–90 mph. Highway cruising efficiency benefits from a narrow powerband (208 hp at 5,500 RPM), encouraging drivers to maintain higher RPMs for optimal fuel atomization, though this requires a shift away from overly aggressive downshifting.

    Torque Curve and Power Delivery Analysis

    The M274’s torque delivery follows a two-stage progression:
    1. Low-to-Mid RPM (1,400–3,500 RPM): Torque rises sharply from 1,400 RPM, peaking at 2,500 RPM (203 lb-ft), before tapering slightly until 3,500 RPM. This phase ensures instantaneous throttle response in city driving, with minimal lag during aggressive acceleration. Drivers describe the sensation as "smooth yet eager," lacking the hesitation of turbocharged engines with delayed spool-up.
    2. Mid-to-High RPM (3,500–5,500 RPM): Power output remains relatively flat until 5,500 RPM, where it climbs to 208 hp. The absence of a pronounced "torque dip" (common in naturally aspirated engines) allows for consistent pull in the 4,000–5,000 RPM range, ideal for highway passing maneuvers.

    Throttle Response Line-by-Line:

  • Below 1,400 RPM: Minimal torque contribution; engine relies on inertia for momentum.
  • 1,400–2,500 RPM: Linear torque increase (~15 lb-ft per 100 RPM). A firm but progressive throttle press yields immediate acceleration.
  • 2,500–3,500 RPM: Slight torque plateau (~195–200 lb-ft). The engine feels "ready to rev" without forcing the driver to hunt for the powerband.
  • 3,500–5,500 RPM: Power-focused zone. The 208 hp peak is reached at 5,500 RPM, rewarding drivers who engage the clutch or shift early for overtaking.
  • Above 5,500 RPM: Power drops off rapidly (~10% by 6,000 RPM). The 6,200 RPM redline is a hard limit, with no meaningful power gain beyond 5,800 RPM.

    • Real-World Acceleration Metrics:

  • 0-60 mph: 7.5–8.2 seconds (automatic transmission). The 7G-Tronic (single-clutch) optimizes shifts for efficiency, while the 9G-Tronic (dual-clutch) in later models reduces shift times by 0.3–0.5 seconds.
  • Quarter-Mile: 15.5–16.5 seconds @ 85–90 mph. The narrow powerband limits top-speed performance, with electronically governed max speeds (~130–140 mph) preventing sustained high-RPM cruising.

    • Fuel Economy Comparison: 2014 C250 vs. Modern Equivalents (2020+)

    The 2014 C250 achieved EPA-rated fuel economy of:
  • City: 24 MPG
  • Highway: 34 MPG
  • Combined: 28 MPG

    • Comparison with 2020+ Mercedes-Benz C-Class (e.g., C250 2021–2024):

    Metric2014 C250 (M274)2020+ C250 (M254)Key Improvement Factors
    City MPG2426–28Cooler direct injection (CDI 2.0), reduced friction, and 48V mild hybrid assist.
    Highway MPG3438–42Aerodynamic refinements (e.g., active grille shutters, underbody panels) and thermal management (wastegate turbo efficiency).
    Combined MPG2830–34Adaptive cruise control (ACC) with predictive efficiency modes and start-stop system (disabled in some markets).
    Real-World Efficiency~22–26 MPG~28–32 MPGDriver behavior (aggressive acceleration in 2014 models offsets gains) and traffic conditions (city stop-and-go penalizes older engines).
    Key Technical Contributors to Efficiency Gains in Modern Engines:
  • Fuel Injection: The M254 (2020+) uses piezo injectors with 600-bar pressure (vs. M274’s 350-bar) for precise fuel atomization, reducing misfires and improving combustion efficiency.
  • Turbocharging: The M254’s twin-scroll turbo (vs. M274’s single-scroll) minimizes lag while maintaining lower exhaust temperatures, reducing parasitic losses.
  • Aerodynamics: Drag coefficient (Cd) improved from 0.26 (2014) to 0.24 (2020+) via active rear spoilers and underbody air management.
  • Thermal Management: Liquid-cooled exhaust manifolds and wastegate turbo tuning in the M254 reduce heat soak, improving fuel economy in stop-and-go traffic.

    • Performance Limitations and Mitigation Strategies

    The M274’s 6,200 RPM redline and torque-focused powerband present two primary limitations: high-RPM capability and turbocharger responsiveness. While not severe for daily driving, these factors become noticeable in track use or high-performance scenarios.

    Common Limitations:
    1. Redline at 6,200 RPM:

  • The engine lacks rev-happy character, with peak power at 5,500 RPM and minimal gains beyond 5,800 RPM. This restricts manual transmission enthusiasts from extracting full potential in high-RPM scenarios.
  • Solution: ECU remapping (e.g., Mercedes MB-SPRT or DiabloSport) can increase the redline to 6,500–6,800 RPM and optimize ignition timing for higher RPM stability.

    • 2. Turbocharger Lag (Perceived):

  • While the single-scroll turbo spools quickly (boost at ~1,400 RPM), aggressive throttle inputs can trigger momentary hesitation due to exhaust backpressure.
  • Solution: Hardware upgrades such as a downpipe with a larger wastegate or a standalone turbo (e.g., BorgWarner EFR) can reduce lag by 20–30%, though this requires ECU tuning to prevent overboost.

    • 3. Thermal Management:

  • The M274’s intercooler is smaller than later models, leading to heat soak during sustained high-speed driving. This reduces power by 5–10% in hot climates.
  • Solution: Upgraded intercooler (e.g., K&N or Cobb) with improved airflow can lower intake

    • c250 mercedes 2014 engine - Ilustrasi 2

    Maintenance and Common Issues for the Mercedes-Benz C250 (2014) M274 Engine

    The Mercedes-Benz C250 (2014) with the M274 DE20AL inline-4 turbocharged engine is known for its refined performance and advanced engineering. However, like all high-performance engines, it requires meticulous maintenance to ensure longevity and reliability. This section provides structured guidelines for critical maintenance intervals, common mechanical and electrical faults, diagnostic procedures, and a cost-benefit analysis of repairs to aid owners and technicians in proactive engine care.

    Critical Maintenance Intervals for the M274 Engine

    The M274 engine follows Mercedes-Benz’s rigorous maintenance schedule, which includes interval-specific tasks to prevent premature wear. Below is a 3-column checklist of critical service items, their recommended intervals, and key notes for execution.
    Service Item Interval Notes
    Timing Chain and Tensioner Inspection Every 100,000 miles (160,000 km) or 8 years (whichever comes first)
    • Replace tensioners and guides if wear exceeds 0.5mm.
    • Check for rattling noises during cold starts (symptom of chain stretch).
    • Use Mercedes-Benz OEM parts (e.g., part # A205 002 01 01) to avoid compatibility issues.
    Spark Plug Replacement Every 60,000 miles (100,000 km) or 5 years
    • Use NGK 7490 or Bosch FR7LQW iridium plugs (0.7mm gap).
    • Inspect for oil fouling or electrode wear, which may indicate misfires or oil consumption.
    • Clean high-pressure fuel injectors during replacement if carbon deposits are present.
    Coolant Flush and Thermostat Replacement Every 5 years or 100,000 miles (160,000 km)
    • Use Mercedes-Benz LL-Blue coolant (specification MB 325.3) to prevent corrosion.
    • Replace the thermostat (part # A205 001 01 01) if temperature fluctuations occur.
    • Check for coolant leaks at hoses and the expansion tank; common failure points include the water pump and thermostat housing.
    Oil and Oil Filter Change Every 10,000 miles (15,000 km) or annually (synthetic oil only)
    • Use Mercedes-Benz 5W-40 LL 0444 999 900 or Mobil 1 ESP 0W-40 (approved for M274).
    • Replace the oil filter (part # A205 002 01 01) and check for metal shavings in the filter.
    • Monitor oil consumption; excessive consumption (>1 quart/1,500 miles) may indicate piston ring or valve guide wear.
    Valve Adjustment Every 100,000 miles (160,000 km) or as needed (symptoms: rattling noise at idle)
    • Adjust using a Mercedes-Benz valve adjustment tool (A205 002 01 02).
    • Clearance should be 0.20mm (intake) and 0.30mm (exhaust) for the M274.
    • If valves require frequent adjustment, inspect the camshaft lobes for wear.
    Air Filter Replacement Every 30,000 miles (50,000 km)
    • Use a Mercedes-Benz OEM cabin and engine air filter (A205 002 01 03).
    • Clogged filters reduce turbo efficiency and increase fuel consumption.
    Turbocharger Inspection Every 100,000 miles (160,000 km) or if boost leaks or whining noises occur
    • Check for oil leaks around the turbo housing (common in early M274 models).
    • Inspect the wastegate actuator for carbon buildup or mechanical failure.
    • Replace the turbo (part # A205 002 01 04) if boost pressure drops below 10 psi at 3,000 RPM.
    Battery and Electrical System Check Every 2 years or 50,000 miles (80,000 km)
    • Test battery voltage (should be ≥12.6V when fully charged).
    • Inspect fuses (e.g., Fuse 12 in the engine compartment) for blown units.
    • Update engine software via Mercedes-Benz Star Diagnosis (Xentry) if error codes persist.

    Frequently Reported Mechanical and Electrical Faults

    The M274 engine, while robust, exhibits several common faults that owners should monitor. Below are the most reported issues, their symptoms, root causes, and estimated repair costs based on U.S. and European workshop data (2020–2024).
    Note: Repair costs vary by region, labor rates, and parts sourcing (OEM vs. aftermarket). Always verify with a Mercedes-Benz specialist or authorized dealer.
    • Excessive Oil Consumption
      • Symptoms:
        • Blue smoke from exhaust, especially during cold starts.
        • Oil level drops between changes (>1 quart/1,500 miles).
        • White residue on the oil filler cap.
      • Causes:
        • Worn piston rings or cylinder walls (common after 120,000+ miles).
        • PCV (Positive Crankcase Ventilation) system failure.
        • Faulty valve seals (less common in M274 compared to older engines).
      • Repair Costs:
        • Minor: PCV system replacement (~$200–$400).
        • Major: Engine rebuild or replacement (~$5,000–$8,000 for a used long-block; $10,000+ for OEM).
    • Timing Chain Stretch and Noise
      • Symptoms:
        • Rattling or metallic noise during cold starts (disappears after warm-up).
        • Check

          Modifications and Tuning Potential for the Mercedes-Benz C250 (2014) M274 Engine

          The Mercedes-Benz C250 (2014) with the M274 DE 20 AL 4-cylinder turbocharged engine offers significant tuning potential while maintaining reliability when approached systematically. Modifications range from software-based optimizations to forced induction upgrades and internal engine enhancements, each with distinct power gains, risks, and compatibility considerations. This guide provides a structured tiered approach, ensuring incremental improvements without compromising long-term durability. Real-world data and aftermarket support are integrated to validate performance claims and guide component selection.

          Tiered Modification Guide for the M274 Engine

          Modifications to the M274 engine are categorized into three progressive stages, each building on the previous to maximize power output while mitigating risks. Stage 1 focuses on software and airflow optimizations, Stage 2 introduces forced induction enhancements, and Stage 3 involves internal engine upgrades for high-performance applications. Each stage includes estimated power gains, compatibility notes, and potential risks based on owner reports and tuner feedback.

          1. Stage 1: Software and Airflow Optimizations (0–20% Power Gain)

            This stage prioritizes ECU remapping and intake/exhaust upgrades to unlock latent performance without altering the engine’s core components. Gains are modest but improve throttle response, torque delivery, and efficiency.

            • ECU Remapping (Stage 1)
              • Power Gain: 10–15 HP / 10–20 lb-ft torque (primarily in mid-to-high RPM bands).
              • Key Adjustments:
                • Increased fuel delivery (up to 15–20% richer in turbocharged zones).
                • Optimized ignition timing (advanced by 2–5° in safe RPM ranges).
                • Wastegate control modifications to reduce lag.
              • Risks:
                • Potential fuel trim codes if stock sensors (e.g., MAF, MAP) are pushed beyond calibration limits.
                • Minimal impact on emissions compliance if using OBD-II compliant tunes (e.g., Cobb Accessport, JB4).
              • Compatibility:
                • Requires OBD-II port access and a supported tuner (e.g., Mercedes-Benz OEM ECU or aftermarket units like MEV17.9.6).
                • Some 2014 models may have immobilizer locks requiring dealer-level tools for full access.
            • Cold Air Intake (CAI) System
              • Power Gain: 5–10 HP (primarily at 3,000–5,000 RPM due to denser air charge).
              • Component Choices:
                • K&N Drop-In Intake: Direct replacement for stock intake with low-restriction filter; improves airflow by ~15%.
                • BMS Performance Intake: Silicone hose upgrade for better flexibility and reduced turbulence; includes high-flow air filter.
                • Custom Fabricated Intake: Aluminum or polycarbonate designs (e.g., Fabspeed) for aggressive sound and ~20% airflow improvement (requires DRL deletion or relay bypass).
              • Risks:
                • DRL incompatibility with silicone hoses (may require wiring modifications).
                • Filter replacement frequency increases with high-flow units (every 15,000–20,000 miles).
            • Cat-Back Exhaust System
              • Power Gain: 3–8 HP (primarily through reduced backpressure in mid-range RPM).
              • Component Choices:
                • Borla or MagnaFlow Cat-Back: Stainless steel design with linear tuning for smooth power delivery; minimal backpressure reduction.
                • Fabspeed or Remus Exhaust: Aggressive tone with freer-flowing mufflers; may require cat-back only installation to avoid emissions failures.
                • Full System Exhaust (Cat + Downpipe): 10–15 HP gain but voids emissions compliance (requires decat or catalytic converter replacement).
              • Risks:
                • Emissions failures if stock catalytic converters are removed (check local regulations).
                • Resonance issues with poorly matched systems (e.g., mid-piped exhausts causing drivetrain vibrations).

          2. Stage 2: Forced Induction Upgrades (20–40% Power Gain)

            Stage 2 introduces turbocharger upgrades and supporting modifications to handle increased boost. These changes require fuel system enhancements and cooling upgrades to prevent reliability issues.

            • Turbocharger Upgrade
              • Power Gain: 30–50 HP (with supporting mods); 50–80 lb-ft torque (low-end gains).
              • Component Choices:
                • Garrett GT2862R (Stock Replacement): Larger compressor wheel for better spool and mid-range torque; requires wastegate upgrade.
                • Turbodenis TD04-12G (Hybrid Turbo): Twin-scroll design for reduced lag; pairs well with standalone ECU.
                • BorgWarner EFR (High-Boost): 6–8 psi capability; requires reinforced downpipe and intercooler.
              • Supporting Modifications:
                • Upgraded Intercooler: Front-mount or top-mount (e.g., Fabspeed or KW) to handle higher boost temps.
                • Fuel System Upgrade: Port injection (e.g., JB4 or Standalone) or high-flow fuel pump (e.g., Walbro 450 LPH).
                • Wastegate Actuation: Divert valve or external wastegate for precise boost control.
              • Risks:
                • Oil starvation if stock oil pump is insufficient (common with high-RPM turbo setups).
                • Coolant leaks from upgraded intercooler mounts (check O-ring integrity).
                • Boost creep without proper wastegate tuning (can damage piston rings).
            • Standalone ECU Tuning
              • Power Gain: 15–25 HP (when paired with turbo upgrades); improved torque linearity.
              • Options:

                • The C250 Mercedes 2014 engine stands as a testament to Mercedes-Benz’s ability to merge sophistication with practicality, delivering a compact powerplant that excels in both daily commutes and occasional spirited driving. From its meticulously engineered specifications to its adaptability through modifications, this engine embodies a fusion of heritage and innovation. By understanding its strengths, limitations, and optimization pathways, owners and modifiers can maximize its potential while ensuring longevity. As automotive technology evolves, the C250 remains a benchmark for those seeking a refined yet capable driving experience in a mid-decade Mercedes-Benz.

                  FAQ

                  What is the engine capacity of the 2014 Mercedes C250?

                  The 2014 Mercedes C250 uses a 2.0L inline-4 turbocharged engine (M274 DE20AL) with a displacement of 1,991cc (121.5 cu in).

                  What are the key specifications of the 2014 Mercedes C250?

                  The 2014 C250 has a 2.0L turbocharged 4-cylinder engine (208 hp, 295 lb-ft torque), 8-speed automatic transmission, AWD (4MATIC), and a 0-60 mph time of ~6.9 seconds. Fuel economy is ~19 city/28 highway MPG.

                  How much horsepower does the 2014 Mercedes C250 produce?

                  The 2014 Mercedes C250 generates 208 horsepower at 5,000–6,250 RPM and 295 lb-ft of torque at 1,250–4,000 RPM.

                  What engine does the 2014 Mercedes C250 Coupe have?

                  The 2014 Mercedes C250 Coupe is equipped with a 2.0L turbocharged inline-4 (M274 DE20AL), the same engine used in the sedan, producing 208 hp and paired with a 4MATIC AWD system.

                  Where can I find a used 2014 Mercedes C250 engine for sale?

                  Used 2014 C250 engines (M274 DE20AL) can be found on platforms like eBay Motors, Car-Part.com, or local junkyards, typically priced between $1,500–$3,500 depending on condition. Verify compatibility with your VIN.

                  What type of engine oil does the 2014 Mercedes C250 require?

                  The 2014 C250 requires 5W-30 or 5W-40 full synthetic oil (Mercedes-Benz 229.51 or equivalent) with a capacity of ~5.3 quarts (4.9L) for a full change. Always use MB-approved oil.

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