It is derived from the predecessor which had 4,2 litres of cubic capacity and fitted in, like the new one, between the V6 under it and the V10 above. The plan was, a lower consumption than both the V10 and the predecessor, without losing any performance. The engine is built quite short, just under 500 mm long and the two cylinder-banks are offset by 18,5 mm from each other.

Unlike it's predecessor, the new V8 takes its air in from the outside, where there is space for its complex, intake system with selectable flaps, which create, among other things, a great deal of swirling. In the V, the exhaust-outlets are divided into two groups and are only united again just before the turbine of the TwinScroll-turbocharger. The intercooler which is operated with a coolant is situated in the V in a position where the greatest possible temperature-stability is found.

The cylinder block made from aluminium cast using a low-pressure process and is mainly alloyed with silicon, for the stronger version, this includes a special thermal treatment. Ribbing along the length and cast-iron strengthening bring an additional stiffness. The lower bearing-brackets are pooled into a so-called bed-plate. Up to a speed of 4000 RPM oil is pumped in under high pressure. Over this speed, the pump switches back to two bar of pressure.

The thermal-management provides for the complete shutdown of the coolant circulation during the warm-up phase, which of course, is thereby accordingly shortened. The oil-injection-cooling for the pistons e.g., is map-controlled and dependant on the torque demand. A with the coolant flow, the engine-oil flow is also optimised for less resistances. Even the gearbox oil, which possibly warms up faster, is called up to shorten this period.

They seem to be particularly proud of the possible shutting down of the numbers 2, 3, 5 and 8 cylinders, the two inside cylinders of one side and the two outside cylinders of the other side. Thereby of course, at the same time the respective ignition and injection are shut down and the filling of the cylinders with fresh air is enabled. This can take place at an RPM-level of between idling and 3500 RPM and a torque demand of not more than 250 Nm. In the NEDC-cycle, this only means 5%, but at 80 km/h it means 12% and at 130 km/h it means a savings of 8%. 05/15