NHTSA owner reports · September 18, 2026 snapshot.
Electrical System complaints
20 reportsClear category filter220,000 miles · Nov 5, 2020
Electrical SystemSteering
I BOUGHT THIS VEHICLE FROM THE AUCTION IN ALGONA NAMED WHITEY'S PUBLIC AUTO AUCTION AND THAT VERY DAY I HAD TO PUT POWER STEERING FLUID IN BECAUSE THERE WAS A LEAK AND IT WAS DIFFICULT TO TURN. I'VE HAD THE POWER STEERING PUMP REPLACED AND IT CONTINUES TO LEAK. I GOT ON THE INTERNET AND STARTED TO RESEARCH AND FOUND OUT ABOUT TH…
Read full complaint
I BOUGHT THIS VEHICLE FROM THE AUCTION IN ALGONA NAMED WHITEY'S PUBLIC AUTO AUCTION AND THAT VERY DAY I HAD TO PUT POWER STEERING FLUID IN BECAUSE THERE WAS A LEAK AND IT WAS DIFFICULT TO TURN. I'VE HAD THE POWER STEERING PUMP REPLACED AND IT CONTINUES TO LEAK. I GOT ON THE INTERNET AND STARTED TO RESEARCH AND FOUND OUT ABOUT THE RECALL.
NHTSA ODI #11373106
169,780 miles · Jul 12, 2018
Electrical SystemFire
TAKATA RECALL I JUST BOUGHT A 2000 MERCEDES ML 320. MY AC STOPPED WORKING AND TOOK IT TO A MERCEDES CERTIFIED MECHANIC. TOLD ME IT WAS A PRESSURE SENSOR. HE THEN CALLED ME BACK AND TOLD ME THAT THE WIRING HARNESS HAD FALLEN APART AND ALL WIRES WERE TOUCHING EACH OTHER MAKING SHORTS THRU OUT THE CAR. HE TOLD ME THAT THE SHORT…
Read full complaint
TAKATA RECALL I JUST BOUGHT A 2000 MERCEDES ML 320. MY AC STOPPED WORKING AND TOOK IT TO A MERCEDES CERTIFIED MECHANIC. TOLD ME IT WAS A PRESSURE SENSOR. HE THEN CALLED ME BACK AND TOLD ME THAT THE WIRING HARNESS HAD FALLEN APART AND ALL WIRES WERE TOUCHING EACH OTHER MAKING SHORTS THRU OUT THE CAR. HE TOLD ME THAT THE SHORTS HAD FRIED MY COMPUTER AND THE ONLY WAY TO FIX ALL THIS WAS TO REPLACE THE WIRING HARNESS. AT ALMOST $2000.00 FOR THE REPAIR IT SEEMS THAT MERCEDES INTENTIONALLY DID THIS TO MAKE MONEY. THEY SHOULD BE HELD ACCOUNTABLE TO REPAIR THIS ISSUE AS THEY DID IT SO THE WIRING HARNESS WOULD BIO DEGRADE WHEN THE CAR WAS JUNKED. NOT A GOOD PRACTICE TO SELL CARS IN THE UNITED STATES.
NHTSA ODI #11111058
200,000 miles · Mar 1, 2016
Electrical SystemExterior LightingService Brakes
TL* THE CONTACT OWNS A 2000 MERCEDES-BENZ ML320. WHEN THE CONTACT ATTEMPTED TO ROLL DOWN BOTH PASSENGER SIDE WINDOWS, THEY FAILED TO ROLL DOWN. THE HEADLIGHTS AND INSTRUMENT PANEL LIGHTS FAILED TO ILLUMINATE. THE ABS, BRAKE FAILURE SWITCH, AND ESP WARNING LIGHTS ILLUMINATED. WHEN USING THE POWER STEERING TO ATTEMPT TO TURN THE V…
Read full complaint
TL* THE CONTACT OWNS A 2000 MERCEDES-BENZ ML320. WHEN THE CONTACT ATTEMPTED TO ROLL DOWN BOTH PASSENGER SIDE WINDOWS, THEY FAILED TO ROLL DOWN. THE HEADLIGHTS AND INSTRUMENT PANEL LIGHTS FAILED TO ILLUMINATE. THE ABS, BRAKE FAILURE SWITCH, AND ESP WARNING LIGHTS ILLUMINATED. WHEN USING THE POWER STEERING TO ATTEMPT TO TURN THE VEHICLE, THE WARNING LIGHT ILLUMINATED, INDICATING A MALFUNCTION OF THE POWER STEERING. THE VEHICLE HESITATED BEFORE COMPLETING THE TURN. THE VEHICLE WAS NOT DIAGNOSED NOR REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 200,000.
NHTSA ODI #10839162
79,500 miles · Feb 28, 2013
Electrical SystemElectronic Stability Control (esc)Service Brakes, Hydraulic
FIRST INCIDENT IN AUGUST 2012 DRIVING 20-30 MPH JUST GOT ON HWY AND CAR SUDDENLY SLAMMED ON BRAKES. COULD NOT GO OVER 1000RPM WITHOUT BRAKES ENGAGING BUT FORTUNATELY A POLICEMAN WHO WITNESSED THIS ESCORTED US TO SAFETY ON SINGLE LANE HWY VERY DANGEROUS. REPLACED YAW RATE SENSOR FOR $1000. NOW IT IS DOING THE SAME THING AGAIN 2/2…
Read full complaint
FIRST INCIDENT IN AUGUST 2012 DRIVING 20-30 MPH JUST GOT ON HWY AND CAR SUDDENLY SLAMMED ON BRAKES. COULD NOT GO OVER 1000RPM WITHOUT BRAKES ENGAGING BUT FORTUNATELY A POLICEMAN WHO WITNESSED THIS ESCORTED US TO SAFETY ON SINGLE LANE HWY VERY DANGEROUS. REPLACED YAW RATE SENSOR FOR $1000. NOW IT IS DOING THE SAME THING AGAIN 2/27/13 AND IS UNDRIVABLE. MOST LIKELY FACING ANOTHER REPLACEMENT OF YAW RATE SENSOR FOR ANOTHER $1000 THAT ONLY LASTED 6 MONTHS LAST TIME. THERE ARE HUNDREDS OF THESE SAME STORIES ONLINE AND RIDICULOUS THAT MERCEDES BENZ WITH ITS CLASSY REPUTATION WOULD NOT RECALL SUCH A POTENTIALLY DANGEROUS ISSUE. HOW MANY PEOPLE HAVE TO BE INJURED TO JUSTIFY A RECALL?! I DO NOT FEEL SAFE DRIVING MY 2 YEAR OLD DAUGHTER ANYMORE AND STILL OWE ON THIS HUNK OF JUNK SO I AM STUCK. *TR
NHTSA ODI #10500778
Mileage unknown · Apr 4, 2012
Electrical System
THE BATTERY FAILED AND REQUIRED REPLACEMENT. A "GROUP 49" BATTERY IS SPECIFIED BY THE BATTERY MANUFACTURER'S CATALOG. A GROUP 49 BATTERY WAS PURCHASED, BUT DID NOT FIT. RESEARCH INDICATES THAT THE SUBJECT BATTERY WAS ACTUALLY A GROUP 93 BATTERY, WHICH IS APPROXIMATELY 1/2 INCH SHORTER. RESEARCH ALSO INDICATES THAT SEVERAL MA…
Read full complaint
THE BATTERY FAILED AND REQUIRED REPLACEMENT. A "GROUP 49" BATTERY IS SPECIFIED BY THE BATTERY MANUFACTURER'S CATALOG. A GROUP 49 BATTERY WAS PURCHASED, BUT DID NOT FIT. RESEARCH INDICATES THAT THE SUBJECT BATTERY WAS ACTUALLY A GROUP 93 BATTERY, WHICH IS APPROXIMATELY 1/2 INCH SHORTER. RESEARCH ALSO INDICATES THAT SEVERAL MANUFACTURERS ARE NO LONGER MAKING GROUP 49 BATTERIES BUT ARE EITHER RECOMMENDING GROUP 93 BATTERIES AS THE REPLACEMENT OR, AS I FOUND, APPLYING GROUP 49 LABELS TO THE GROUP 93 BATTERY. IN MY CAR INSTALLING A GROUP 93 BATTERY IS UNSAFE, FOR TWO REASONS. FIRST, THE BATTERY HOLD-DOWN STRAP IS A NON-ADJUSTABLE, SNAP-FIT TYPE INSTALLATION THAT WILL NOT FUNCTION WITH THE LOWER BATTERY HEIGHT. SECOND, THE POSITIVE BATTERY TERMINAL MUST CONNECT TO TWO HEAVY CABLES (MAIN POWER AND ACCESSORY POWER CABLES) WHICH MUST BE FORCED DOWN TO INSTALL ON THE REPOSITIONED (LOWERED) POSITIVE BATTERY POST. FORCING THE CABLES DOWN CAUSES THEM TO RIDE HARD ON NEARBY INSTALLATIONS AND MAY CAUSE FAILURE OF THE INSULATION WHICH COULD LEAD TO A SHOCK HAZARD OR FIRE. THE INITIAL INFORMATION ON THE TRANSITION FROM GROUP 49 TO GROUP 93 BATTERIES CAME FROM THE AAA REPRESENTATIVE WHO ATTEMPTED TO ASSIST ME WITH THE FAILED BATTERY. THE MIS-LABELED BATTERY WAS PURCHASED AT O'REILLY AUTO PARTS ON BEACH BOULEVARD IN WESTMINSTER, CALIFORNIA. *TR
NHTSA ODI #10454147
99,000 miles · Mar 20, 2012
Electrical SystemFire
TL* THE CONTACT OWNS A 2000 MERCEDES BENZ ML320. WHILE PARKED, THE CONTACT NOTICED FLAMES COMING FROM UNDER THE HOOD. THE FIRE DEPARTMENT WAS CALLED AND ARRIVED AT THE SCENE TO ASSIST. THE FIRE DEPARTMENT ADVISED THAT THE FIRE ORIGINATED FROM UNDER THE HOOD ON THE FRONT DRIVER SIDE OF THE VEHICLE. THE VEHICLE WAS TOWED TO THE DE…
Read full complaint
TL* THE CONTACT OWNS A 2000 MERCEDES BENZ ML320. WHILE PARKED, THE CONTACT NOTICED FLAMES COMING FROM UNDER THE HOOD. THE FIRE DEPARTMENT WAS CALLED AND ARRIVED AT THE SCENE TO ASSIST. THE FIRE DEPARTMENT ADVISED THAT THE FIRE ORIGINATED FROM UNDER THE HOOD ON THE FRONT DRIVER SIDE OF THE VEHICLE. THE VEHICLE WAS TOWED TO THE DEALER AND DEEMED AS HAVING BEEN DESTROYED. THE VEHICLE WAS NOT REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 99,000. UPDATED 04/19/12*LJ UPDATED 04/25/12
NHTSA ODI #10452442
Mileage unknown · Dec 7, 2009
Electrical System
I PARKED MY CAR IN A STRIP MALL FOR DINNER. WHEN I TRIED TO RESTART THE CAR AFTER DINNER, IT WOULDN'T CRANK, NOR WOULD IT START. CALLED IN AAA AND BY THE TIME THEY SHOWED UP HALF AN HOUR LATER, THE CAR STARTED FINE. TWO DAYS LATER, WHEN I WAS DRIVING TAKING MY DAUGHTER TO SCHOOL AROUND 7:45AM ON A SURFACE STREET, MY CAR SUDDENLY…
Read full complaint
I PARKED MY CAR IN A STRIP MALL FOR DINNER. WHEN I TRIED TO RESTART THE CAR AFTER DINNER, IT WOULDN'T CRANK, NOR WOULD IT START. CALLED IN AAA AND BY THE TIME THEY SHOWED UP HALF AN HOUR LATER, THE CAR STARTED FINE. TWO DAYS LATER, WHEN I WAS DRIVING TAKING MY DAUGHTER TO SCHOOL AROUND 7:45AM ON A SURFACE STREET, MY CAR SUDDENLY LOST ALL POWER AND THE ENGINE STALLED. I HAD TO QUICKLY TURN INTO A DRIVE WAY TO AVOID OTHER CARS AND THE CAR STOPPED AT THE ENTRANCE. AGAIN CALLED AAA AND A TOW TRUCK SHOWED UP 5 MINUTES AND THE DRIVERS HELPED PUSH AND PARK MY CAR, BUT WAS TOLD TO WAIT AT LEAST 45 MINUTES FOR THE RIGHT TOW TRUCK. TRIED TO START MY CAR EVERY 5 MINUTES, AND IT FINALLY STARTED AFTER 15 MINUTES. I WAS ABLE TO DRIVE TO A FLETCHER JONES DEALER AND PAID $600 TO HAVE A SENSOR REPLACED TO FIX THE STALLING PROBLEM. THE SERVICE MANAGER WAS FAMILIAR WITH THE THIS PROBLEM AND MY FRIENDS WHO OWNED 98, 99 ML320 ALSO EXPERIENCED THIS STALLING PROBLEM. I BELIEVE THIS IS A SAFETY ISSUE (EVEN THE SERVICE MANAGER AT FLETCHER JONES AGREED WITH ME ON THIS). I THANKED GOD THAT MY DAUGHTER AND I WERE NOT HURT IN THIS INCIDENT, BUT AN ACCIDENT COULD HAVE BEEN EASILY HAPPENED. SINCE THIS PROBLEM HAS OCCURRED IN DIFFERENT ML320 MODEL YEARS, AND IT COST THE DRIVER A BUNDLE TO HAVE IT FIXED, MERCEDES BENZ SHOULD ISSUE A RECALL TO FIX THIS PROBLEM. *TR
NHTSA ODI #10294683
47,000 miles · Dec 26, 2006
Electrical SystemService Brakes, Hydraulic
MY 2000 ML WITH 47K MILES SUDDENLY LOCKED ON THE BRAKES. THE ESP LIGHT HAD BEEN SHOWING ON VERY RARE OCCASIONS FOR 2 MONTHS. I HAD THREE INSTANCES OF SUDDEN LOCK-UP OF ONE OR MORE TIRES BEFORE THE DEALER FOUND THAT THE "YAW SENSOR" HAD FAILED. ALL INSTANCES WERE AT LOW CRUISE 30-40 MPH WITH PERFECT CONDITIONS WITHOUT THE ESP LIG…
Read full complaint
MY 2000 ML WITH 47K MILES SUDDENLY LOCKED ON THE BRAKES. THE ESP LIGHT HAD BEEN SHOWING ON VERY RARE OCCASIONS FOR 2 MONTHS. I HAD THREE INSTANCES OF SUDDEN LOCK-UP OF ONE OR MORE TIRES BEFORE THE DEALER FOUND THAT THE "YAW SENSOR" HAD FAILED. ALL INSTANCES WERE AT LOW CRUISE 30-40 MPH WITH PERFECT CONDITIONS WITHOUT THE ESP LIGHT SHOWING. SOME HOW I AVOIDED ACCIDENTS BUT THIS IS VERY DANGEROUS. THE ESP TOOK CONTROL OF THE BRAKES AND APPLIED BRAKING TO ONE OR MORE WHEELS IN AN ATTEMPT TO BRING THE TRUCK UNDER CONTROL. THE CAR WAS IN PERFECT CONTROL TRAVELING IN A STRAIGHT LINE BUT THE ERRONEOUS SENSOR INFORMATION CAUSED IT TO APPLY THE BRAKES WITHOUT WARNING. *JB
NHTSA ODI #10176935
60,000 miles · Jun 7, 2006
Electrical SystemEngine And Engine CoolingEquipment
OIL CONSUMPTION PROBLEM. OIL LIGHT KEEPS COMING ON BETWEEN 200-600 MILES OF DRIVING. TRANSMISSION IS FAILING AND ENGINE NEEDS TO BE REPLACED. VERY POOR. *NM
NHTSA ODI #10159163
53,000 miles · Sep 21, 2005
Electrical System
MY 2000 ML320 WITH 53000 MILES HAD SUDDENLY SHOWED CHECK ENGINE LIGHT WHILE I WAS DRIVING IT ON THE HIGHWAY AT ~65 MPH. I EXIT AND AS I SLOWED I COULD SENSE THE ENGINE WAS RUNNING VERY ROUGH WITH SHAKE AND STRONG VIBRATION. THEN AS I STOPPED THE CAR AT THE RED LIGHT AT THE EXIT, THE CAR IDLED VERY ROUGH AND LOTS OF VIBRATION A…
Read full complaint
MY 2000 ML320 WITH 53000 MILES HAD SUDDENLY SHOWED CHECK ENGINE LIGHT WHILE I WAS DRIVING IT ON THE HIGHWAY AT ~65 MPH. I EXIT AND AS I SLOWED I COULD SENSE THE ENGINE WAS RUNNING VERY ROUGH WITH SHAKE AND STRONG VIBRATION. THEN AS I STOPPED THE CAR AT THE RED LIGHT AT THE EXIT, THE CAR IDLED VERY ROUGH AND LOTS OF VIBRATION AND THEN THE ENGINE STALLED (AND SHUT OFF). I IMMEDIATELY TURNED THE KEY TO THE OFF POSITION AND TURNED THE KEY BACK ON AND THE CAR RE-STARTED NO PROBLEMS. THE ENGINE IDLE NOW ONLY FEELS SLIGHTLY ROUGH BUT IDLE SOUND IS NOTICEABLY SLIGHTLY LOUDER THAN BEFORE. I TOOK THE CAR TO THE MERCEDES BENZ DEALER (SAN DIEGO) THAT SAME DAY AND DESCRIBED TO THEM EXACTLY WHAT OCCURRED. THE NEXT DAY THEY DIAGNOSED IT AS SPARK PLUG FAILURE AND SPARK PLUG WIRE FAILURE OF CYLINDER #2 AND POSSIBLY #4. THEY RECOMMEND REPLACING ALL 12 SPARK PLUGS AND THEIR MODULE AND WIRES. AFTER THEY DID THE RECOMMENDED REPAIRS, MY ML320 SEEMS TO RUN LIKE NORMAL BUT I STILL HEAR THE ENGINE IDLE DIFFERENT THAN BEFORE AND ENGINE REV SOUND SLIGHTLY LOUDER THAN BEFORE THIS INCIDENT. THEY SAID THAT THE SOUND IS NORMAL. I GUESS I HAVE NO WAY TO PROVE THIS BEFORE AND AFTER SOUND DIFFERENCE SO I JUST HAVE TO WAIT AND SEE WHAT ELSE FAILS. THE TOTAL REPAIR COST WAS APPROX. $1280; WHICH INCLUDED 6 HOURS OF LABOR AT $120/HOUR. I TOLD THEM I THOUGHT 6 HOURS OF LABOR TO REPLACE 12 SPARK PLUGS AND WIRES WAS VERY INEFFICIENT AND COSTLY TO ME OR ANY CUSTOMER. THEY JUST SAID IT TAKES A LOT OF EFFORT AND TEDIOUS WORK TO DO SPARK PLUG CHANGES. WELL I AM NOT A MECHANIC TO WHATEVER THEY SAID I GUESS IS RIGHT. I JUST HOPE THEY FIXED THE RIGHT PROBLEM FOR THE ISSUE I HAD THAT'S ALL. *NM
NHTSA ODI #10137160
NHTSA investigations
4PE10050 · Brake Lamp Switch Failure.
Opened Dec 21, 2010 · Closed May 4, 2011
Status: closed (inferred from source dates) · Exterior Lighting:brake Lights:switch; Service Brakes, Hydraulic; Vehicle Speed Control; Vehicle Speed Control:cruise Control
ODI opened the investigation based on reports that the subject vehicle brake lamp switch (switch) failure caused 1) inoperative brake lamps (stay on or fail to illuminate), and/or 2) shift interlock failure (shifter locked in park), and/or 3) the cruise control to fail to cancel with brake application.Consumers also reported the illumination of a warning lamp on the instrument panel.The switch contains three sets of electrical contacts and a (normally extended) spring loaded plunger that actuates the contacts as it moves.As installed in the vehicle, the plunger contacts the brake pedal arm and is pushed into the switch; as the driver applies the pedal the plunger extends.One set of contacts (BLS) operates the stop lamps, a second set (EWM) controls the shift interlock system, and a third set (BS) is used by an on-board diagnostic (OBD) system to monitor switch operation.The cruise control monitors the BLS signal to determine when the brake is applied, the primary way the system is disabled when set.The relative timing of contact actuation in response to plunger movement allows the OBD system to detect a switch fault.When a fault is detected a malfunction indication lamp (MIL) is illuminated (driver alert), a diagnostic trouble code (DTC) is stored (for the service technician), and cruise control operation is inhibited (as a failsafe).In its response to ODI's January 2011 information request letter, MB explained its assessment of switch failures which was based primarily on evaluation of field return failures.MB identified both 1) electrical contact and 2) mechanical switch failure mechanisms.According to MB's analysis, electrical contact failure is the predominate failure type and the failure consequence depends on which contact fails.For instance MB claims that BLS contact failures are momentary in nature and do not affect brake light operation but are nonetheless detected by the OBD system, resulting in a DTC and subsequent replacement.Electrical contact failures of the BS and EWM contacts result in a DTC also, and EWM contact failures result in the shifter being stuck in the park (which can be overridden by the consumer).Accordingly MB maintains that electrical contact failures of the switch have no safety consequence since the brake lamps remain operational and the cruise control is always disabled.MB determined that mechanical failures of the switch, which are rare in their assessment, can result from internal wear and/or increased switch operating temperatures.High temperatures occur due to overheating of the BLS contacts and can cause the internal plastic components to melt.In one scenario overheated BLS contacts may melt to the extended plunger and are damaged when the brake pedal is released resulting in the brake lights staying on.In another scenario the increased temperatures and/or internal wear can cause the plunger to stick in the fully depressed position.In this case the cruise may not cancel when the brake is applied and the driver may have to use high brake pedal forces or other means (shifting to neutral or using the cruise master switch) to disengage the cruise.Additionally the vacuum assist can be depleted if the driver pumps the brakes resulting in reduced braking effectiveness and even higher pedal forces.In its March 31, 2011 defect notification, MB stated that to remediate the potential need for excessive brake force it would conduct a safety recall (11V-208) to replace the switch with a more robustly designed component.The recall includes 136,751 model year 2000 - 2002 M-Class and model year 2000 - 2004 M-Class AMG vehicles.Owner notification letters will be mailed
Additional source detail variants (4)
Exterior Lighting:brake Lights:switch
ODI opened the investigation based on reports that the subject vehicle brake lamp switch (switch) failure caused 1) inoperative brake lamps (stay on or fail to illuminate), and/or 2) shift interlock failure (shifter locked in park), and/or 3) the cruise control to fail to cancel with brake application.Consumers also reported the illumination of a warning lamp on the instrument panel.The switch contains three sets of electrical contacts and a (normally extended) spring loaded plunger that actuates the contacts as it moves.As installed in the vehicle, the plunger contacts the brake pedal arm and is pushed into the switch; as the driver applies the pedal the plunger extends.One set of contacts (BLS) operates the stop lamps, a second set (EWM) controls the shift interlock system, and a third set (BS) is used by an on-board diagnostic (OBD) system to monitor switch operation.The cruise control monitors the BLS signal to determine when the brake is applied, the primary way the system is disabled when set.The relative timing of contact actuation in response to plunger movement allows the OBD system to detect a switch fault.When a fault is detected a malfunction indication lamp (MIL) is illuminated (driver alert), a diagnostic trouble code (DTC) is stored (for the service technician), and cruise control operation is inhibited (as a failsafe).In its response to ODI's January 2011 information request letter, MB explained its assessment of switch failures which was based primarily on evaluation of field return failures.MB identified both 1) electrical contact and 2) mechanical switch failure mechanisms.According to MB's analysis, electrical contact failure is the predominate failure type and the failure consequence depends on which contact fails.For instance MB claims that BLS contact failures are momentary in nature and do not affect brake light operation but are nonetheless detected by the OBD system, resulting in a DTC and subsequent replacement.Electrical contact failures of the BS and EWM contacts result in a DTC also, and EWM contact failures result in the shifter being stuck in the park (which can be overridden by the consumer).Accordingly MB maintains that electrical contact failures of the switch have no safety consequence since the brake lamps remain operational and the cruise control is always disabled.MB determined that mechanical failures of the switch, which are rare in their assessment, can result from internal wear and/or increased switch operating temperatures.High temperatures occur due to overheating of the BLS contacts and can cause the internal plastic components to melt.In one scenario overheated BLS contacts may melt to the extended plunger and are damaged when the brake pedal is released resulting in the brake lights staying on.In another scenario the increased temperatures and/or internal wear can cause the plunger to stick in the fully depressed position.In this case the cruise may not cancel when the brake is applied and the driver may have to use high brake pedal forces or other means (shifting to neutral or using the cruise master switch) to disengage the cruise.Additionally the vacuum assist can be depleted if the driver pumps the brakes resulting in reduced braking effectiveness and even higher pedal forces.In its March 31, 2011 defect notification, MB stated that to remediate the potential need for excessive brake force it would conduct a safety recall (11V-208) to replace the switch with a more robustly designed component.The recall includes 136,751 model year 2000 - 2002 M-Class and model year 2000 - 2004 M-Class AMG vehicles.Owner notification letters will be mailed
Service Brakes, Hydraulic
ODI opened the investigation based on reports that the subject vehicle brake lamp switch (switch) failure caused 1) inoperative brake lamps (stay on or fail to illuminate), and/or 2) shift interlock failure (shifter locked in park), and/or 3) the cruise control to fail to cancel with brake application.Consumers also reported the illumination of a warning lamp on the instrument panel.The switch contains three sets of electrical contacts and a (normally extended) spring loaded plunger that actuates the contacts as it moves.As installed in the vehicle, the plunger contacts the brake pedal arm and is pushed into the switch; as the driver applies the pedal the plunger extends.One set of contacts (BLS) operates the stop lamps, a second set (EWM) controls the shift interlock system, and a third set (BS) is used by an on-board diagnostic (OBD) system to monitor switch operation.The cruise control monitors the BLS signal to determine when the brake is applied, the primary way the system is disabled when set.The relative timing of contact actuation in response to plunger movement allows the OBD system to detect a switch fault.When a fault is detected a malfunction indication lamp (MIL) is illuminated (driver alert), a diagnostic trouble code (DTC) is stored (for the service technician), and cruise control operation is inhibited (as a failsafe).In its response to ODI's January 2011 information request letter, MB explained its assessment of switch failures which was based primarily on evaluation of field return failures.MB identified both 1) electrical contact and 2) mechanical switch failure mechanisms.According to MB's analysis, electrical contact failure is the predominate failure type and the failure consequence depends on which contact fails.For instance MB claims that BLS contact failures are momentary in nature and do not affect brake light operation but are nonetheless detected by the OBD system, resulting in a DTC and subsequent replacement.Electrical contact failures of the BS and EWM contacts result in a DTC also, and EWM contact failures result in the shifter being stuck in the park (which can be overridden by the consumer).Accordingly MB maintains that electrical contact failures of the switch have no safety consequence since the brake lamps remain operational and the cruise control is always disabled.MB determined that mechanical failures of the switch, which are rare in their assessment, can result from internal wear and/or increased switch operating temperatures.High temperatures occur due to overheating of the BLS contacts and can cause the internal plastic components to melt.In one scenario overheated BLS contacts may melt to the extended plunger and are damaged when the brake pedal is released resulting in the brake lights staying on.In another scenario the increased temperatures and/or internal wear can cause the plunger to stick in the fully depressed position.In this case the cruise may not cancel when the brake is applied and the driver may have to use high brake pedal forces or other means (shifting to neutral or using the cruise master switch) to disengage the cruise.Additionally the vacuum assist can be depleted if the driver pumps the brakes resulting in reduced braking effectiveness and even higher pedal forces.In its March 31, 2011 defect notification, MB stated that to remediate the potential need for excessive brake force it would conduct a safety recall (11V-208) to replace the switch with a more robustly designed component.The recall includes 136,751 model year 2000 - 2002 M-Class and model year 2000 - 2004 M-Class AMG vehicles.Owner notification letters will be mailed
Vehicle Speed Control:cruise Control
ODI opened the investigation based on reports that the subject vehicle brake lamp switch (switch) failure caused 1) inoperative brake lamps (stay on or fail to illuminate), and/or 2) shift interlock failure (shifter locked in park), and/or 3) the cruise control to fail to cancel with brake application.Consumers also reported the illumination of a warning lamp on the instrument panel.The switch contains three sets of electrical contacts and a (normally extended) spring loaded plunger that actuates the contacts as it moves.As installed in the vehicle, the plunger contacts the brake pedal arm and is pushed into the switch; as the driver applies the pedal the plunger extends.One set of contacts (BLS) operates the stop lamps, a second set (EWM) controls the shift interlock system, and a third set (BS) is used by an on-board diagnostic (OBD) system to monitor switch operation.The cruise control monitors the BLS signal to determine when the brake is applied, the primary way the system is disabled when set.The relative timing of contact actuation in response to plunger movement allows the OBD system to detect a switch fault.When a fault is detected a malfunction indication lamp (MIL) is illuminated (driver alert), a diagnostic trouble code (DTC) is stored (for the service technician), and cruise control operation is inhibited (as a failsafe).In its response to ODI's January 2011 information request letter, MB explained its assessment of switch failures which was based primarily on evaluation of field return failures.MB identified both 1) electrical contact and 2) mechanical switch failure mechanisms.According to MB's analysis, electrical contact failure is the predominate failure type and the failure consequence depends on which contact fails.For instance MB claims that BLS contact failures are momentary in nature and do not affect brake light operation but are nonetheless detected by the OBD system, resulting in a DTC and subsequent replacement.Electrical contact failures of the BS and EWM contacts result in a DTC also, and EWM contact failures result in the shifter being stuck in the park (which can be overridden by the consumer).Accordingly MB maintains that electrical contact failures of the switch have no safety consequence since the brake lamps remain operational and the cruise control is always disabled.MB determined that mechanical failures of the switch, which are rare in their assessment, can result from internal wear and/or increased switch operating temperatures.High temperatures occur due to overheating of the BLS contacts and can cause the internal plastic components to melt.In one scenario overheated BLS contacts may melt to the extended plunger and are damaged when the brake pedal is released resulting in the brake lights staying on.In another scenario the increased temperatures and/or internal wear can cause the plunger to stick in the fully depressed position.In this case the cruise may not cancel when the brake is applied and the driver may have to use high brake pedal forces or other means (shifting to neutral or using the cruise master switch) to disengage the cruise.Additionally the vacuum assist can be depleted if the driver pumps the brakes resulting in reduced braking effectiveness and even higher pedal forces.In its March 31, 2011 defect notification, MB stated that to remediate the potential need for excessive brake force it would conduct a safety recall (11V-208) to replace the switch with a more robustly designed component.The recall includes 136,751 model year 2000 - 2002 M-Class and model year 2000 - 2004 M-Class AMG vehicles.Owner notification letters will be mailed
Vehicle Speed Control
ODI opened the investigation based on reports that the subject vehicle brake lamp switch (switch) failure caused 1) inoperative brake lamps (stay on or fail to illuminate), and/or 2) shift interlock failure (shifter locked in park), and/or 3) the cruise control to fail to cancel with brake application.Consumers also reported the illumination of a warning lamp on the instrument panel.The switch contains three sets of electrical contacts and a (normally extended) spring loaded plunger that actuates the contacts as it moves.As installed in the vehicle, the plunger contacts the brake pedal arm and is pushed into the switch; as the driver applies the pedal the plunger extends.One set of contacts (BLS) operates the stop lamps, a second set (EWM) controls the shift interlock system, and a third set (BS) is used by an on-board diagnostic (OBD) system to monitor switch operation.The cruise control monitors the BLS signal to determine when the brake is applied, the primary way the system is disabled when set.The relative timing of contact actuation in response to plunger movement allows the OBD system to detect a switch fault.When a fault is detected a malfunction indication lamp (MIL) is illuminated (driver alert), a diagnostic trouble code (DTC) is stored (for the service technician), and cruise control operation is inhibited (as a failsafe).In its response to ODI's January 2011 information request letter, MB explained its assessment of switch failures which was based primarily on evaluation of field return failures.MB identified both 1) electrical contact and 2) mechanical switch failure mechanisms.According to MB's analysis, electrical contact failure is the predominate failure type and the failure consequence depends on which contact fails.For instance MB claims that BLS contact failures are momentary in nature and do not affect brake light operation but are nonetheless detected by the OBD system, resulting in a DTC and subsequent replacement.Electrical contact failures of the BS and EWM contacts result in a DTC also, and EWM contact failures result in the shifter being stuck in the park (which can be overridden by the consumer).Accordingly MB maintains that electrical contact failures of the switch have no safety consequence since the brake lamps remain operational and the cruise control is always disabled.MB determined that mechanical failures of the switch, which are rare in their assessment, can result from internal wear and/or increased switch operating temperatures.High temperatures occur due to overheating of the BLS contacts and can cause the internal plastic components to melt.In one scenario overheated BLS contacts may melt to the extended plunger and are damaged when the brake pedal is released resulting in the brake lights staying on.In another scenario the increased temperatures and/or internal wear can cause the plunger to stick in the fully depressed position.In this case the cruise may not cancel when the brake is applied and the driver may have to use high brake pedal forces or other means (shifting to neutral or using the cruise master switch) to disengage the cruise.Additionally the vacuum assist can be depleted if the driver pumps the brakes resulting in reduced braking effectiveness and even higher pedal forces.In its March 31, 2011 defect notification, MB stated that to remediate the potential need for excessive brake force it would conduct a safety recall (11V-208) to replace the switch with a more robustly designed component.The recall includes 136,751 model year 2000 - 2002 M-Class and model year 2000 - 2004 M-Class AMG vehicles.Owner notification letters will be mailed
PE07007 · Electronic Stability Control Malfunction
Opened Feb 1, 2007 · Closed Jul 11, 2007
Status: closed (inferred from source dates) · Electronic Stability Control:automatic (asc)
ODI OPENED PE07-007 AFTER RECEIVING 4 COMPLAINTS WITHIN A 6 WEEK PERIOD ALLEGING INCIDENTS OF UNCOMMANDED BRAKE APPLICATION IN MODEL YEAR (MY) 2000 THROUGH 2001 MERCEDES M CLASS SPORT UTILITY VEHICLES.INFORMATION CONTAINED IN THE REPORTS OR GATHERED IN SUBSEQUENT CONSUMER INTERVIEWS INDICATED THAT THE INCIDENTS WERE CAUSED BY FAULTS IN THE ELECTRONIC STABILITY PROGRAM (ESP) SYSTEM WHICH WERE REPAIRED BY REPLACING THE YAW RATE SENSORS.ALTHOUGH THE SAME YAW RATE SENSOR IS USED IN APPROXIMATELY 800,000 OTHER MERCEDES M-CLASS, C-CLASS AND SLK MODELS, TO DATE THERE HAS BEEN ONLY ONE RELATED COMPLAINT TO ODI IN THOSE VEHICLES. DURING THIS INVESTIGATION MERCEDES BENZ PROVIDED ODI WITH 327 COMPLAINTS RELATED TO THE ESP SYSTEM IN THE MY 2000 THROUGH 2001 M CLASS VEHICLES.SEVEN OF THE COMPLAINTS SUBMITTED BY MERCEDES ALLEGED INCIDENTS OF UNCOMMANDED BRAKE ACTIVATION WHILE DRIVING, WITH TWO OF THESE INVOLVING VEHICLES IDENTIFIED IN THE ODI COMPLAINTS.NONE OF THE INCIDENTS RESULTED IN CRASH OR INJURY.HOWEVER, THE OWNERS DID EXPRESS SAFETY CONCERNS DUE TO THE SUDDEN, UNEXPECTED CHANGE IN VEHICLE SPEED AND DIRECTION. ON MAY 10, 2007 MERCEDES BENZ MET WITH NHTSA TO PROVIDE A TECHNICAL PRESENTATION AND CONDUCT A DRIVING DEMONSTRATION OF THE ESP SYSTEM PERFORMANCE WITH SIMULATED ELECTRICAL FAULTS IN THE YAW RATE SENSOR.MERCEDES SHOWED THAT THE ESP SYSTEM IS PROGRAMMED TO DIAGNOSE ELECTRICAL FAULTS AND THAT BRAKE APPLICATIONS RESULTING FROM YAW RATE SENSOR ELECTRICAL FAULTS ARE VERY SHORT IN DURATION (0.3 SECONDS OR LESS) AND DO NOT AFFECT VEHICLE CONTROL OR STABILITY. NINE OF THE CONSUMER COMPLAINTS TO ODI AND MERCEDES ALLEGED BRAKE ACTIVATIONS LONGER THAN 0.3 SECONDS, WITH SEVERAL ALLEGING THAT THE INCIDENT LASTED UNTIL THE VEHICLE CAME TO A STOP.A COMPLAINT VEHICLE THAT ALLEGED MULTIPLE INCIDENTS WAS EVALUATED BY ODI AT THE VEHICLE RESEARCH AND TEST CENTER (VRTC) IN EAST LIBERTY, OHIO.VRTC WAS UNABLE TO DUPLICATE THE CONDITION.DUE TO THE LOW COMPLAINT RATE AND ONLY ONE NEW COMPLAINT TO ODI OR MERCEDES SINCE JANUARY 2007, THIS INVESTIGATION HAS BEEN CLOSED.ODI WILL CONTINUE TO MONITOR COMPLAINTS IN THE SUBJECT VEHICLES AND OTHER MERCEDES PRODUCTS USING THE SAME YAW RATE SENSOR AND MERCEDES WILL PROVIDE UPDATES ON FIELD EXPERIENCE (COMPLAINTS, FIELD REPORTS AND WARRANTY CLAIMS) THROUGH THE END OF 2007.
PE03058 · Engine Crankshaft Pulley Failure
Opened Dec 17, 2003 · Closed Apr 22, 2004
Status: closed (inferred from source dates) · Engine And Engine Cooling:engine:gasoline:belts And Associated Pulleys
THE OFFICE OF DEFECTS INVESTIGATION (ODI) OPENED THIS PRELIMINARY EVALUATION TO INVESTIGATE ALLEGATIONS OF ENGINE CRANKSHAFT PULLEY HARMONIC BALANCER FAILURE THAT COULD RESULT IN LOSS OF POWER-STEERING ASSIST.ODI HAS RECEIVED A TOTAL OF 546 NON-DUPLICATIVE REPORTS THAT ALLEGE ENGINE CRANKSHAFT PULLEY HARMONIC BALANCER FAILURE ON ALL MERCEDES-BENZ VEHICLES USING THE SUBJECT COMPONENT.THE SUBJECT COMPONENT FAILURES ARE PROGRESSIVE IN NATURE AND ONLY A SMALL PERCENTAGE OF THE COMPLAINTS AND WARRANT CLAIMS INVOLVED A FAILURE THAT HAD PROGRESSED FAR ENOUGH TO EFFECT POWER STEERING PERFORMANCE (6 OF 55 ODI COMPLAINTS REFERENCE INCREASED STEERING EFFORT).THERE HAVE BEEN NO CRASHES OR INJURIES RELATED TO THE ALLEGED DEFECT.A SAFETY-RELATED DEFECT HAS NOT BEEN IDENTIFIED AT THIS TIME AND FURTHER USE OF AGENCY RESOURCES DOES NOT APPEAR TO BE WARRANTED.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST.THE AGENCY WILL TAKE FURTHER ACTION IF WARRANTED BY THE CIRCUMSTANCES.SEE SUMMARY REPORT ATTACHED FOR FURTHER DETAIL.
PE03006 · Power Steering Hose Assembly Leakage
Opened Feb 13, 2003 · Closed Apr 4, 2003
Status: closed (inferred from source dates) · Steering:hydraulic Power Assist:hose, Piping, And Connections; Steering:hydraulic Power Assist:power Steering Fluid
THE HOSE CLAMP USED TO SECURE THE POWER STEERING FLUID COOLING HOSE TO THE STEERING FLUID COOLER MAY NOT PROVIDE SUFFICIENT CLAMPING FORCE FOR THE CONNECTION.THE LOSS OF POWER STEERING FLUID MAY RESULT IN GRADUAL REDUCTION IN POWER STEERING ASSIST (I.E., INCREASED STEERING EFFORT) OVER TIME, WITH POTENTIAL DAMAGE TO THE POWER STEERING PUMP. THERE HAVE ALSO BEEN A FEW INCIDENTS OF HOSE SEPARATION FROM THE FITTING, THAT HAVE RESULTED IN MORE RAPID REDUCTIONS OF POWER STEERING.TESTING CONDUCTED BY MERCEDES-BENZ INDICATES THAT THE LEAKED FLUID IS NOT LIKELY TO BE EXPOSED TO HOT ENGINE COMPONENTS.THERE ARE NO KNOWN ALLEGATIONS THAT THE DEFECT CONDITION HAS CAUSED A VEHICLE FIRE. MERCEDES-BENZ WILL CONDUCT A VOLUNTARY RECALL CAMPAIGN FOR THE SUBJECT M-CLASS VEHICLES.MERCEDES-BENZ WILL INSTALL A NEW HOSE CLAMP ON THE POWER STEERING HOSE TO THE POWER STEERING COOLER OF THE SUBJECT VEHICLES.DURING CLAMP REPLACEMENT, THE POWER STEERING COOLING HOSE WILL BE INSPECTED AND REPLACED AS NECESSARY.
Additional source detail variants (2)
Steering:hydraulic Power Assist:hose, Piping, And Connections
THE HOSE CLAMP USED TO SECURE THE POWER STEERING FLUID COOLING HOSE TO THE STEERING FLUID COOLER MAY NOT PROVIDE SUFFICIENT CLAMPING FORCE FOR THE CONNECTION.THE LOSS OF POWER STEERING FLUID MAY RESULT IN GRADUAL REDUCTION IN POWER STEERING ASSIST (I.E., INCREASED STEERING EFFORT) OVER TIME, WITH POTENTIAL DAMAGE TO THE POWER STEERING PUMP. THERE HAVE ALSO BEEN A FEW INCIDENTS OF HOSE SEPARATION FROM THE FITTING, THAT HAVE RESULTED IN MORE RAPID REDUCTIONS OF POWER STEERING.TESTING CONDUCTED BY MERCEDES-BENZ INDICATES THAT THE LEAKED FLUID IS NOT LIKELY TO BE EXPOSED TO HOT ENGINE COMPONENTS.THERE ARE NO KNOWN ALLEGATIONS THAT THE DEFECT CONDITION HAS CAUSED A VEHICLE FIRE. MERCEDES-BENZ WILL CONDUCT A VOLUNTARY RECALL CAMPAIGN FOR THE SUBJECT M-CLASS VEHICLES.MERCEDES-BENZ WILL INSTALL A NEW HOSE CLAMP ON THE POWER STEERING HOSE TO THE POWER STEERING COOLER OF THE SUBJECT VEHICLES.DURING CLAMP REPLACEMENT, THE POWER STEERING COOLING HOSE WILL BE INSPECTED AND REPLACED AS NECESSARY.
Steering:hydraulic Power Assist:power Steering Fluid
THE HOSE CLAMP USED TO SECURE THE POWER STEERING FLUID COOLING HOSE TO THE STEERING FLUID COOLER MAY NOT PROVIDE SUFFICIENT CLAMPING FORCE FOR THE CONNECTION.THE LOSS OF POWER STEERING FLUID MAY RESULT IN GRADUAL REDUCTION IN POWER STEERING ASSIST (I.E., INCREASED STEERING EFFORT) OVER TIME, WITH POTENTIAL DAMAGE TO THE POWER STEERING PUMP. THERE HAVE ALSO BEEN A FEW INCIDENTS OF HOSE SEPARATION FROM THE FITTING, THAT HAVE RESULTED IN MORE RAPID REDUCTIONS OF POWER STEERING.TESTING CONDUCTED BY MERCEDES-BENZ INDICATES THAT THE LEAKED FLUID IS NOT LIKELY TO BE EXPOSED TO HOT ENGINE COMPONENTS.THERE ARE NO KNOWN ALLEGATIONS THAT THE DEFECT CONDITION HAS CAUSED A VEHICLE FIRE. MERCEDES-BENZ WILL CONDUCT A VOLUNTARY RECALL CAMPAIGN FOR THE SUBJECT M-CLASS VEHICLES.MERCEDES-BENZ WILL INSTALL A NEW HOSE CLAMP ON THE POWER STEERING HOSE TO THE POWER STEERING COOLER OF THE SUBJECT VEHICLES.DURING CLAMP REPLACEMENT, THE POWER STEERING COOLING HOSE WILL BE INSPECTED AND REPLACED AS NECESSARY.
Illustration