NHTSA owner reports · September 18, 2026 snapshot.
Fuel System, Gasoline complaints
10 reportsClear category filterMileage unknown · Sep 13, 2006
Fuel System, GasolineSteering
RECENTLY, MY 2000 ML320 WOULD END UP CRANKING WHILE STARTING. TOOK 2 ATTEMPTS TO GET THE CAR STARTED UP. TOOK MY MERCEDES TO THE LOCAL AUTHORIZED SHOP AND WAS TOLD THAT THE FUEL PUMP WENT OUT. HAD THE FUEL PUMP REPLACED & FILTER & THE NEW UPDATED LINES. PREVIOUSLY BACK IN DECEMBER 2005, POWER STEERING LINE WAS DAMAGED. SERVICED…
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RECENTLY, MY 2000 ML320 WOULD END UP CRANKING WHILE STARTING. TOOK 2 ATTEMPTS TO GET THE CAR STARTED UP. TOOK MY MERCEDES TO THE LOCAL AUTHORIZED SHOP AND WAS TOLD THAT THE FUEL PUMP WENT OUT. HAD THE FUEL PUMP REPLACED & FILTER & THE NEW UPDATED LINES. PREVIOUSLY BACK IN DECEMBER 2005, POWER STEERING LINE WAS DAMAGED. SERVICED AT SAME DEALERSHIP. A SMALL HOLE WAS DISCOVERED ON THE PIPE AND POWER STEERING WENT OUT. ALMOST MADE ME HIT THE GARAGE. *NM
NHTSA ODI #10168203
55,000 miles · Aug 10, 2006
Fuel System, Gasoline
DT*: THE CONTACT STATED WHILE DRIVING 40 MPH THE VEHICLE HESITATED. THE SMELL OF GAS WAS PRESENT WHEN PARKING AND A PUDDLE OF GAS WAS NOTICED UNDER THE VEHICLE. AN INDEPENDENT REPAIR SHOP INSPECTED THE VEHICLE AND DETERMINED THE WIRING HARNESS OF THE FUEL PUMP MELTED AND REPLACED THE FUEL PUMP. THE DEALER WAS CONTACTED.
NHTSA ODI #10165119
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
8,000 miles · Jan 29, 2004
Fuel System, GasolineVisibility
INTERMITTENTLY IN COLD TEMPERATURES WHEN THE DEFROSTER SYSTEM IS ENGAGED IT WILL DISENGAGE FOR A FEW SECONDS, THEN COME BACK ON. THIS REDUCES THE DRIVER'S VISIBILITY AND COULD CAUSE AN ACCIDENT. DEFROSTER SYSTEM CONTINUOUSLY DOES THIS UNTIL VEHICLE IS TURNED OFF. THIS OCCURRED ON 3 SEPARATE OCCASIONS. DEALERSHIP SERVICED VEHI…
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INTERMITTENTLY IN COLD TEMPERATURES WHEN THE DEFROSTER SYSTEM IS ENGAGED IT WILL DISENGAGE FOR A FEW SECONDS, THEN COME BACK ON. THIS REDUCES THE DRIVER'S VISIBILITY AND COULD CAUSE AN ACCIDENT. DEFROSTER SYSTEM CONTINUOUSLY DOES THIS UNTIL VEHICLE IS TURNED OFF. THIS OCCURRED ON 3 SEPARATE OCCASIONS. DEALERSHIP SERVICED VEHICLE AND REPLACED PARTS, BUT THE PROBLEM STILL PERSISTS. *AK IN ADDITION, CONSUMER EXPERIENCED FUEL TANK GAUGE SHOWS ONLY 3/4 FULL. DEALER STATED THAT INTERNAL ELECTRICAL FAULT IN THE FUEL SENDING UNIT. FUEL SENDING UNIT REPLACED. *LA
NHTSA ODI #10056095
45,552 miles · Jan 1, 2003
Fuel System, Gasoline
CAR WOULD CRANK BUT WOULD NOT START. BROUGHT TO DEALER THEY CHANGED THE FUEL PUMP, FUEL LINES, FUEL FILTER, AND CLEANED FUEL INJECTORS. PICKED UP CAR, WORKED FINE FOR A COUPLE OF DAYS THEN SAME PROBLEM HAPPEND AGAIN. CALLED DEALER FOR A TOW. BECAUSE AT THE TIME I WAS TO DRIVE TO DEALER THE POWER STEERING WENT OUT MAKING CAR INOP…
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CAR WOULD CRANK BUT WOULD NOT START. BROUGHT TO DEALER THEY CHANGED THE FUEL PUMP, FUEL LINES, FUEL FILTER, AND CLEANED FUEL INJECTORS. PICKED UP CAR, WORKED FINE FOR A COUPLE OF DAYS THEN SAME PROBLEM HAPPEND AGAIN. CALLED DEALER FOR A TOW. BECAUSE AT THE TIME I WAS TO DRIVE TO DEALER THE POWER STEERING WENT OUT MAKING CAR INOPERABLE. DEALER SAID THE CLAMP THAT CONNECTS TO THE POWER STEERING HOSE CAME LOOSE CAUSING THE POWER STEERING FLUID TO LEAK OUT. THAT PROBLEM SEEMS TO BE FIXED. MY DEALER ADDRESSED MY ORIGINAL PROBLEM BY THINKING THAT MY KEYS TO THE CAR WERE TRIGGERING SOME KIND OF ANTITHEFT DEVICE IN THE CARS COMPUTER TO KEEP IT FROM STARTING, THEY GAVE ME TWO NEW KEYS, WORKED FINE FOR ABOUT 30 MILES WHEN THIS TIME WHILE ACTUALLY DRIVING THE CAR WENT COMPLETELY DEAD, I WAS GLAD TO BE IN A TURN LANE AT THE TIME. THE TWO PREVIOUS TIMES IT TOOK ABOUT AN HOUR FOR THE CAR TO RESTART THIS THIRD TIME IT TOOK ONLY ABOUT TEN MINUTES. THE DEALER STILL REMAINS BAFFLED.
NHTSA ODI #10000458
Mileage unknown · Aug 23, 2002
Fuel System, Gasoline
WHILE DRIVING ON THE FREEWAY, ON 2 SEPARATE OCCASIONS, MY FUEL TANK LEAKED, APPARENTLY DUE TO BEING STRUCK BY AN EXTERNAL OBJECT. DURING NON OF THE OCCASIONS, DID I RUN OVER AN OBJECT OR NOTICE ANY LARGE SHARP OBJECT ON THE FREEWAY. THE FIRST TIME, THE DEALERSHIP WOULD NOT COVER THE EXPENSES, SO I HAD TO FILE A CLAIM THROUGH M…
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WHILE DRIVING ON THE FREEWAY, ON 2 SEPARATE OCCASIONS, MY FUEL TANK LEAKED, APPARENTLY DUE TO BEING STRUCK BY AN EXTERNAL OBJECT. DURING NON OF THE OCCASIONS, DID I RUN OVER AN OBJECT OR NOTICE ANY LARGE SHARP OBJECT ON THE FREEWAY. THE FIRST TIME, THE DEALERSHIP WOULD NOT COVER THE EXPENSES, SO I HAD TO FILE A CLAIM THROUGH MY INSURANCE COMPANY, WHICH COST APPROX. $2000 WITH THE TOW AND RENTAL. HOWEVER, WITHIN 10 MONTHS IT OCCURED AGAIN AND I AGAIN HAD IT TAKEN TO MERCEDES DEALERSHIP, WHICH THEY FIRST CLAIMED THAT THEY WOULD NOT COVER THE COST. I CALLED THE MERCEDES CORPORATE OFFICE AND PUT IN A COMPLAINT WITH THE REGIONAL MANAGER REGARDING THE MATTER, AND MADE THEM REALIZE THAT THIS IS NOT ACCEPTABLE FOR THE FUEL TANK TO BE SO FRAGILE AND OBVIOUSLY NOT DURABLE THAT IT CAN BE RUPTURED SO EASILY DURING NORMAL FREEWAY TRAFFIC. SINCE THIS IS A 4-WHEEL DRIVE, IT SHOULD BE ABLE TO GO OFF-ROADING AND INTO MOUNTAINS WHICH COULD CONTAIN ROCKY ROADS OR DIFFICULTY DRIVING CONDITIONS AND THAT I EXPECT THE CAR TO WITHSTAND THE DRIVE. THE PUT IT INTO MY RECORD. I WENT TO PICK UP MY CAR FROM THE DEALERSHIP YESTERDAY AND MERCEDES DECIDED TO COVER ALL MY EXPENSES THIS TIME, SO I DID NOT HAVE TO PUT IN A CLAIM. I AM WONDERING IF THIS IS A COMMON OCCURANCE WITH THIS MODEL AND THE FUEL TANK. PLEASE RESEACH AND LET ME KNOW AS I DO NOT WANT TO BE GOING THROUGH THIS AGAIN. THANK YOU, [XXX]. *AK INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR
NHTSA ODI #766120
Mileage unknown · Jun 18, 2002
Engine And Engine CoolingFuel System, Gasoline
ON 04/24/02 MY CAR STARTED STALLING OUT AND NOT STARTING. IT WAS TOWED TO THE NEAREST DEALERSHIP.THE FUEL PUMP, FUEL LINE, AND FUEL FILTER WERE REPAIRED BY 04/25/02.A TERRIBLE FUEL SMELL TOOK OVER THE CAR AND I RETURNED IT ON 04/26/02.IT WAS REPAIRED AND RETURNED TO ME ON 4/30/02.IT STARTED BREAKING DOWN AGAIN ON 05/05/02 AND I…
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ON 04/24/02 MY CAR STARTED STALLING OUT AND NOT STARTING. IT WAS TOWED TO THE NEAREST DEALERSHIP.THE FUEL PUMP, FUEL LINE, AND FUEL FILTER WERE REPAIRED BY 04/25/02.A TERRIBLE FUEL SMELL TOOK OVER THE CAR AND I RETURNED IT ON 04/26/02.IT WAS REPAIRED AND RETURNED TO ME ON 4/30/02.IT STARTED BREAKING DOWN AGAIN ON 05/05/02 AND I TOOK IT IN ON 05/06/02.THEY HAD IT FOR 10 DAYS (UNTIL 05/16/02) AND IT BROKE DOWN OUT OF TOWN ON 05/25/02 WHERE IT REMAINED FOR 21 DAYS (UNTIL 06//15/02).IT THEN BROKE DOWN ON THE DRIVE HOME (05/15/02)AND I TOOK IT TO THE SHOP TWO DAYS LATER (05/17/02, DEALERSHIP CLOSED).ALL OF THE PROBLEMS ARE DIRECTLY RELATED TO THE FUEL INJECTORS, FUEL PUMP AND THE ENTIRE SYSTEM RELATED TO THIS BUT I HAVE A 2 YEAR OLD UNRELIABLE MERCEDES BENZ I AM NOW PAYING TO REPAIR.I HAVE CONTACTED MERCEDES BENZ USA AND THEY HAVE BEEN SUPPORTIVE OF THE SERVICE DEPARTMENTS' REPAIRS BUT I BELIEVE I HAVE A CAR I CAN'T SELL, TRADE IN OR DRIVE NOW AND I PAID $38,000. FOR IT A YEAR AGO.PLEASE INSTRUCT ME ON THE BEST PLAN OF ACTION AT THIS POINT.
NHTSA ODI #763201
Mileage unknown · Sep 19, 2000
Fuel System, Gasoline
WOULD BE DRIVING VEHICLE WHEN IT WOULD STOP SUDDENLY WITHOUT WARNING. WAS AT GAS STATION & HAD TURNED VEHICLE OFF & PUT FUEL IN VEHICLE. HAD TRIED TO RESTART VEHICLE WHICH DID NOT START. TOOK TO DEALER. FUEL PUMP WOULD GO INTO A VAPOR LOCK. FUEL IS NOT GETTING TO PROPER CHANNELS. FUEL PUMP HAS BEEN REPLACED TWICE FOR SAME PROB…
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WOULD BE DRIVING VEHICLE WHEN IT WOULD STOP SUDDENLY WITHOUT WARNING. WAS AT GAS STATION & HAD TURNED VEHICLE OFF & PUT FUEL IN VEHICLE. HAD TRIED TO RESTART VEHICLE WHICH DID NOT START. TOOK TO DEALER. FUEL PUMP WOULD GO INTO A VAPOR LOCK. FUEL IS NOT GETTING TO PROPER CHANNELS. FUEL PUMP HAS BEEN REPLACED TWICE FOR SAME PROBLEM. *AK
NHTSA ODI #870897
Mileage unknown · Sep 7, 2000
Fuel System, Gasoline
DEALER TRIED TO FIX THE SQUEELING NOICE FROM FUEL PUMP AREA "L.R. TIRE AREA"
NHTSA ODI #730645
Mileage unknown · Apr 27, 2000
Fuel System, GasolineFireInjury
PLASTIC FUEL TANK "CRACKED" OPEN SPILLING GAS. *AK
NHTSA ODI #722018
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.
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