IllustrationECM IS MALFUNCTIONING AND NOT CONTROLLING FUEL INJECTION AND GIVING RANDOM MISFIRE ON CYLINDERS 2, 3, 4, 5, 6. CAUSING CHECK ENGINE LIGHT TO COME ON . CODES 0300, 0302,0303,0304,0305,0306.
2001 Mercedes Benz ML320
Owner reports · Recalls · Investigations
More warning signs than most ML320 years
Owner complaints for the 2001 Mercedes Benz ML320 are substantially higher than the model-year median of 28.
About this comparison →How this year compares
Owner complaints by model year
Compare all ML320 years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
130–25K
1125–50K
1950–75K
2075–100K
22100–150K
23150K+
108 reports with mileage · 28 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Electronic Stability Control (esc). Review the 33 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Service Brakes. Review the 26 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Steering. Review the 25 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
10 crash reports7 fire reports6 injury reports
Electrical System complaints
16 reportsTL* THE CONTACT OWNS A 2001 MERCEDES-BENZ ML320. ON SEVERAL OCCASIONS, WHILE DRIVING, THE VEHICLE STOPPED WITHOUT WARNING. THE CONTACT WAS ABLE TO RESTART THE VEHICLE, BUT THE FAILURE RECURRED. THE CONTACT STATED THAT ALL OF THE WARNING INDICATORS ON THE INSTRUMENT PANEL ILLUMINATED, AND THE AIR CONDITIONING UNIT AND HEAT BECAME…
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TL* THE CONTACT OWNS A 2001 MERCEDES-BENZ ML320. ON SEVERAL OCCASIONS, WHILE DRIVING, THE VEHICLE STOPPED WITHOUT WARNING. THE CONTACT WAS ABLE TO RESTART THE VEHICLE, BUT THE FAILURE RECURRED. THE CONTACT STATED THAT ALL OF THE WARNING INDICATORS ON THE INSTRUMENT PANEL ILLUMINATED, AND THE AIR CONDITIONING UNIT AND HEAT BECAME INOPERABLE. THE CONTACT'S BROTHER INSPECTED THE VEHICLE AND STATED THAT THE FAILURE WAS ELECTRICAL RELATED. THE DEALER WAS NOT CONTACTED. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 210.
ON OR ABOUT MAY 14, 2012, WHILE I WAS DRIVING ON THE FREEWAY AT FULL FREEWAY SPEED, THE VEHICLE SUDDENLY SELF-INITIATED A CONTINUOUS BRAKE ACTIVATION WITHOUT ME PRESSING ON THE BRAKES OR TAKING ANY OTHER ACTION. THE VEHICLE'S SUDDEN, UNEXPECTED AND SUSTAINED BRAKING ACTION RESULTED IN A NEAR-COLLISION WITH A SEMI-TRUCK TRAVELIN…
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ON OR ABOUT MAY 14, 2012, WHILE I WAS DRIVING ON THE FREEWAY AT FULL FREEWAY SPEED, THE VEHICLE SUDDENLY SELF-INITIATED A CONTINUOUS BRAKE ACTIVATION WITHOUT ME PRESSING ON THE BRAKES OR TAKING ANY OTHER ACTION. THE VEHICLE'S SUDDEN, UNEXPECTED AND SUSTAINED BRAKING ACTION RESULTED IN A NEAR-COLLISION WITH A SEMI-TRUCK TRAVELING BEHIND ME WHICH THE TRUCK-DRIVER WAS FORTUNATELY JUST ABLE TO PREVENT. I STEERED THE VEHICLE TO THE FREEWAY SHOULDER AS THE UN-COMMANDED BRAKING ACTION BROUGHT THE VEHICLE TO A STOP. THE INCIDENT WAS EXTREMELY FRIGHTENING FOR ME, AND IT WAS ONLY SHEER LUCK THAT I WAS NOT SERIOUSLY INJURED OR KILLED. AFTER I HAD THE VEHICLE TOWED TO MERCEDES BENZ OF LAGUNA NIGUEL, THEIR SERVICE DEPARTMENT DETERMINED THAT THE ELECTRONIC STABILITY PROGRAM (?ESP?) CONTROL MODULE AND YAW RATE SENSOR HAD FAILED AND NEED TO BE REPLACED. THE VEHICLE IS PRESENTLY IN AN INOPERABLE CONDITION. REVIEWING THE NHTSA WEBSITE, THIS APPEARS TO BE RELATED TO NHTSA (CAMPAIGN # PE07007). *TR
TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT STATED THAT THE VEHICLE WAS PARKED WHEN IT CAUGHT ON FIRE. THE FIRE STARTED FROM UNDER THE DASHBOARD ON THE PASSENGER SIDE. THE FIRE DEPARTMENT APPEARED ON THE SCENE AFTER THE FIRE WAS EXTINGUISHED. THE VEHICLE WAS EXAMINED BY THE FIRE DEPARTMENT AND TOWED TO A DEALER.…
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TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT STATED THAT THE VEHICLE WAS PARKED WHEN IT CAUGHT ON FIRE. THE FIRE STARTED FROM UNDER THE DASHBOARD ON THE PASSENGER SIDE. THE FIRE DEPARTMENT APPEARED ON THE SCENE AFTER THE FIRE WAS EXTINGUISHED. THE VEHICLE WAS EXAMINED BY THE FIRE DEPARTMENT AND TOWED TO A DEALER. THERE WERE NO INJURIES. THE DEALER INSPECTED THE VEHICLE AND STATED THAT THE ORIGIN OF THE FIRE WAS DUE TO AN ELECTRICAL SHORTAGE. THE VEHICLE WAS DESTROYED AND AN INSURANCE COMPANY WAS NOTIFIED. THE MANUFACTURER WAS NOT NOTIFIED. THE FAILURE MILEAGE WAS 150,000.
TL*THE CONTACT OWNS A 2001 MERCEDES ML320. WHILE DRIVING AT ANY SPEED, THE VEHICLE WOULD SUDDENLY STOP ACCELERATING; THE FAILURE WAS INTERMITTENT. THE CONTACT HAD TO SHUT THE VEHICLE OFF AND WHEN IT WAS RESTARTED, IT WOULD PERFORM AS NORMAL. THE CONTACT CALLED THE MANUFACTURER WHO STATED THAT THE VEHICLE WAS NOT INCLUDED IN RECA…
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TL*THE CONTACT OWNS A 2001 MERCEDES ML320. WHILE DRIVING AT ANY SPEED, THE VEHICLE WOULD SUDDENLY STOP ACCELERATING; THE FAILURE WAS INTERMITTENT. THE CONTACT HAD TO SHUT THE VEHICLE OFF AND WHEN IT WAS RESTARTED, IT WOULD PERFORM AS NORMAL. THE CONTACT CALLED THE MANUFACTURER WHO STATED THAT THE VEHICLE WAS NOT INCLUDED IN RECALL 01V061000 (ELECTRICAL SYSTEM: WIRING). THE VEHICLE HAD NOT BEEN REPAIRED. THE FAILURE MILEAGE WAS APPROXIMATELY 20,000 AND THE CURRENT MILEAGE WAS APPROXIMATELY 166,000. THE VIN WAS UNAVAILABLE.
MY 2001 MERCEDES ML320 SUV DEVELOPED A DEFECT IN THE IGNITION SWITCH, WHEREBY THE KEY CAME OUT WHILE THE CAR WAS NOT IN THE PARK POSITION. IN JUNE 2009, THE CAR WAS PARKED IN MY DRIVEWAY AND IGNITION TURNED OFF. I DIDN'T REALIZE THAT THE KEY CAME OUT WHEN THE CAR WAS IN NEUTRAL INSTEAD OF PARK. AFTER A WHILE THE CAR ROLLED BACKW…
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MY 2001 MERCEDES ML320 SUV DEVELOPED A DEFECT IN THE IGNITION SWITCH, WHEREBY THE KEY CAME OUT WHILE THE CAR WAS NOT IN THE PARK POSITION. IN JUNE 2009, THE CAR WAS PARKED IN MY DRIVEWAY AND IGNITION TURNED OFF. I DIDN'T REALIZE THAT THE KEY CAME OUT WHEN THE CAR WAS IN NEUTRAL INSTEAD OF PARK. AFTER A WHILE THE CAR ROLLED BACKWARDS AND HIT A NEIGHBORS CAR AND THE GARAGE DOOR OPPOSITE MY DRIVEWAY. I REPORTED THE INCIDENT TO MERCEDES AND THE DEALER SAID THAT THE DEFECT CANNOT BE COVERED FREE BY THE MANUFACTURER AS THE CAR WAS OUT OF WARRANTY. I PAID ALMOST $1000 TO GET THE IGNITION SWITCH DEFECT FIXED. *TR
SAFETY SYSTEM FAILURE, INCLUDING BRAKING ASSIST, SEAT BELTS, AIR BAGS AND TEL-AIDE DUE TO COMPUTER CHIP FAILURE. CAUSED TWO ACCIDENTS AFTER WHICH CUSTOMER PAID TO HAVE VEHICLE REVIEWED BUMPER TO BUMPER AND THE FAILING CHIP WAS REPLACED. DURING THIS TIME, THE DASH WARNING LIGHTS DID NOT ILLUMINATE TO WARN OF THE FAILURE WHICH T…
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SAFETY SYSTEM FAILURE, INCLUDING BRAKING ASSIST, SEAT BELTS, AIR BAGS AND TEL-AIDE DUE TO COMPUTER CHIP FAILURE. CAUSED TWO ACCIDENTS AFTER WHICH CUSTOMER PAID TO HAVE VEHICLE REVIEWED BUMPER TO BUMPER AND THE FAILING CHIP WAS REPLACED. DURING THIS TIME, THE DASH WARNING LIGHTS DID NOT ILLUMINATE TO WARN OF THE FAILURE WHICH THE VEHICLE COMPUTER DOCUMENTED 15 TIMES IN A SIX-MONTH PERIOD (BETWEEN THE TWO ACCIDENTS). APPROXIMATELY EIGHT MONTHS LATER, THE WARNING LIGHT ON THE DASH ILLUMINATED AGAIN. DO NOT KNOW HOW MANY TIMES SYSTEM HAD FAILED SINCE IT WAS 'FIXED.' TRADED IN VEHICLE FOR SAFETY PURPOSES. *JB
DT*: THE CONTACT STATED THE VEHICLE'S REMOTE LOCKS WOULD NOT WORK. WHEN THIS HAPPENED, THE CAR WOULD NOT START. AFTER WAITING A FEW MINUTES, THE REMOTE WORKED AND THE CAR STARTED. THE DEALERSHIP DETERMINED THE VEHICLE NEEDED A NEW BATTERY AND AN ABS SWITCH. THIS DID NOT FIX THE PROBLEM. THE DEALERSHIP THEN DETERMINED THE AF…
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DT*: THE CONTACT STATED THE VEHICLE'S REMOTE LOCKS WOULD NOT WORK. WHEN THIS HAPPENED, THE CAR WOULD NOT START. AFTER WAITING A FEW MINUTES, THE REMOTE WORKED AND THE CAR STARTED. THE DEALERSHIP DETERMINED THE VEHICLE NEEDED A NEW BATTERY AND AN ABS SWITCH. THIS DID NOT FIX THE PROBLEM. THE DEALERSHIP THEN DETERMINED THE AFTERMARKET ALARM SYSTEM NEEDED TO BE REMOVED. THE CONTACT HAD THIS REMOVED AND THE PROBLEM WAS STILL PRESENT. THE DEALER HAS NOW DETERMINED THE PROBLEM IS WITH THE COMPUTER. THERE IS AN NHTSA RECALL, # 01V061000, REGARDING THE ELECTRICAL SYSTEM; WIRING. THE VEHICLE HAS THE SAME PROBLEMS AS INDICATED IN THE RECALL; HOWEVER IT IS NOT INCLUDED IN THE RECALL DUE TO THE VIN.
I OWN A MERCEDES ML 320, 2001 MODEL. THE VEHICLE HAS HAD REPEATED FAILURES SINCE I PURCHASED IT NEW. THE VEHICLE IS NOW THREE YEARS OLD AND HAS 5700-0 MILES ON IT. THE MOST SERIOUS FAILURES INVOLVE THE FUEL PUMP ON THIS VEHICLE. THE FUEL PUMP HAS FAILED TWICE, WITH THE MOST RECENT FAILURE BEING 11/13/03. LARGE AMOUNTS OF GA…
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I OWN A MERCEDES ML 320, 2001 MODEL. THE VEHICLE HAS HAD REPEATED FAILURES SINCE I PURCHASED IT NEW. THE VEHICLE IS NOW THREE YEARS OLD AND HAS 5700-0 MILES ON IT. THE MOST SERIOUS FAILURES INVOLVE THE FUEL PUMP ON THIS VEHICLE. THE FUEL PUMP HAS FAILED TWICE, WITH THE MOST RECENT FAILURE BEING 11/13/03. LARGE AMOUNTS OF GAS FUMES FILL THE PASSENGER COMPARTMENT AND A SERIOUS DANGER OF EXPLOSION EXIST. THE FUEL PUMP LOCATION FOR THIS MODEL IS UNDERNEATH THE REAR PASSENGER SEAT AND DIRECTLY UNDER WHERE MY CHILDREN SIT. MERCEDES BENZ HAS BEEN AWARE OF THE FUEL PUMP PROBLEMS FOR UPWARDS OF FIVE YEARS AND HAVE FAILED TO CORRECT IT OR ACKNOWLEDGE A PROBLEM WITH IT. NO RECALL OR NOTICES TO THE CONSUMER. IN ADDITION THE ML 320 MODEL HAS A LONG LIST OF OTHER EMISSION FAILURES AND OVERALL FAILURES. THE FUEL PUMP IS THE MAIN ITEM FOR MY COMPLAINT AND IS A HUGE SAFETY ISSUE THAT SHOULD BE LOOKED INTO AS WELL AS THEIR REFUSAL TO ADDRESS THE ISSUE OR ACKNOWLEDGE IT. OTHER FAILURES AND ISSUES ON MY CAR INCLUDE: O-2 SENSOR, FUEL FILTER, PREMATURE WEAR AND REPLACEMENT OF BRAKE PADS (FRONT AND BACK), STEERING PROBLEMS, THROTTLE STICKING AT TAKE OFF (AT TIMES), WINDOW MOTOR, DRIVERS SIDE. SWITCH AS FAILED TWICE IN 57K MILES AND REASON IS SWITCH IS UNABLE TO HANDLE DESIGNED AMPERAGE. ALSO A POTENTIAL FIRE HAZARD. NO RECALL OR NOTICE AND A REPEATED KNOW PART FAILURE FOR THIS MODEL YEAR AND OTHER MODEL YEARS, REAR EMISSION EVAPORATOR PART. ALSO RELATED TO GAS FUMES IN THE INTERIOR OF THE VEHICLE AND COMMON FAILURE ITEM. (PART NAME IS NOT CORRECT TERMINOLOGY), BATTERY FAILURE WITHIN ONE YEAR, BATTERY NOT DESIGNED FOR AMPERAGE LOAD EITHER AND COMMON FAILURE. ALSO AS FIRE RISK., NUMEROUS OTHER FAILURES THAT ARE NOT ENTIRELY SAFETY RELATED FOR THIS PRODUCT., A SERIOUS LOOK INTO THIS VEHICLE AND THE COMPANIES ACTIONS REGARDING THESE REPEATED FAILURES OF FUEL RELATED ITEMS AND OTHER ITEMS IS NEEDED AND REQUESTED.*AK *TR
ENTIRE VEHICLE ELECTRICAL SYSTEM BURNED.*MR THE CONSUMER STATED THE VEHICLE CONTINUED EXPERIENCE ELECTRICAL PROBLEMS. *TS *JB
Official recalls
0No recalls in this snapshot.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
3PE10050 · 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.
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.