NHTSA owner reports · September 18, 2026 snapshot.
Service Brakes, Hydraulic complaints
19 reportsClear category filter112,750 miles · Apr 9, 2016
Electronic Stability Control (esc)Service Brakes, Hydraulic
WHILE DRIVING AT 50 MPH, VEHICLE LIGHTS STARTED FLASHING (WARNING FOR ESP AND ABS) AND THE VEHICLE SLOWED DRAMATICALLY AND PULLED TO THE RIGHT... I GOT TO THE SIDE OF THE ROAD AND ASSUMED I HAD A BLOW OUT... BUT ALL TIRES WERE FINE AND NO ISSUES... TURNED OFF VEHICLE AND DROVE ABOUT 13 MILES THEN TURNED VEHICLE OFF FOR 10 -15 MI…
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WHILE DRIVING AT 50 MPH, VEHICLE LIGHTS STARTED FLASHING (WARNING FOR ESP AND ABS) AND THE VEHICLE SLOWED DRAMATICALLY AND PULLED TO THE RIGHT... I GOT TO THE SIDE OF THE ROAD AND ASSUMED I HAD A BLOW OUT... BUT ALL TIRES WERE FINE AND NO ISSUES... TURNED OFF VEHICLE AND DROVE ABOUT 13 MILES THEN TURNED VEHICLE OFF FOR 10 -15 MINUTES CAME OUT AND GOT IN VEHICLE... WHEN I STARTED TO GO... ORANGE TRIANGLE WAS STILL ON AND IF I EVEN TOUCHED BRAKES THEY ALL LOCKED UP AND WOULD EVEN SQUEAL WHEN EVEN TOUCHING BRAKE PETAL. IT WAS 79 DEGREES, DRY ON A HIGHWAY THAT WAS A SMOOTH ROAD, IN TRAFFIC AND WAS ALMOST HIT. UPDATED 05/11/16*LJ
NHTSA ODI #10854595
165,000 miles · Jan 28, 2016
Service Brakes, Hydraulic
TL* THE CONTACT OWNS A 2001 MERCEDES-BENZ ML320. WHILE DRIVING APPROXIMATELY 35 MPH, THE BRAKES SEIZED AND THE ABS WARNING LIGHT ILLUMINATED. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 165,000. UPDATED 04/06/16*LJ UPDATED 04/12/16.*JB
NHTSA ODI #10822813
120,000 miles · Sep 3, 2013
Electronic Stability Control (esc)Service Brakes, Hydraulic
I ALMOST GOT KILLED TODAY!!! I WAS DRIVING MY MERZ ML320 WHEN I FELT THE CAR VIBRATE, HEARD A NOISE AS IF SOMETHING WAS STUCK, THE CAR SLOWED DOWN ALL BY ITSELF AND THEN FELT THE CAR PULL TO THE RIGHT VIOLENTLY AND INTO THE RIGHT LANE OF A BIG TRUCK BARELY MISSING HIM. THE DRIVER OF THAT TRUCK BLEW HIS HORN AT ME AND THERE WAS N…
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I ALMOST GOT KILLED TODAY!!! I WAS DRIVING MY MERZ ML320 WHEN I FELT THE CAR VIBRATE, HEARD A NOISE AS IF SOMETHING WAS STUCK, THE CAR SLOWED DOWN ALL BY ITSELF AND THEN FELT THE CAR PULL TO THE RIGHT VIOLENTLY AND INTO THE RIGHT LANE OF A BIG TRUCK BARELY MISSING HIM. THE DRIVER OF THAT TRUCK BLEW HIS HORN AT ME AND THERE WAS NOTHING I COULD DO. MY ABS/ESP LIGHT CAME ON ALONG WITH THE TRIANGLE BRAKE LIGHT. AT FIRST, IT SOUNDED AS IF I BLEW A RIGHT FRONT TIRE BECAUSE THAT IS HOW IT SOUNDED. I HAD NO CONTROL OF THE WHEEL OR BRAKES. THE CAR JUST SLOWED DOWN AND PULLED RIGHT. VERY DANGEROUS SITUATION AND HAD BOTH MY SONS WITH ME. THE PULLING OF THE CAR INTO THE NEXT LANE IS VERY DANGEROUS. I SAT THERE FOR 10 MINS IN SHOCK BEFORE TRYING TO START THE CAR. THE ABS/ESP LIGHT IS STILL ON. I DROVE VERY SLOWLY HOME AVOIDING THE FREEWAY. I AM CALLING MERCEDES TOMORROW. WHAT JUST HAPPENED? SOMEONE COULD BE KILLED WHEN A CAR LOCKS UP AND DRIVER HAS NO CONTROL. *JB
NHTSA ODI #10541732
215,000 miles · Oct 2, 2012
Electronic Stability Control (esc)Service Brakes, HydraulicVehicle Speed Control
WHILE DRIVING ON FREEWAY IN MODERATE TRAFFIC THE CAR SUDDENLY WITHOUT ANY WARNING VIOLENTLY APPLIED UNEVEN POWER TO DIFFERENT WHEELS, BRAKE AND SPED UP. ORIGINALLY I THOUGHT WE WERE HAVING AN EARTHQUAKE AS I WAS TRYING TO REGAIN CONTROL OVER CAR. AFTER ABOUT 15 SECONDS AS I SLOWED CAR RESUMED NORMAL OPERATION. ABOUT 10 MILES LA…
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WHILE DRIVING ON FREEWAY IN MODERATE TRAFFIC THE CAR SUDDENLY WITHOUT ANY WARNING VIOLENTLY APPLIED UNEVEN POWER TO DIFFERENT WHEELS, BRAKE AND SPED UP. ORIGINALLY I THOUGHT WE WERE HAVING AN EARTHQUAKE AS I WAS TRYING TO REGAIN CONTROL OVER CAR. AFTER ABOUT 15 SECONDS AS I SLOWED CAR RESUMED NORMAL OPERATION. ABOUT 10 MILES LATER THE ACTION REPEATED MAKING ME FEAR A CRASH OR ROLL OVER AS I WAS FIGHTING TO REGAIN CONTROL AND EXIT FREEWAY. LUCKILY I WAS ABLE TO EXIT AND GAIN CONTROL. ENDED UP HAVING CAR TOWED 175 MILES HOME. MECHANIC AT DEALERSHIP NOW SAYS IT WAS A DEFECTIVE YAW SENSOR DESIGNED TO WORK IN CONJUNCTION WITH THE ESP TO PREVENT A ROLL OVER. HOWEVER THE DEFECTIVE SENSOR EASILY COULD HAVE CAUSED A ROLL OVER OR A CRASH WITH A LESS EXPERIENCED AND PHYSICALLY STRONG DRIVER. INDEED, HAD MY WIFE BEEN DRIVING I DO NOT KNOW WHETHER SHE COULD HAVE CONTROLLED THE VEHICLE. HAD THERE BEEN ONE OF THE MANY 18 WHEELERS IMMEDIATELY NEXT TO ME I DO NOT KNOW WHETHER I COULD HAVE AVOIDED A COLLISION. AFTER THE FACT IN REVIEW ON GOOGLE I NOTED MANY VERY SIMILAR COMPLAINTS FOR THE SAME 2001 MBZ ML320. I BELIEVE THERE SHOULD BE A RECALL BEFORE THERE IS DEATH OR SERIOUS INJURY. *TR
NHTSA ODI #10478371
95,000 miles · Apr 9, 2012
Service Brakes, HydraulicFire
TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT STATED THAT WHILE DRIVING 50 MPH, THE BRAKES UNEXPECTEDLY ENGAGED. THE CONTACT WAS ABLE TO SUCCESSFULLY COAST TO A STOP, WHEN HE SMELLED A BURNING ODOR. THE VEHICLE WAS TAKEN TO AN INDEPENDENT REPAIR SHOP, BUT THEY WERE UNABLE TO DIAGNOSE THE FAILURE. THE VEHICLE WAS N…
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TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT STATED THAT WHILE DRIVING 50 MPH, THE BRAKES UNEXPECTEDLY ENGAGED. THE CONTACT WAS ABLE TO SUCCESSFULLY COAST TO A STOP, WHEN HE SMELLED A BURNING ODOR. THE VEHICLE WAS TAKEN TO AN INDEPENDENT REPAIR SHOP, BUT THEY WERE UNABLE TO DIAGNOSE THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE HAD SINCE RECURRED ONCE MORE. THE VEHICLE WAS NOT TAKEN BACK TO BE EXAMINED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 95,000. THE VIN WAS UNAVAILABLE.
NHTSA ODI #10454580
130,000 miles · Jan 3, 2012
Electronic Stability Control (esc)Service Brakes, Hydraulic
AT ABOUT 10 TO 25 MILES PER HOURS MY CAR SUDDENLY AND UNEXPECTEDLY BRAKES AND CHANGES DIRECTION BY ITSELF WITHOUT PRESSING ANY PEDAL. *TR
NHTSA ODI #10442263
Mileage unknown · Jun 28, 2011
Service Brakes, HydraulicWheels
2001 MERCEDES ML320. CONSUMER STATES RIGHT FRONT WHEEL LOCKS UP AND STARTS TO SLIDE WHILE DRIVING AND THEN COMES TO A COMPLETE STOP. *TGW THE VEHICLE WAS TAKEN TO THE DEALER TWICE, BUT THEY WERE UNABLE TO DIAGNOSE THE FAILURE. THE DEALER STATED THEY COULD REPLACE SOME SENSORS, BUT COULDN'T GUARANTEE IT WOULD SOLVE THE PROBLEM.…
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2001 MERCEDES ML320. CONSUMER STATES RIGHT FRONT WHEEL LOCKS UP AND STARTS TO SLIDE WHILE DRIVING AND THEN COMES TO A COMPLETE STOP. *TGW THE VEHICLE WAS TAKEN TO THE DEALER TWICE, BUT THEY WERE UNABLE TO DIAGNOSE THE FAILURE. THE DEALER STATED THEY COULD REPLACE SOME SENSORS, BUT COULDN'T GUARANTEE IT WOULD SOLVE THE PROBLEM. *JB
NHTSA ODI #10409759
98,000 miles · Jun 1, 2011
Service Brakes, Hydraulic
TL*THE CONTACT OWNS A 2001 MERCEDES-BENZ ML320. THE CONTACT STATED THAT WHILE DRIVING AT ANY SPEED, THE BRAKES SUDDENLY LOCKED, THE VEHICLE BEGAN VIBRATING AND THE ESP/DAS LIGHT ILLUMINATED. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER WHO REPAIRED THE YAW SENSOR; HOWEVER, THE FAILURE CONTINUED TO OCCUR. THE VEHICLE HAD NOT BEE…
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TL*THE CONTACT OWNS A 2001 MERCEDES-BENZ ML320. THE CONTACT STATED THAT WHILE DRIVING AT ANY SPEED, THE BRAKES SUDDENLY LOCKED, THE VEHICLE BEGAN VIBRATING AND THE ESP/DAS LIGHT ILLUMINATED. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER WHO REPAIRED THE YAW SENSOR; HOWEVER, THE FAILURE CONTINUED TO OCCUR. THE VEHICLE HAD NOT BEEN REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE VIN WAS UNAVAILABLE. THE CURRENT MILEAGE WAS APPROXIMATELY 114,000. THE FAILURE MILEAGE WAS APPROXIMATELY 98,000.
NHTSA ODI #10403978
140,000 miles · Aug 26, 2010
Electronic Stability Control (esc)Service Brakes, Hydraulic
2001 MERCEDES ML320 BRAKES WOULD ACTIVATE THEMSELVES AT ALL SPEEDS. ESP/BAS LIGHT WOULD COME ON AND TRIANGLE WARNING LIGHT WOULD ILLUMINATE. THIS HAPPENED SEVERAL TIMES AT 70+ MPH LOCKING BOTH BACK WHEELS ALMOST CAUSING THE VEHICLE TO GO OUT OF CONTROL. *TR
NHTSA ODI #10351991
92,970 miles · Apr 9, 2010
Service Brakes, HydraulicTraction Control System
WE BOUGHT A USED MERCEDES ML WHICH HAD THE BAS/ESP LIGHTS ILLUMINATED AND IMMEDIATELY PAID $1,268 TO GET THIS FIXED BEFORE DRIVING IT ANYWHERE. WE TOLD THE DEALER WE WOULD BE GOING ON A 600 MILE TRIP. IT SEEMED TO BE FIXED, BUT AFTER SEVERAL HUNDRED MILES OF DRIVING ON THE WAY BACK FOR HOURS THE BAS/ESP LIGHT CAME ON AGAIN. I…
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WE BOUGHT A USED MERCEDES ML WHICH HAD THE BAS/ESP LIGHTS ILLUMINATED AND IMMEDIATELY PAID $1,268 TO GET THIS FIXED BEFORE DRIVING IT ANYWHERE. WE TOLD THE DEALER WE WOULD BE GOING ON A 600 MILE TRIP. IT SEEMED TO BE FIXED, BUT AFTER SEVERAL HUNDRED MILES OF DRIVING ON THE WAY BACK FOR HOURS THE BAS/ESP LIGHT CAME ON AGAIN. IT WAS IN THE MIDDLE OF THE NIGHT AND THERE WAS NO ONE TO CALL TO CHECK ON THIS, AND THE DEALER NEVER TOLD US IT COULD BE DANGEROUS. ALL OF THE SUDDEN A FEW HOURS LATER ONE OF THE WHEELS LOCKED UP AND SENT US OUT OF CONTROL WINDING UP ON THE SIDE OF THE HIGHWAY. MY WIFE AND OUR TWO KIDS WERE NEARLY KILLED. THIS IS AN EXTREMELY DANGEROUS SAFETY ISSUE THAT HAS BEEN REPORTED PREVIOUSLY YEARS AGO. IF THIS HAD HAPPENED WHILE GOING THE SPEED LIMIT OF 70MPH DOWN THE HILL NEXT TO THE DEEP RAVINE I AM SURE WE WOULD HAVE ALL BEEN KILLED OR SERIOUSLY INJURED. THIS IS A SERIOUS SAFETY ISSUE. PLEASE PROTECT CONSUMERS BY ISSUING A RECALL ON ANY MERCEDES WITH THE BAS/ESP FEATURE. THIS IS VERY LIKELY TO CAUSE SERIOUS INJURIES OR FATALITIES AT ANY POINT IN THE FUTURE. WE HAD NO IDEA. PLEASE WARN CONSUMERS. WHAT IF MY WIFE WAS DRIVING THE CAR? SHE DOES NOT KNOW HOW TO HANDLE THIS SITUATION LIKE I DID. WE BOUGHT THIS AS MY DAUGHTERS FIRST VEHICLE. NOW WHAT AM I GOING TO DO? I DON'T FEEL RIGHT SELLING THIS CAR TO ANYONE ELSE OR LETTING MY FAMILY DRIVE IT. THE SYSTEM DOES NOT PROPERLY WARN CONSUMERS. AFTER PARKING THE CAR OVERNIGHT THE BAS/ESP SYSTEM IS NO LONGER LIT UP. THIS IS AN ACCIDENT WAITING TO HAPPEN AGAIN AS MY DEALER WILL PROBABLY FIND "NOTHING WRONG WITH IT". THEY COULD HAVE AT LEAST WARNED US OR REPLACED ALL OF THE SENSORS AS A PRECAUTION. *TR
NHTSA ODI #10324691
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.
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