IllustrationMY CAT BRAKE WOULD STOP CAR ROLL OVER
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
Steering complaints
25 reportsSTEERING FLUID LEEKS.THERE IS A HOLE IN THE TANK.THE STEERING IS VERY HARD.
WHILE DRIVING AT 40 MPH UNINTENDED BRAKE APPLICATION CAUSING LOSS OF CONTROL. THIS HAS HAPPENED NUMEROUS TIMES UNDER DIFFERENT SPEEDS AND CONDITION. IT HAS HAPPENED ON CURVES AND STRAIGHT ROAD CONDITIONS. THIS HAS BEEN HAPPENING SINCE MAY 2016 AT LEAST 15 TO 20 TIMES.
I WAS DRIVING APPROXIMATELY 25 MPH GETTING ONTO THE HIGHWAY WHEN ALL OF A SUDDEN MY BRAKES SEEMED TO LOCK UP. MY VEHICLE JERKED VIOLENTLY AND I HEARD THIS AWFUL GRINDING NOISE. I WAS NARROWLY MISSED BY THE VEHICLE BEHIND ME AS THE JERK SLAMMED MY VEHICLE TO A HALT AND TURNED MY WHEELS CAUSING MY STEERING WHEEL TO JERK AS WELL. I…
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I WAS DRIVING APPROXIMATELY 25 MPH GETTING ONTO THE HIGHWAY WHEN ALL OF A SUDDEN MY BRAKES SEEMED TO LOCK UP. MY VEHICLE JERKED VIOLENTLY AND I HEARD THIS AWFUL GRINDING NOISE. I WAS NARROWLY MISSED BY THE VEHICLE BEHIND ME AS THE JERK SLAMMED MY VEHICLE TO A HALT AND TURNED MY WHEELS CAUSING MY STEERING WHEEL TO JERK AS WELL. I WAS ABLE TO PULL OFF TO THE SIDE OF THE ROAD AND SAT THERE FOR A WHILE AND ONCE AGAIN TRIED TO PROCEED AHEAD AND ALMOST IMMEDIATELY THE SAME INCIDENT HAPPENED. I CALLED A TOW TRUCK AND HAD THE VEHICLE TOWED TO A MERCEDES DEALER WHO KEPT THE VEHICLE FOR THREE DAYS AND COULD NOT RECREATE THE ISSUE HOWEVER THEY STATED THAT THE YAW SENSOR CAME UP AS FAULTY DURING THE DIAGNOSTIC. I WENT TO PICK UP THE VEHICLE AND AS THE TECH DROVE IT UP IT AGAIN STARTED JERKING. $1000 LATER THE YAW SENSOR HAS BEEN REPLACED BUT I FEEL LIKE THIS ISSUE IS DEFINITELY A SAFETY HAZARD. I AM JUST THANKFUL THAT MY 18 MONTH OLD SON WASN'T IN THE CAR WITH ME AT THE TIME AS HAD HE BEEN AND SOMEONE HIT US FROM BEHIND BECAUSE OF THE ABRUPT STOP, HE SURELY WOULD HAVE BEEN INJURED. THIS NEEDS TO BE LOOKED INTO IMMEDIATELY AND RECALLED AS IT IS A SAFETY ISSUE. I BELIEVE THAT MERCEDES SHOULD DEEM THIS A RECALL, FIXING THE ISSUE FOR THOSE OUT THERE WHO HAVE NOT YET EXPERIENCED IT AND REIMBURSING THOSE OF US WHO HAVE HAD TO SPEND $1000 REPLACING WHAT IS SUPPOSED TO BE A SYSTEM PUT IN PLACE FOR SAFETY. *TR
TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT STATED THAT THE POWER STEERING HOSE CLAMP WAS REPLACED IN 2005 DUE TO AN UNUSUAL NOISE BEING EMITTED FROM THE STEERING WHEEL. MOST RECENTLY WHILE DRIVING 45 MPH AND ATTEMPTING A TURN, A LOUD NOISE EMITTED FROM THE STEERING WHEEL. THE FAILURE OCCURRED WHENEVER THE CONTA…
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TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT STATED THAT THE POWER STEERING HOSE CLAMP WAS REPLACED IN 2005 DUE TO AN UNUSUAL NOISE BEING EMITTED FROM THE STEERING WHEEL. MOST RECENTLY WHILE DRIVING 45 MPH AND ATTEMPTING A TURN, A LOUD NOISE EMITTED FROM THE STEERING WHEEL. THE FAILURE OCCURRED WHENEVER THE CONTACT COMPLETED A TURN. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER AND REPAIRED UNDER NHTSA CAMPAIGN ID NUMBER 03V121000 (STEERING:HYDRAULIC POWER ASSIST:HOSE, PIPING, AND CONNECTIONS). THE VEHICLE WAS ALSO INCLUDED IN NHTSA CAMPAIGN ID NUMBER 08V465000 (STEERING:HYDRAULIC POWER ASSIST:HOSE, PIPING, AND CONNECTIONS) HOWEVER, THE DEALER ADVISED THAT THERE WAS A CHARGE TO FIRST PERFORM A DIAGNOSTIC BEFORE HAVING THE RECALL REPAIRS PERFORMED. THE FAILURE WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE PROBLEM. THE APPROXIMATE FAILURE MILEAGE WAS 35,000.
TL*THE CONTACT OWNS A 2001 MERCEDES ML320. WHILE TRAVELING AT 65MPH, THE VEHICLE SUDDENLY VEERED TO THE RIGHT LANE. SHE ATTEMPTED TO STEER THE VEHICLE BACK INTO HER LANE BUT LOST CONTROL OF THE VEHICLE. SHE PRESSED ON THE BREAK PEDAL BUT THEY FELL STRAIGHT TO THE FLOOR. SHE GRABBED THE STEERING WHEEL AGAIN WITH MORE FORCE.…
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TL*THE CONTACT OWNS A 2001 MERCEDES ML320. WHILE TRAVELING AT 65MPH, THE VEHICLE SUDDENLY VEERED TO THE RIGHT LANE. SHE ATTEMPTED TO STEER THE VEHICLE BACK INTO HER LANE BUT LOST CONTROL OF THE VEHICLE. SHE PRESSED ON THE BREAK PEDAL BUT THEY FELL STRAIGHT TO THE FLOOR. SHE GRABBED THE STEERING WHEEL AGAIN WITH MORE FORCE. SHE STEERED THE VEHICLE BACK TO THE LEFT AND OFF THE ROAD INTO A PATCH OF GRASS. THE VEHICLE FINALLY CAME TO A STOP. SHE HAD THE VEHICLE TOWED TO A REPAIR SHOP. THE MECHANIC COULD NOT LOCATE THE FAILURE. THE VEHICLE WAS TAKEN TO A DEALERSHIP IN WHICH THEY RAN DIAGNOSTIC TESTING. THE TECHNICIAN STATED THAT THE FAILURE OCCURED FROM A STOP LAMP SWITCH. THEY REPLACED THE PART BUT THAT DID NOT REPAIR THE FAILURE. WHILE DRIVING ON ANOTHER OCCASSION SHE LOST CONTROL OF THE VEHICLE AND BRAKE FAILURE. SHE VEERED ONTO OTHER LANES. SHE HAD THE VEHICLE TOWED TO HER HOME THIS TIME AND ATTEMPTED CONTACTING THE DEALERSHIP. THE VEHICLE IS CURRENTLY PARKED OUTSIDE OF HER HOMEUN REPAIRED. THE CURRENT AND FAILURE MILEAGE WAS 76,000. BL
TL*THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. WHILE EXITING A PARKING LOT, THE VEHICLE BEGAN TO SHAKE VIOLENTLY AND THE ESP WARNING LIGHT ILLUMINATED ON THE INSTRUMENT PANEL. THE VEHICLE HAS NOT BEEN INSPECTED TO DETERMINE THE CAUSE OF THE FAILURE. THE VIN WAS UNKNOWN. THE FAILURE AND CURRENT MILEAGES WERE 111,000.
TL*THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT RECEIVED A RECALL NOTICE FOR NHTSA CAMPAIGN ID NUMBER 08V465000 (STEERING:HYDRAULIC POWER ASSIST:HOSE, PIPING, AND CONNECTIONS) AND HAD THE RECALL REPAIR PERFORMED AT THE LOCAL DEALER. THE HOSE AND CLAMP WERE REPLACED; HOWEVER, THE DEALER STATED THAT THE POWER STEERIN…
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TL*THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT RECEIVED A RECALL NOTICE FOR NHTSA CAMPAIGN ID NUMBER 08V465000 (STEERING:HYDRAULIC POWER ASSIST:HOSE, PIPING, AND CONNECTIONS) AND HAD THE RECALL REPAIR PERFORMED AT THE LOCAL DEALER. THE HOSE AND CLAMP WERE REPLACED; HOWEVER, THE DEALER STATED THAT THE POWER STEERING PUMP WAS DAMAGED AND CAUSING A LEAK. THE CONTACT WAS INFORMED THAT THE REPAIRS WOULD NOT BE COVERED UNDER THE RECALL AND WOULD COST $1,025. THE MANUFACTURER STATED THAT THEY COULD NOT ASSIST WITH THE REPAIRS. THE FAILURE MILEAGE WAS 72839. UPDATED 12/14/09. *JB
2001 MERCEDES-BENZ ML320 HAS A RECALL FOR POWER STEERING PUMP. CONSUMER STATES THAT THE DEALERSHIP REPAIRED THE HOSE AND CLAMP BUT REFUSED TO REPLACE THE POWER STEERING PUMP. *NJ THE CONSUMER STATED THE POWER STEERING PUMP HAD FAILED PREVIOUSLY AND RAN COMPLETELY DRY AND WAS MAKING A LOT OF NOISE AND THERE WAS A LOSS OF PO…
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2001 MERCEDES-BENZ ML320 HAS A RECALL FOR POWER STEERING PUMP. CONSUMER STATES THAT THE DEALERSHIP REPAIRED THE HOSE AND CLAMP BUT REFUSED TO REPLACE THE POWER STEERING PUMP. *NJ THE CONSUMER STATED THE POWER STEERING PUMP HAD FAILED PREVIOUSLY AND RAN COMPLETELY DRY AND WAS MAKING A LOT OF NOISE AND THERE WAS A LOSS OF POWER STEERING CONTROL. THE CONSUMER STATED THE FAILURE OF THE HOSE AND CLAMP CAUSED DAMAGE TO THE POWER STEERING PUMP. THE CONSUMER WAS INFORMED THE RECALL ONLY COVERED REPAIRS TO THE HOSE AND CLAMP AND ADDITIONAL DAMAGE WAS NOT COVERED. *JB
TL*THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT RECEIVED A RECALL NOTICE FOR NHTSA CAMPAIGN ID NUMBER 03V121000 (STEERING:HYDRAULIC POWER ASSIST:HOSE, PIPING, AND CONNECTIONS). WHILE ATTEMPTING TO LEAVE A PARKING LOT, SHE COULD NOT PLACE THE VEHICLE INTO GEAR. THE VEHICLE WAS TOWED TO THE DEALER AT THE COST OF $15…
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TL*THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT RECEIVED A RECALL NOTICE FOR NHTSA CAMPAIGN ID NUMBER 03V121000 (STEERING:HYDRAULIC POWER ASSIST:HOSE, PIPING, AND CONNECTIONS). WHILE ATTEMPTING TO LEAVE A PARKING LOT, SHE COULD NOT PLACE THE VEHICLE INTO GEAR. THE VEHICLE WAS TOWED TO THE DEALER AT THE COST OF $150. THE DEALER STATED THAT THE POWER STEERING PUMP, HYDRAULICS, RING, AND DRIVE BELT NEEDED TO BE REPLACED AT THE COST OF $1,320. THE MANUFACTURER STATED THAT THE RECALL DEFECT CAUSED THE FAILURE AND THE CONTACT SHOULD BE REIMBURSED FOR THE AMOUNT THEY PAID. SHE WAS INFORMED THAT THERE WOULD NOT BE ANY REIMBURSEMENT BECAUSE THE DEALER WILL ONLY INSTALL A NEW HOSE CLAMP ON THE POWER STEERING HOSE, WHICH WOULD LEAD TO THE POWER STEERING COOLER. THE POWER STEERING COOLING HOSE WILL BE INSPECTED AND REPLACED AS NEEDED. THE DEALER WILL NOT PAY FOR DAMAGES TO THE POWER STEERING PUMP. THE FAILURE MILEAGE WAS 50,804.
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.