NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
136 reports150,000 miles · Apr 1, 2016
Service Brakes
TL* THE CONTACT OWNS A 2001 MERCEDES-BENZ ML320. WHILE DRIVING 5 MPH, THE BRAKES APPLIED INDEPENDENTLY AND THE ABS LIGHT ILLUMINATED. THE FAILURE OCCURRED RANDOMLY. THE VEHICLE WAS NOT DIAGNOSED NOR REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS APPROXIMATELY 150,000. UPDATED 05/11/16*LJ *…
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TL* THE CONTACT OWNS A 2001 MERCEDES-BENZ ML320. WHILE DRIVING 5 MPH, THE BRAKES APPLIED INDEPENDENTLY AND THE ABS LIGHT ILLUMINATED. THE FAILURE OCCURRED RANDOMLY. THE VEHICLE WAS NOT DIAGNOSED NOR REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS APPROXIMATELY 150,000. UPDATED 05/11/16*LJ *TR
NHTSA ODI #10852989
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
181,000 miles · Oct 29, 2015
Service BrakesUnknown Or Other
WHILE DRIVING TODAY AT APPROX 20-25 MPH BRAKES SUDDENLY APPLIED ON THEIR OWN AND MY VEHICLE SWERVED AND CAME TO A HALT. WAITED SEVERAL MINUTES AND RESTARTED THE VEHICLE. DROVE ON THE 101 AND 405 FREEWAYS WITHOUT FURTHER INCIDENT. DROVE LATER ON THE SAME DAY, AND THE SAME THING HAPPENED AGAIN. THIS IS EXTREMELY DANGEROUS. WHAT I…
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WHILE DRIVING TODAY AT APPROX 20-25 MPH BRAKES SUDDENLY APPLIED ON THEIR OWN AND MY VEHICLE SWERVED AND CAME TO A HALT. WAITED SEVERAL MINUTES AND RESTARTED THE VEHICLE. DROVE ON THE 101 AND 405 FREEWAYS WITHOUT FURTHER INCIDENT. DROVE LATER ON THE SAME DAY, AND THE SAME THING HAPPENED AGAIN. THIS IS EXTREMELY DANGEROUS. WHAT IF I HAD BEEN DRIVING ON THE FREEWAY? I REFUSE TO DRIVE THIS VEHICLE AGAIN. IS THERE A RECALL ON THIS? I HAVE SEEN A LOT OF SIMILAR INCIDENTS ONLINE.
NHTSA ODI #10787153
170,000 miles · Sep 23, 2015
Service Brakes
TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. WHILE DRIVING AT APPROXIMATELY 65 MPH, THE BRAKES FAILED WITHOUT WARNING AND CAUSED THE VEHICLE TO COME TO AN ABRUPT STOP. THE FAILURE RECURRED INTERMITTENTLY. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE APPROXIMATE FAILURE MI…
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TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. WHILE DRIVING AT APPROXIMATELY 65 MPH, THE BRAKES FAILED WITHOUT WARNING AND CAUSED THE VEHICLE TO COME TO AN ABRUPT STOP. THE FAILURE RECURRED INTERMITTENTLY. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 170,000. THE VIN WAS NOT AVAILABLE.
NHTSA ODI #10775458
120,000 miles · Jun 7, 2015
Unknown Or Other
SHE WAS TRAVELING ABOUT 45 MPH WHEN ALL OF A SUDDEN THE BRAKES LOCKED UP AND SHE BURNED RUBBER ON THE ROAD BEFORE SHE WAS ABLE TO STOP, HOWEVER SHE WAS IN THE OTHER LANE. I WAS JUST THANKING GOD ANOTHER CAR WAS NOT COMING THE OTHER WAY. I WON'T LET HER DRIVE IT AND ORDERED A YAW SENSOR FOR IT BECAUSE WHEN I WENT ONLINE TO READ…
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SHE WAS TRAVELING ABOUT 45 MPH WHEN ALL OF A SUDDEN THE BRAKES LOCKED UP AND SHE BURNED RUBBER ON THE ROAD BEFORE SHE WAS ABLE TO STOP, HOWEVER SHE WAS IN THE OTHER LANE. I WAS JUST THANKING GOD ANOTHER CAR WAS NOT COMING THE OTHER WAY. I WON'T LET HER DRIVE IT AND ORDERED A YAW SENSOR FOR IT BECAUSE WHEN I WENT ONLINE TO READ WAY THIS WOULD HAPPEN IT SEEMS LIKE IT HAPPENS A LOT TO THE 2001 AND IT TURNED OUT TO BE THE YAW SENSOR. WHEN WE GET IT IN WE WILL TRY TO DRIVE IT IN AND GET THE CODES BUT I CAN'T BELIEVE YOU HAVE NOT DONE A RECALL ON THIS PART. I ALMOST LOST MY DAUGHTER BECAUSE OF THIS. PLEASE LOOK INTO THIS, IT'S AND EASY FIX BUT THE PART IS EXPENSE. THANK YOU [XXX] INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6).' *JB
NHTSA ODI #10723864
185,000 miles · Jun 1, 2015
Electronic Stability Control (esc)Service Brakes
SAME STORY AS I'VE SEEN THOUSANDS OF TIMES ON THE INTERNET AND YOU CLAIM NOT ENOUGH OCCURRENCES! I'M ON THE INTERSTATE, GOING 70 MPH. WEATHER IS GOOD, TRAFFIC IS LIGHT (THANK GOD!) AND MY BREAKS SLAM ON. THE ABS SYSTEM KICKS IN, SO I'M ABLE TO GET OVER TO THE SHOULDER BEFORE BEING REAR ENDED. THE TRIANGLE WARNING LAMP IS LIT…
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SAME STORY AS I'VE SEEN THOUSANDS OF TIMES ON THE INTERNET AND YOU CLAIM NOT ENOUGH OCCURRENCES! I'M ON THE INTERSTATE, GOING 70 MPH. WEATHER IS GOOD, TRAFFIC IS LIGHT (THANK GOD!) AND MY BREAKS SLAM ON. THE ABS SYSTEM KICKS IN, SO I'M ABLE TO GET OVER TO THE SHOULDER BEFORE BEING REAR ENDED. THE TRIANGLE WARNING LAMP IS LIT AND THE BAS / ESP LAMP IS LIT. I TRY TURNING THE CAR OFF AND BACK ON, LIGHTS GO OUT, I MOVE FORWARD, GET UP TO ABOUT 20 MPH AND THE BREAKS SLAM ON AGAIN. I SHUT THE CAR OFF FOR ABOUT 15 MINUTES WHILE I GOT OUT AND WAS INVESTIGATING THE TIRES AND BREAKS. GET BACK IN, START THE VEHICLE AND DRIVE ANOTHER 45 MINUTES. GET INTO TOWN, DRIVING ABOUT 25 MPH AND THEY SLAM ON AGAIN. I'M ABLE TO LIMP HOME WITH THE ABS GOING ON AND OFF. I PARK IT FOR THE NIGHT. NEXT DAY I DO SOME RESEARCH AND SEE THERE ARE THOUSANDS OF SIMILAR COMPLAINTS. FOLLOW ONE OF THE SUGGESTIONS AND DISCONNECT MY BATTERY. FIXED THE ISSUE FOR ABOUT 4 MONTHS BEFORE IT HAPPENED AGAIN. THIS TIME I WAS IN THE PASSING LANE GOING AROUND AN 18 WHEELER WITH TRAFFIC BEHIND ME. ME AND MY 8 YEAR OLD WAS ALMOST KILLED ALONG WITH OTHER DRIVERS. THIS IS A LIFE THREATENING ISSUE THAT YOU CAN'T IGNORE. IT HAS HAPPENED 4 OR 5 TIMES IN THE TWO YEARS I'VE OWNED THE VEHICLE.
NHTSA ODI #10722792
180,557 miles · Mar 6, 2015
Service Brakes
TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. WHILE DRIVING AT APPROXIMATELY 25 MPH, THE BRAKES SEIZED AND THE ESB WARNING LIGHT ILLUMINATED. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 180,557.
NHTSA ODI #10692618
118,832 miles · Dec 20, 2014
Electronic Stability Control (esc)Service Brakes
THIS IS A SEQUEL REPORT TO MY ODI 10664733 OF 12/16/2014. TWO INCIDENTS ARE IDENTICAL. THE EARLIER INCIDENT HAPPENED AT ODOMETER READING 118,714; THIS SECOND INCIDENT HAPPENED AT 118,832, 118 MILES LATER. I WAS ON I-280 SOUTHBOUND APPROX. 53 MILES SOUTH OF SF. AROUND 1PM, A SUDDEN EXTRAORDINARILY FORCEFUL BRAKING ? THE MERCEDES…
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THIS IS A SEQUEL REPORT TO MY ODI 10664733 OF 12/16/2014. TWO INCIDENTS ARE IDENTICAL. THE EARLIER INCIDENT HAPPENED AT ODOMETER READING 118,714; THIS SECOND INCIDENT HAPPENED AT 118,832, 118 MILES LATER. I WAS ON I-280 SOUTHBOUND APPROX. 53 MILES SOUTH OF SF. AROUND 1PM, A SUDDEN EXTRAORDINARILY FORCEFUL BRAKING ? THE MERCEDES OWNER?S MANUAL CALLS THIS MAXIMUM BRAKING CAPABILITY POWER BOOST WHICH EXCEEDS DRIVER?S MANUAL BRAKING STYLE ? THE ?BRAKE ASSIST SYSTEM BAS? HAPPENED AGAIN WITHOUT DRIVER?S COMMAND. I WAS GOING STEADY AT 65 MPH, ABSOLUTELY NO BRAKING. THE TRAFFIC WAS LIGHT AND THE ROAD WAS DRY. THE CAR SWERVED SLIGHTLY WITH A LARGE BRAKING NOISE AND CAME DOWN TO NEAR HOLT. I COULD STEER THE CAR TO THE RIGHT SIDE EMERGENCY AREA BY TRAVELING PERHAPS 15 FEET WHILE THE BAS WAS FIRMLY IN FORCE. THIS IS COUNTER TO THE NHTSA ACTION PE07007 REFERENCE ATTRIBUTED TO MERCEDES AS THE ESP ELECTRICAL FAULTS DURATION BEING 0.3 SECONDS OR LESS. MY EXPERIENCE INDICATES THIS IS INCORRECT. IT LASTED AS LONG AS I WAS TRYING TO MOVE THE CAR. WHEN THE BAS ACTIVATED, THE ESP ALARM SIGNAL AND THE BAS/ESP LIGHT CAME ON. TURNED OFF THE ENGINE FOR A FEW MINUTES AND RESTARTED. THE BAS/EPS LIGHT CAME BACK ON BUT THE CAR BEHAVED NORMALLY OTHERWISE. DROVE BACK TO SF WITHOUT FURTHER INCIDENCE. WERE THE TRAFFIC HEAVY AND THE ROAD WERE WET AND SLIPPERY, MY MERCEDES ML320 WOULD HAVE BEEN REAR-ENDED AT HIGHWAY SPEEDS AND WOULD HAVE LOST CONTROL ON THE WET ROAD. I FIRMLY BELIEVE THAT THIS IS A SERIOUS SAFETY ISSUE MERCEDES MUST ADDRESS WITH THE DEFINITIVE SOLUTION. I AM WILLING TO AVAIL MY VEHICLE FOR FIELD TESTING. PE07007 CITES ?THE LOW COMPLAINT RATE? THROUGH 2007 LED TO CLOSING ODI INVESTIGATION. A QUICK WEBSITE RESEARCH INDICATES THERE ARE A CONSIDERABLE NUMBER OF BAS INCIDENTS POSTED SINCE 2007 ON VARIOUS PRIVATE FORUMS AND BLOGS BUT THESE DRIVERS MAY NOT HAVE REPORTED TO NHTSA. *DT
NHTSA ODI #10667458
118,714 miles · Dec 16, 2014
Electronic Stability Control (esc)Service Brakes
I WAS ON CALIF HWY1 NORTHBOUND APPROX 20 MILES SOUTH OF SF, DOING 45MPH, AROUND 1:00PM. ALL OF A SUDDEN, BRAKES WERE ACTIVATED IN A FIERCE FORCE, WHICH BROUGHT THE VEHICLE TO A COMPLETE STOP WITHIN A SECOND OR TWO TRAVELING TWO TO THREE FEET. I FELT ALL THE FOUR WHEELS WERE LOCKED FIRM. I DID NOT EVEN TOUCH THE BRAKES. MY CAR S…
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I WAS ON CALIF HWY1 NORTHBOUND APPROX 20 MILES SOUTH OF SF, DOING 45MPH, AROUND 1:00PM. ALL OF A SUDDEN, BRAKES WERE ACTIVATED IN A FIERCE FORCE, WHICH BROUGHT THE VEHICLE TO A COMPLETE STOP WITHIN A SECOND OR TWO TRAVELING TWO TO THREE FEET. I FELT ALL THE FOUR WHEELS WERE LOCKED FIRM. I DID NOT EVEN TOUCH THE BRAKES. MY CAR SWERVED SLIGHTLY BUT DID NOT LOSE CONTROL. THE ROAD WAS DRY. THERE WAS NO TRAFFIC AND NO VEHICLE BEHIND ME OR TO MY SIDES. AS I STEERED THE CAR TO THE SHOULDER AREA OF THE HIGHWAY, I NOTICED THE ESP/BAS LAMP WAS ON. I TURNED OFF THE ENGINE AND RESTARTED A MINUTE LATER. THE ESP/BAS LAMP CAME BACK ON. I WAS LUCKY THAT THE TRAFFIC WAS LIGHT AND THE ROAD WAS DRY. DROVE BACK HOME WITHOUT ANOTHER INCIDENCE. *TR
NHTSA ODI #10664733
78,500 miles · Nov 4, 2014
Electronic Stability Control (esc)Service Brakes
WHEN DRIVING ON A LOCAL STREET BETWEEN 25 AND 30 MPH, THE CAR SUDDENLY APPLIED STRONG BRAKING FORCE BY ITSELF (MY FOOT WAS NOT EVEN ON THE BRAKE PEDAL AT THAT TIME). DURING THAT INSTANCE, THE CAR ALSO WENT OUT OF STEER. FORTUNATELY, THE CAR BEHIND ME WAS ABLE TO AVOID ME WITHOUT REAR ENDED INTO MY CAR. I WAS THINKING IF THE S…
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WHEN DRIVING ON A LOCAL STREET BETWEEN 25 AND 30 MPH, THE CAR SUDDENLY APPLIED STRONG BRAKING FORCE BY ITSELF (MY FOOT WAS NOT EVEN ON THE BRAKE PEDAL AT THAT TIME). DURING THAT INSTANCE, THE CAR ALSO WENT OUT OF STEER. FORTUNATELY, THE CAR BEHIND ME WAS ABLE TO AVOID ME WITHOUT REAR ENDED INTO MY CAR. I WAS THINKING IF THE SAME THING HAPPENED ON A FREEWAY, ME AND MY FAMILY COULD HAVE GOT KILLED. *TR
NHTSA ODI #10652565
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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