NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
136 reports150,000 miles · Mar 14, 2012
Electrical SystemFire
TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT STATED THAT THE VEHICLE WAS PARKED WHEN IT CAUGHT ON FIRE. THE FIRE STARTED FROM UNDER THE DASHBOARD ON THE PASSENGER SIDE. THE FIRE DEPARTMENT APPEARED ON THE SCENE AFTER THE FIRE WAS EXTINGUISHED. THE VEHICLE WAS EXAMINED BY THE FIRE DEPARTMENT AND TOWED TO A DEALER.…
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TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT STATED THAT THE VEHICLE WAS PARKED WHEN IT CAUGHT ON FIRE. THE FIRE STARTED FROM UNDER THE DASHBOARD ON THE PASSENGER SIDE. THE FIRE DEPARTMENT APPEARED ON THE SCENE AFTER THE FIRE WAS EXTINGUISHED. THE VEHICLE WAS EXAMINED BY THE FIRE DEPARTMENT AND TOWED TO A DEALER. THERE WERE NO INJURIES. THE DEALER INSPECTED THE VEHICLE AND STATED THAT THE ORIGIN OF THE FIRE WAS DUE TO AN ELECTRICAL SHORTAGE. THE VEHICLE WAS DESTROYED AND AN INSURANCE COMPANY WAS NOTIFIED. THE MANUFACTURER WAS NOT NOTIFIED. THE FAILURE MILEAGE WAS 150,000.
NHTSA ODI #10451645
52,962 miles · Jan 6, 2012
Suspension
MY ML320 HAS 101,260 MILES ON IT AND I HAVE HAD TO REPLACE THE CENTER SUPPORT BEARING 4 TIMES FOR THIS VEHICLE. I KEEP IT GARAGED, SERVICE IT REGULARLY, AND DRIVE BETWEEN 10K AND 12K A YEAR. I FEEL THIS IS A SAFETY ISSUE AND AN ISSUE WITH THIS VEHICLE AND WOULD LIKE TO KNOW IF THERE ARE ANY OTHER COMPLAINTS REGARDING THIS. *T…
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MY ML320 HAS 101,260 MILES ON IT AND I HAVE HAD TO REPLACE THE CENTER SUPPORT BEARING 4 TIMES FOR THIS VEHICLE. I KEEP IT GARAGED, SERVICE IT REGULARLY, AND DRIVE BETWEEN 10K AND 12K A YEAR. I FEEL THIS IS A SAFETY ISSUE AND AN ISSUE WITH THIS VEHICLE AND WOULD LIKE TO KNOW IF THERE ARE ANY OTHER COMPLAINTS REGARDING THIS. *TR
NHTSA ODI #10442748
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
85,000 miles · Sep 12, 2011
Vehicle Speed ControlCrash
TL* THE CONTACT OWNS A 2001 MERCEDES ML320. WHILE DRIVING APPROXIMATELY 65 MPH THE CONTACT DEPRESSED THE BRAKES AND THE CRUISE CONTROL WOULD NOT DISENGAGE. THE CONTACT CRASHED INTO A DITCH AND WAS ABLE TO TURN THE IGNITION OFF. THERE WAS NO MENTION OF WHETHER A POLICE REPORT WAS FILED OR IF THERE WERE ANY INJURIES. THE FAILURE …
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TL* THE CONTACT OWNS A 2001 MERCEDES ML320. WHILE DRIVING APPROXIMATELY 65 MPH THE CONTACT DEPRESSED THE BRAKES AND THE CRUISE CONTROL WOULD NOT DISENGAGE. THE CONTACT CRASHED INTO A DITCH AND WAS ABLE TO TURN THE IGNITION OFF. THERE WAS NO MENTION OF WHETHER A POLICE REPORT WAS FILED OR IF THERE WERE ANY INJURIES. THE FAILURE OCCURRED INTERMITTENTLY. THE VEHICLE WAS INCLUDED IN THE RECALL UNDER NHTSA CAMPAIGN ID NUMBER: 11V208000 (VEHICLE SPEED CONTROL:CRUISE CONTROL). THE VEHICLE WAS TAKEN TO THE DEALER WHERE THE TECHNICIANS WERE UNABLE TO PROVIDE ASSISTANCE BECAUSE THEY WERE UNAWARE OF THE RECALL. THE CONTACT MADE SEVERAL ATTEMPTS TO CALL THE MANUFACTURER AND DID NOT RECEIVE A CALL BACK WITH INFORMATION ABOUT THE RECALL REPAIRS. THE VEHICLE WAS NOT REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 85,000.
NHTSA ODI #10424718
50,000 miles · Aug 30, 2011
Fuel System, GasolineFuel System, Other
TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. WHILE DRIVING VARIOUS SPEEDS, THE FUEL GAUGE WOULD READ EMPTY WHEN FUEL TANK WAS FULL. THE VEHICLE WAS NOT TAKEN TO THE DEALER FOR DIAGNOSTICS OR REPAIRS. THE VIN WAS NOT AVAILABLE. THE APPROXIMATE FAILURE MILEAGE WAS 50,000... UPDATED 10/14/11 *BF THE CONSUMER STATED THE GAS…
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TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. WHILE DRIVING VARIOUS SPEEDS, THE FUEL GAUGE WOULD READ EMPTY WHEN FUEL TANK WAS FULL. THE VEHICLE WAS NOT TAKEN TO THE DEALER FOR DIAGNOSTICS OR REPAIRS. THE VIN WAS NOT AVAILABLE. THE APPROXIMATE FAILURE MILEAGE WAS 50,000... UPDATED 10/14/11 *BF THE CONSUMER STATED THE GAS GAUGE DOESN'T NOT WORK. UPDATED 10/28/11
NHTSA ODI #10422601
169,000 miles · Aug 26, 2011
Electronic Stability Control (esc)
2001 MERCEDES BENZ ML320 WITHOUT WARNING THE VEHICLE APPLIES FULL BRAKING POWER (WITHOUT THE DRIVER TOUCHING THE BRAKE PEDAL) AT HIGHWAY SPEEDS AND DOES NOT RELEASE UNTIL THE VEHICLE STOPS COMPLETELY. WHEN THE EVENT HAPPENS, IT IS VIOLENT AND SUDDEN AND IT IS VERY DIFFICULT TO MAINTAIN CONTROL OF THE VEHICLE. IT IS VERY DIFFI…
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2001 MERCEDES BENZ ML320 WITHOUT WARNING THE VEHICLE APPLIES FULL BRAKING POWER (WITHOUT THE DRIVER TOUCHING THE BRAKE PEDAL) AT HIGHWAY SPEEDS AND DOES NOT RELEASE UNTIL THE VEHICLE STOPS COMPLETELY. WHEN THE EVENT HAPPENS, IT IS VIOLENT AND SUDDEN AND IT IS VERY DIFFICULT TO MAINTAIN CONTROL OF THE VEHICLE. IT IS VERY DIFFICULT TO KEEP THE VEHICLE IN ONE LANE OF TRAFFIC, MAKING THE DRIVER FEEL LIKE HE HAS TO KEEP THE VEHICLE FROM GOING INTO A SPIN. ODDLY ENOUGH, IT'S THE SAFETY SYSTEM (BAS/ESP) THAT CAUSES THE PROBLEM. MB DEALER REPLACED THE AAM COMPUTER AND RETURNED THE VEHICLE BUT WE STILL HAD THE SAME ISSUES OF THE BRAKES LOCKUP ON THE HIGHWAY. NOW THE DEALER DOES NOT REALLY HAVE ANY REPAIR OPTIONS BESIDES REPLACING ALL THE SYSTEM COMPONENTS AT A VERY HIGH PRICE. THE PROBLEM MANIFESTS ITSELF AT DIFFERENT TIMES AND INTERVALS. SOMETIMES IT MAY GO WEEKS WITHOUT A LOCKUP AND THEN OTHER TIMES IT MAY HAPPEN EVERY TIME YOU DRIVE THE VEHICLE. ONCE AN EVENT HAPPENS THE BAS/ESP LIGHT COMES ON AND THE VEHICLE WILL DRIVE NORMALLY WITH THE SAFETY SYSTEM DISENGAGED. HOWEVER, ONCE THE CAR IS TURNED OFF AND RESTARTED, THE SYSTEM RESETS, THE BAS/ESP LIGHT DOES NOT LIGHT UP AND THEN IT'S ANYONE'S GUESS WHEN IT WILL HAPPEN AGAIN. *TT
NHTSA ODI #10421576
83,208 miles · Aug 14, 2011
Power Train
I WAS DRIVING A MERCEDES-BENZ ML320 ON AUGUST 02, 2011. THE CAR ENGINE SUDDENLY AND COMPLETELY SHUT DOWN WHILE I WAS DRIVING. I GOT STUCK ON THE INNER LANE OF HOMESTEAD RD, CUPERTINO, CA. FORTUNATELY I WAS NOT ON A HIGHWAY, OTHERWISE, I DON'T KNOW WHAT WOULD HAPPEN TO ME. I GOT MY CAR TOWED TO THE MERCEDES SERVICE. I WAS TOLD TH…
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I WAS DRIVING A MERCEDES-BENZ ML320 ON AUGUST 02, 2011. THE CAR ENGINE SUDDENLY AND COMPLETELY SHUT DOWN WHILE I WAS DRIVING. I GOT STUCK ON THE INNER LANE OF HOMESTEAD RD, CUPERTINO, CA. FORTUNATELY I WAS NOT ON A HIGHWAY, OTHERWISE, I DON'T KNOW WHAT WOULD HAPPEN TO ME. I GOT MY CAR TOWED TO THE MERCEDES SERVICE. I WAS TOLD THAT THE CRANK SENSOR DID NOT FUNCTION PROPERLY. THIS COSTS ME ALMOST MY LIFE AND $500. I THINK IT'S VERY DANGEROUS TO PASSENGERS IF A CAR COMPLETELY SHUT DOWN WHILE DRIVING. MERCEDES-BENZ SHOULD HAVE DONE A BETTER JOB TO PREVENT THIS FROM HAPPENING. TO MY POINT OF VIEW, THIS IS A DESIGN FLAW. I WANT TO SHARE THIS EXPERIENCE TO ALL DRIVERS WITH THE SAME MODEL AND HAVE THEM WATCH OUT THE SAME SITUATION MAY HAPPEN. *TR
NHTSA ODI #10419409
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
92,000 miles · Jun 7, 2011
Fuel System, GasolineVehicle Speed Control
TL* THE CONTACT OWNS A 2001 MERCEDES ML320. THE CONTACT WAS DRIVING WITH THE CRUISE CONTROL SET AT 65 MPH. WHEN SHE ATTEMPTED TO DISENGAGED THE CRUISE CONTROL BT TAPPING THE BRAKES, THE VEHICLE WOULD NOT DECELERATE. IN ORDER TO STOP THE VEHICLE, SHE HAD TO TURN THE VEHICLE COMPLETELY OFF AND AS A RESULT ,THE VEHICLE RAN OFF THE …
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TL* THE CONTACT OWNS A 2001 MERCEDES ML320. THE CONTACT WAS DRIVING WITH THE CRUISE CONTROL SET AT 65 MPH. WHEN SHE ATTEMPTED TO DISENGAGED THE CRUISE CONTROL BT TAPPING THE BRAKES, THE VEHICLE WOULD NOT DECELERATE. IN ORDER TO STOP THE VEHICLE, SHE HAD TO TURN THE VEHICLE COMPLETELY OFF AND AS A RESULT ,THE VEHICLE RAN OFF THE ROAD. THE DEALER WAS CONTACTED WHO ADVISED HER TO BRING IN THE VEHICLE FOR A DIAGNOSTIC TEST. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE BUT DID NOT OFFER ANY ASSISTANCE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 92,000 AND THE CURRENT MILEAGE WAS 93,000.
NHTSA ODI #10405442
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
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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