NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
44 reports86,000 miles · May 25, 2010
Electronic Stability Control (esc)Service Brakes, HydraulicVehicle Speed Control
SAFETY CONCERN - YESTERDAY WHILE TRAVELING AT 65MPH LOCKED ON CRUISE CONTROL, THE CRUISE CONTROL FAILED TO DISENGAGE WHEN THE BRAKE PEDAL WAS PRESSED. INSTEAD, UPON RELEASING THE BRAKE PEDAL, THE VEHICLE BEGAN ACCELERATING BACK TO 65MPH AND ALMOST CAUSED ME TO RAN INTO THE TRUCK IN FRONT OF ME. I SLAMMED ON THE BRAKES TO BRING…
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SAFETY CONCERN - YESTERDAY WHILE TRAVELING AT 65MPH LOCKED ON CRUISE CONTROL, THE CRUISE CONTROL FAILED TO DISENGAGE WHEN THE BRAKE PEDAL WAS PRESSED. INSTEAD, UPON RELEASING THE BRAKE PEDAL, THE VEHICLE BEGAN ACCELERATING BACK TO 65MPH AND ALMOST CAUSED ME TO RAN INTO THE TRUCK IN FRONT OF ME. I SLAMMED ON THE BRAKES TO BRING THE CAR TO A STOP TO AVOID REAR ENDING THE CAR IN FRONT OF ME, AT WHICH TIME THE BAS/ESP LIGHT CAME ON. AGAIN, THE CRUISE FAILED TO DISENGAGE SINCE I COULD FEEL THE CAR DRAGGING WHILE THE BRAKE PEDAL WAS PUSHED DOWN. I MANUALLY TURNED OFF THE CRUISE, AND THE BAS/ESP LIGHT REMAINED ON. LATER, WITH THE ESP/BAS LIGHT ON, I REENGAGE THE CRUISE TO SEE IF IT WOULD RESET, BUT AGAIN IT FAILED TO DISENGAGE WHEN THE BRAKE PEDAL WAS PRESSED, AND I HAD TO MANUALLY TURN OFF THE CRUISE. WHEN I PARKED THE VEHICLE AND TURNED THE ENGINE OFF, LET IT SIT FOR ABOUT 20 MIN, AND THEN RESTARTED, BAS/ESP STAYED ON AND GEAR SHIFT LOCKED UP IN PARK. *TR
NHTSA ODI #10332201
51,801 miles · Mar 2, 2010
Exterior LightingService Brakes, Hydraulic
I PURCHASED A MERCEDES ML 430 2001 IN MAY 2001. SINCE THEN A PART CALLED A STOP LIGHT SWITCH HAS GONE OUT 6 TIMES. THE FOLLOWING ARE DATES AND MILEAGE ON VEHICLE: 5/10/05 40,561 MILES, 9/28/06 47,767 MILES, 8/14/07 51,801 MILES, 4/10/08 55,151 MILES, 3/17/09 61,105 MILES, AND 1/28/10 65,465 MILES. ON AUGUST 14, 2007 WITH THI…
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I PURCHASED A MERCEDES ML 430 2001 IN MAY 2001. SINCE THEN A PART CALLED A STOP LIGHT SWITCH HAS GONE OUT 6 TIMES. THE FOLLOWING ARE DATES AND MILEAGE ON VEHICLE: 5/10/05 40,561 MILES, 9/28/06 47,767 MILES, 8/14/07 51,801 MILES, 4/10/08 55,151 MILES, 3/17/09 61,105 MILES, AND 1/28/10 65,465 MILES. ON AUGUST 14, 2007 WITH THIS STOP LIGHT SWITCH GOING OUT I COULD NOT DISENGAGE THE VEHICLE OUT OF CRUISE CONTROL. BY THE GRACE OF GOD I WAS ABLE TO PUMP THE BRAKES UNTIL IT DISENGAGED BEFORE ALMOST RUNNING INTO A VEHICLE IN FRONT OF ME AT 60 MPH. THIS PART IS DEFECTIVE AND WILL ONE DAY KILL OR SERIOUSLY INJURE PEOPLE. *TR
NHTSA ODI #10315553
146,000 miles · Feb 9, 2010
Service Brakes, Hydraulic
WHENEVER IT RAINS OR IT IS THE LEAST BIT WET, THE BRAKES SLIP WHEN DEPRESSED AND ALL THREE YELLOW LIGHTS ON THE LEFT SIDE OF THE DASH LIGHT UP - I.E., ABS, ESP AND I CAN'T RECALL THE OTHER ONE. USUALLY THE LIGHTS GO OFF BY THEMSELVES AFTER A FEW MILES OF DRIVING OR IF THE CAR IS TURNED OFF. THE LAST TIME THIS HAPPENED, I DROVE…
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WHENEVER IT RAINS OR IT IS THE LEAST BIT WET, THE BRAKES SLIP WHEN DEPRESSED AND ALL THREE YELLOW LIGHTS ON THE LEFT SIDE OF THE DASH LIGHT UP - I.E., ABS, ESP AND I CAN'T RECALL THE OTHER ONE. USUALLY THE LIGHTS GO OFF BY THEMSELVES AFTER A FEW MILES OF DRIVING OR IF THE CAR IS TURNED OFF. THE LAST TIME THIS HAPPENED, I DROVE STRAIGHT TO THE MECHANIC. THE MECHANIC SAID THAT THE FAULT CODES INDICATED THAT THE PRESSURE WAS HIGH IN THE ABS. I WAS ADVISED THAT THE CODES COULD BE RESET BUT THE BRAKES WERE FUNCTIONING PROPERLY. IN FACT, THEY WERE NOT FUNCTIONING PROPERLY BECAUSE THEY SLIPPED INSTEAD OF STOPPED WHEN I APPLIED BRAKE PRESSURE WHEN THE STREET WAS WET. THE BRAKES HAVE SLIPPED ON MULTIPLE OCCASIONS WHEN STOPPING ON WET SURFACES THOUGH THEY DO STOP THE CAR. *TR
NHTSA ODI #10308114
127,000 miles · Feb 1, 2010
Vehicle Speed Control
TL*THE CONTACT OWNS A 2001 ML430 MERCEDES WHICH WAS PURCHASED BRAND NEW IN 2000. WHILE TRAVELING AT SPEEDS OF 65 MPH AND UTILIZING THE CRUISE CONTROL SHE TAPPED ON THE BRAKE PEDAL TO DISENGAGE THE CRUISE CONTROL AND IT REMAINED ENGAGED. SHE CONTINUED TO APPLY EXTREME PRESSURE TO THE BRAKE PEDAL IN AN ATTEMPT TO STOP THE VEHICLE,…
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TL*THE CONTACT OWNS A 2001 ML430 MERCEDES WHICH WAS PURCHASED BRAND NEW IN 2000. WHILE TRAVELING AT SPEEDS OF 65 MPH AND UTILIZING THE CRUISE CONTROL SHE TAPPED ON THE BRAKE PEDAL TO DISENGAGE THE CRUISE CONTROL AND IT REMAINED ENGAGED. SHE CONTINUED TO APPLY EXTREME PRESSURE TO THE BRAKE PEDAL IN AN ATTEMPT TO STOP THE VEHICLE, TO NO AVAIL. SHE WAS FORCED THE SHIFT GEARS INTO NEUTRAL UNTIL SHE COASTED AND STOPPED. SHE WAS ABLE TO DRIVE THE VEHICLE TO THE DEALER WHO STATED THAT A COMPONENT FAILED TO COMMUNICATE WITH THE PEDAL AND DISENGAGE THE CRUISE CONTROL. THE CONTACT IS UNCERTAIN WHAT THE COMPONENT WAS. REPAIRS WERE MADE BY HER LOCAL DEALER. THE FAILURE MILEAGE WAS 127,000 AND THE CURRENT MILEAGE WAS 130,000.
NHTSA ODI #10303573
75,000 miles · Dec 2, 2009
Service Brakes, Hydraulic
AFTER DRIVING 2001 ML430 FOR APPROX. 30 MIN. THERE IS UNCOMMANDED BRAKE APPLICATION AND IT WILL BRING YOU TO A COMPLETE STOP. IT WILL NOT TAKE GAS AND IT IS HARD TO CONTROL VEHICLE BECAUSE YOU CAN FEEL BRAKE BEING APPLIED TO LEFT AND RIGHT WHEELS PULLING YOU LEFT AND RIGHT AT THIS TIME. VERY DANGEROUS. THIS HAPPENS EVERY DAY THE…
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AFTER DRIVING 2001 ML430 FOR APPROX. 30 MIN. THERE IS UNCOMMANDED BRAKE APPLICATION AND IT WILL BRING YOU TO A COMPLETE STOP. IT WILL NOT TAKE GAS AND IT IS HARD TO CONTROL VEHICLE BECAUSE YOU CAN FEEL BRAKE BEING APPLIED TO LEFT AND RIGHT WHEELS PULLING YOU LEFT AND RIGHT AT THIS TIME. VERY DANGEROUS. THIS HAPPENS EVERY DAY THE VEHICLE IS DRIVEN ABOUT 30 MIN. IN TO DRIVE TIME. AS THIS IS HAPPENING THE BAS/ESP LIGHT COMES ON DURING BRAKING AND REMAINS ON. AFTER YOU HAVE COME TO COMPLETE STOP AND START TO DRIVE AGAIN OVER 10 MILES PER HOUR BRAKES ARE APPLIED AGAIN AND IT STOPS YOU. MERCEDES SERVICE DEPT HAS NEVER HEARD OF THIS PROBLEM. THERE ARE SEVERAL COMPLAINTS OF THIS ON DIFFERENT WEB SITES AND CUSTOMERS SAY THEY HAVE SPENT ALOT AF TIME AND MONEY ON DIFFERENT PARTS WITH MERCEDES SERVICE DEPT. AND VEHICLE STILL HAS SAME PROBLEM. I AM NOT FEELING CONFIDENT IN THIS PROBLEM BEING PROPERLY DIAGNOSED AND THE VEHICLE HAS BECOME HAZARDOUS. *TR
NHTSA ODI #10294302
39,000 miles · Nov 1, 2009
Service Brakes, Electric
THE BRAKES ENGAGED AND HAD SHIMMY EVEN THOUGH THE PEDAL WAS NOT DEPRESSED ON SEVERAL OCCASIONS. THE BAS/ESP LIGHT CAME ON. THE DEALER DETERMINED THAT THE "YAW SENSOR" WAS BAD. *TR
NHTSA ODI #10290537
Mileage unknown · Feb 20, 2009
Steering
MY 2001 MERCEDES BENZ ML430 WAS LEAKING POWER STEERING FLUID ABOUT 8 MONTHS AGO I FIGURED OUT THAT THE CLAMP HAD COME OFF SO I RETIGHTENED IT AND FILLED IT UP AGAIN BECAUSE IT WAS EMPTY. 2 MONTHS AGO IT HAPPENED AGAIN I NOTICED THE CLAMP DID NOT TIGHTEN SO I REPLACED THE CLAMP THEN I RECEIVED THE RECALL NOTICE. AT THE SACRAMENTO…
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MY 2001 MERCEDES BENZ ML430 WAS LEAKING POWER STEERING FLUID ABOUT 8 MONTHS AGO I FIGURED OUT THAT THE CLAMP HAD COME OFF SO I RETIGHTENED IT AND FILLED IT UP AGAIN BECAUSE IT WAS EMPTY. 2 MONTHS AGO IT HAPPENED AGAIN I NOTICED THE CLAMP DID NOT TIGHTEN SO I REPLACED THE CLAMP THEN I RECEIVED THE RECALL NOTICE. AT THE SACRAMENTO MERCEDES-BENZ DEALERSHIP THE ASSISTANT SERVICE MANAGER GAYTON DEROSA (930382) HAD HELPED US ON 2/17/09 INVOICE NUMBER IS MCCS281762 WE HAD INFORMED HIM THAT THE POWER STEERING WAS EMPTIED TWICE BECAUSE OF THE FAULTY CLAMP AND WE REFILLED THE TANK WITH MERCEDES POWER STEERING FLUID ALONG WITH A COMPATIBLE POWER STEERING STOP LEAK FLUID HOPING IT WOULD SOLVE THE LEAKAGE WE ALSO INFORMED HIM THAT THE FLUID WAS UP TO LEVEL WHEN WE LEFT OUR HOME. THEY DID THE REQUIRED SAFETY RECALL#2003-040005 AFTER THE SAFETY RECALL WAS PERFORMED I SAT DOWN A SECOND TIME AND HE TOLD ME THAT SOMEONE HAS PUT TRANSMISSION FLUID INTO THE POWERSTEERING RESERVOIR AND THAT IT NEEDS TO BE FLUSHED WHICH COSTS $129 ALSO HE SAID THAT THE SEAL TO THE RESERVOIR IS LEAKING AND THAT IT WOULD COST $185 FOR THE RESERVOIR TANK AND SEAL. WE INFORMED HIM THAT ANY FAULTY PROBLEMS INVOLVING THE POWERSTEERING SYSTEM SHOULD BE DEALT WITH AT NO COST THAT IF THE RESERVOIR TANK WAS EMITTED TWICE AND RUNNING WITH NO POWERSTEERING FLUID BECAUSE OF THE FAULTY CLAMP THAT SHOULD BE COVERED UNDER THE SAFETY RECALL. HE SAID THAT IT WAS NOT COVERED AND THAT SEALS LEAK FOR NO APPARENT REASON AND HAPPENS SPORADICALLY WHEN I RECEIVED THE VEHICLE BACK I NOTICED THAT THE RESERVOIR TANK WAS OVERSERVICED TO THE BRIM. I AM A QUALIFIED FAA RATED AIRCRAFT MECHANIC AND A RETIRED 22 YEAR MILITARY AIR FORCE AVIATION MAINTENANCE MECHANIC. THERE IS NO WAY THAT TRANSMISSION FLUID WAS IN MY POWER STEERING RESERVOIR TANK. THAT ONE OF THEIR EMPLOYEES HAD FILLED IT WITH THE WRONG TYPE OF FLUID AFTER REPLACING CLAMP AND HOSE I AM DISSATISFIED OF THE SERVICE RENDERED BY MERCEDES BENZ OF SACRAMENTO UNDER THIS RECALL PROGRAM. *TR
NHTSA ODI #10259430
80,000 miles · Feb 13, 2009
SteeringCrash
TL*THE CONTACT OWNS A 2001 MERCEDES BENZ ML430. WHILE ATTEMPTING TO EXIT THE HIGHWAY IN RAINY CONDITIONS, THE STEERING WHEEL LOCKED AND COULD NOT BE MOVED. SHE WAS DRIVING LESS THAN 25 MPH AT THE TIME OF THE FAILURE. THE VEHICLE SPUN OUT OF CONTROL AND CRASHED INTO THE MEDIAN. THE VEHICLE WAS DESTROYED. THERE WERE NO INJURI…
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TL*THE CONTACT OWNS A 2001 MERCEDES BENZ ML430. WHILE ATTEMPTING TO EXIT THE HIGHWAY IN RAINY CONDITIONS, THE STEERING WHEEL LOCKED AND COULD NOT BE MOVED. SHE WAS DRIVING LESS THAN 25 MPH AT THE TIME OF THE FAILURE. THE VEHICLE SPUN OUT OF CONTROL AND CRASHED INTO THE MEDIAN. THE VEHICLE WAS DESTROYED. THERE WERE NO INJURIES. ALTHOUGH THERE WAS A RECALL FOR THE SAME FAILED COMPONENT FOR THIS YEAR, MAKE, AND MODEL VEHICLE, THE MANUFACTURER WOULD NOT ASSUME LIABILITY FOR THE DAMAGES REFERENCED IN NHTSA CAMPAIGN ID NUMBER 08V465000 (STEERING:HYDRAULIC POWER ASSIST:HOSE, PIPING, AND CONNECTIONS). THE VIN WAS UNKNOWN. THE FAILURE MILEAGE WAS 80,000.
NHTSA ODI #10258589
Mileage unknown · Oct 23, 2008
Electronic Stability Control (esc)Suspension
I HAVE HAD 5 INCIDENCES, WHILE DRIVING, OF UNCOMMANDED BRAKE APPLICATION OF MY MERCEDES 1002 ML430. WHILE DRIVING AT HIGH SPEEDS, UP TO 40 OR 60+ MPH, MY SUV CAME TO A SUDDEN AND ABRUPT HALT CAUSING THE VEHICLE TO LOCK UP AND STOP. IN ORDER TO UNLOCK THE MERCEDES TO CONTINUE DRIVING I HAD TO SHUT OF THE VEHICLE AND RE-START IT, …
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I HAVE HAD 5 INCIDENCES, WHILE DRIVING, OF UNCOMMANDED BRAKE APPLICATION OF MY MERCEDES 1002 ML430. WHILE DRIVING AT HIGH SPEEDS, UP TO 40 OR 60+ MPH, MY SUV CAME TO A SUDDEN AND ABRUPT HALT CAUSING THE VEHICLE TO LOCK UP AND STOP. IN ORDER TO UNLOCK THE MERCEDES TO CONTINUE DRIVING I HAD TO SHUT OF THE VEHICLE AND RE-START IT, SOMETIMES ON THE HIGHWAY. THESE INCIDENCES HAVE BEEN SCARY AND COULD POTENTIALLY CAUSE A MAJOR ACCIDENT, INJURY OR DEATH. THE CAR WAS TOWED TODAY, OCTOBER 23RD, FOR A SECOND REPLACEMENT OF BAD PARTS CAUSING THIS PROBLEM. AFTER TODAY, I WILL HAVE SPENT OVER $1000 TO DEAL WITH THIS DEFECT. *TR
NHTSA ODI #10246476
90,000 miles · Jun 24, 2008
Service Brakes, HydraulicCrashInjury
TL*THE CONTACT OWNS A 2001 MERCEDES BENZ ML430. WHILE DRIVING APPROXIMATELY 45 MPH AND APPLYING PRESSURE TO THE BRAKE PEDAL, THE VEHICLE FAILED TO SLOW DOWN. THE CONTACT CRASHED INTO A BRIDGE TO STOP THE VEHICLE. THERE WERE NO WARNING INDICATORS PRIOR TO THE FAILURE. THE VEHICLE SUSTAINED DAMAGES AND THE OCCUPANTS RECEIVED …
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TL*THE CONTACT OWNS A 2001 MERCEDES BENZ ML430. WHILE DRIVING APPROXIMATELY 45 MPH AND APPLYING PRESSURE TO THE BRAKE PEDAL, THE VEHICLE FAILED TO SLOW DOWN. THE CONTACT CRASHED INTO A BRIDGE TO STOP THE VEHICLE. THERE WERE NO WARNING INDICATORS PRIOR TO THE FAILURE. THE VEHICLE SUSTAINED DAMAGES AND THE OCCUPANTS RECEIVED MINOR INJURIES. THE POLICE WAS CALLED TO THE SCENE AND A REPORT WAS FILED. THE VEHICLE WAS TOWED TO A LOCAL INDEPENDENT MECHANIC. THE INSURANCE COMPANY HAS NOT DETERMINED IF THE VEHICLE WAS DESTROYED. THE VEHICLE HAS NOT BEEN REPAIRED. THE VIN WAS UNKNOWN. THE FAILURE AND CURRENT MILEAGES WERE 90,000. VEHICLE VIN [XXX] INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR
NHTSA ODI #10232164
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
EA08009 · Brake Line Chafe
Opened Apr 28, 2008 · Closed Dec 16, 2009
Status: closed (inferred from source dates) · Fuel System, Gasoline:delivery:hoses, Lines/piping, And Fittings; Service Brakes, Hydraulic:foundation Components:hoses, Lines/piping, And Fittings
ANALYSIS OF COMPLAINTS TO ODI AND MERCEDES AND WARRANTY CLAIM DATA SUBMITTED BY MERCEDES INDICATES THAT THE ALLEGED DEFECT HAS OCCURRED AT A LOW RATE (36.5 COMPLAINTS PER 100,000 VEHICLES AND 0.29 PERCENT WARRANTY CLAIM RATE), WITH NO DISCERNABLE DEFECT TREND INDICATING THAT THE RATE OF CHAFING RELATED BRAKE LINE FAILURES IS INCREASING.THERE HAVE BEEN NO NEW COMPLAINTS SINCE JANUARY 2009.WHEN THE ANALYSIS IS LIMITED TO INCIDENTS OF BRAKE LINE LEAKAGE THAT RESULTED IN ALLEGATIONS OF REDUCED BRAKE EFFECTIVENESS, THE RATE DROPS EVEN FURTHER (22.3 COMPLAINTS PER 100,000 VEHICLES AND 0.04 PERCENT WARRANTY CLAIM RATE). MERCEDES PROVIDED DATA SHOWING THAT IN THE RARE INSTANCES WHEN CHAFING DID PROGRESS TO BRAKE LINE LEAKAGE THE DRIVER WOULD BE IMMEDIATELY ALERTED TO A PROBLEM BY ILLUMINATION OF THE BRIGHT YELLOW ESP/BAS WARNING LAMP AND CHANGES IN BRAKE PEDAL FEEL.CONTINUED OPERATION WITH A LEAKING BRAKE LINE WOULD RESULT IN ILLUMINATION OF THE BRIGHT RED BRAKE WARNING LAMP AND AN AUDIBLE CHIME DUE TO LOW MASTER CYLINDER RESERVOIR LEVEL. CONTINUED OPERATION WITH THE BRAKE WARNING LAMP ILLUMINATED WOULD ULTIMATELY DRAIN THE RESERVOIR FOR THE AFFECTED CIRCUIT, RESULTING IN LOSS OF THE CIRCUIT AND AN APPROXIMATELY 80% INCREASE IN STOPPING DISTANCES. SURVEYS CONDUCTED BY ODI AND VRTC INDICATE THAT ROUTING ANOMALIES MAY BE MORE COMMON THAN THE COMPLAINT AND WARRANTY DATA SUGGEST FOR THE SUBJECT LINE BUNDLE, WITH LINE CONTACT OR OTHER ROUTING ANOMALY NOTED IN 13 OF 51 VEHICLES SURVEYED BY ODI AND VRTC (25.5%).WHILE EVIDENCE OF CONTACT BETWEEN THE FUEL LINE AND SUBJECT BRAKE IN A PARTICULAR VEHICLE IS NOT NECESSARILY PREDICTIVE OF EVENTUAL LINE FAILURE/LEAKAGE, SIGNIFICANT CHAFING WEAR WAS NOTED IN TWO SURVEY VEHICLES (3.9%).TO ADDRESS CONCERNS WITH LINE ROUTING AND ENSURE THAT LINES WITH EVIDENT CHAFING DO NOT PROGRESS TO A LEAK CONDITION, MERCEDES WILL CONDUCT AN OWNER NOTIFICATION PROGRAM INSTRUCTING OWNERS TO BRING THE VEHICLES TO A DEALER FOR A FREE INSPECTION AND REPAIR.LINES THAT DO NOT HAVE A SPACER (RUBBER GROMMET OR OMEGA-CLIP) BETWEEN THE SUBJECT FUEL AND BRAKE LINES WILL HAVE AN OMEGA-CLIP SPACER INSTALLED TO ENSURE ADEQUATE CLEARANCE BETWEEN THE LINES.BRAKE LINES WITH CHAFE MARKS WILL BE REPLACED. ACCORDINGLY, THIS INVESTIGATION HAS BEEN CLOSED. THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST. THE AGENCY WILL CONTINUE TO MONITOR COMPLAINTS AND OTHER INFORMATION RELATING TO THE ALLEGED DEFECT IN THE SUBJECT VEHICLES AND TAKE FURTHER ACTION IN THE FUTURE IF WARRANTED. FOR ADDITIONAL INFORMATION REGARDING THIS ENGINEERING ANALYSIS REFER TO THE EA08-009 CLOSING REPORT.
Additional source detail variants (2)
Fuel System, Gasoline:delivery:hoses, Lines/piping, And Fittings
ANALYSIS OF COMPLAINTS TO ODI AND MERCEDES AND WARRANTY CLAIM DATA SUBMITTED BY MERCEDES INDICATES THAT THE ALLEGED DEFECT HAS OCCURRED AT A LOW RATE (36.5 COMPLAINTS PER 100,000 VEHICLES AND 0.29 PERCENT WARRANTY CLAIM RATE), WITH NO DISCERNABLE DEFECT TREND INDICATING THAT THE RATE OF CHAFING RELATED BRAKE LINE FAILURES IS INCREASING.THERE HAVE BEEN NO NEW COMPLAINTS SINCE JANUARY 2009.WHEN THE ANALYSIS IS LIMITED TO INCIDENTS OF BRAKE LINE LEAKAGE THAT RESULTED IN ALLEGATIONS OF REDUCED BRAKE EFFECTIVENESS, THE RATE DROPS EVEN FURTHER (22.3 COMPLAINTS PER 100,000 VEHICLES AND 0.04 PERCENT WARRANTY CLAIM RATE). MERCEDES PROVIDED DATA SHOWING THAT IN THE RARE INSTANCES WHEN CHAFING DID PROGRESS TO BRAKE LINE LEAKAGE THE DRIVER WOULD BE IMMEDIATELY ALERTED TO A PROBLEM BY ILLUMINATION OF THE BRIGHT YELLOW ESP/BAS WARNING LAMP AND CHANGES IN BRAKE PEDAL FEEL.CONTINUED OPERATION WITH A LEAKING BRAKE LINE WOULD RESULT IN ILLUMINATION OF THE BRIGHT RED BRAKE WARNING LAMP AND AN AUDIBLE CHIME DUE TO LOW MASTER CYLINDER RESERVOIR LEVEL. CONTINUED OPERATION WITH THE BRAKE WARNING LAMP ILLUMINATED WOULD ULTIMATELY DRAIN THE RESERVOIR FOR THE AFFECTED CIRCUIT, RESULTING IN LOSS OF THE CIRCUIT AND AN APPROXIMATELY 80% INCREASE IN STOPPING DISTANCES. SURVEYS CONDUCTED BY ODI AND VRTC INDICATE THAT ROUTING ANOMALIES MAY BE MORE COMMON THAN THE COMPLAINT AND WARRANTY DATA SUGGEST FOR THE SUBJECT LINE BUNDLE, WITH LINE CONTACT OR OTHER ROUTING ANOMALY NOTED IN 13 OF 51 VEHICLES SURVEYED BY ODI AND VRTC (25.5%).WHILE EVIDENCE OF CONTACT BETWEEN THE FUEL LINE AND SUBJECT BRAKE IN A PARTICULAR VEHICLE IS NOT NECESSARILY PREDICTIVE OF EVENTUAL LINE FAILURE/LEAKAGE, SIGNIFICANT CHAFING WEAR WAS NOTED IN TWO SURVEY VEHICLES (3.9%).TO ADDRESS CONCERNS WITH LINE ROUTING AND ENSURE THAT LINES WITH EVIDENT CHAFING DO NOT PROGRESS TO A LEAK CONDITION, MERCEDES WILL CONDUCT AN OWNER NOTIFICATION PROGRAM INSTRUCTING OWNERS TO BRING THE VEHICLES TO A DEALER FOR A FREE INSPECTION AND REPAIR.LINES THAT DO NOT HAVE A SPACER (RUBBER GROMMET OR OMEGA-CLIP) BETWEEN THE SUBJECT FUEL AND BRAKE LINES WILL HAVE AN OMEGA-CLIP SPACER INSTALLED TO ENSURE ADEQUATE CLEARANCE BETWEEN THE LINES.BRAKE LINES WITH CHAFE MARKS WILL BE REPLACED. ACCORDINGLY, THIS INVESTIGATION HAS BEEN CLOSED. THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST. THE AGENCY WILL CONTINUE TO MONITOR COMPLAINTS AND OTHER INFORMATION RELATING TO THE ALLEGED DEFECT IN THE SUBJECT VEHICLES AND TAKE FURTHER ACTION IN THE FUTURE IF WARRANTED. FOR ADDITIONAL INFORMATION REGARDING THIS ENGINEERING ANALYSIS REFER TO THE EA08-009 CLOSING REPORT.
Service Brakes, Hydraulic:foundation Components:hoses, Lines/piping, And Fittings
ANALYSIS OF COMPLAINTS TO ODI AND MERCEDES AND WARRANTY CLAIM DATA SUBMITTED BY MERCEDES INDICATES THAT THE ALLEGED DEFECT HAS OCCURRED AT A LOW RATE (36.5 COMPLAINTS PER 100,000 VEHICLES AND 0.29 PERCENT WARRANTY CLAIM RATE), WITH NO DISCERNABLE DEFECT TREND INDICATING THAT THE RATE OF CHAFING RELATED BRAKE LINE FAILURES IS INCREASING.THERE HAVE BEEN NO NEW COMPLAINTS SINCE JANUARY 2009.WHEN THE ANALYSIS IS LIMITED TO INCIDENTS OF BRAKE LINE LEAKAGE THAT RESULTED IN ALLEGATIONS OF REDUCED BRAKE EFFECTIVENESS, THE RATE DROPS EVEN FURTHER (22.3 COMPLAINTS PER 100,000 VEHICLES AND 0.04 PERCENT WARRANTY CLAIM RATE). MERCEDES PROVIDED DATA SHOWING THAT IN THE RARE INSTANCES WHEN CHAFING DID PROGRESS TO BRAKE LINE LEAKAGE THE DRIVER WOULD BE IMMEDIATELY ALERTED TO A PROBLEM BY ILLUMINATION OF THE BRIGHT YELLOW ESP/BAS WARNING LAMP AND CHANGES IN BRAKE PEDAL FEEL.CONTINUED OPERATION WITH A LEAKING BRAKE LINE WOULD RESULT IN ILLUMINATION OF THE BRIGHT RED BRAKE WARNING LAMP AND AN AUDIBLE CHIME DUE TO LOW MASTER CYLINDER RESERVOIR LEVEL. CONTINUED OPERATION WITH THE BRAKE WARNING LAMP ILLUMINATED WOULD ULTIMATELY DRAIN THE RESERVOIR FOR THE AFFECTED CIRCUIT, RESULTING IN LOSS OF THE CIRCUIT AND AN APPROXIMATELY 80% INCREASE IN STOPPING DISTANCES. SURVEYS CONDUCTED BY ODI AND VRTC INDICATE THAT ROUTING ANOMALIES MAY BE MORE COMMON THAN THE COMPLAINT AND WARRANTY DATA SUGGEST FOR THE SUBJECT LINE BUNDLE, WITH LINE CONTACT OR OTHER ROUTING ANOMALY NOTED IN 13 OF 51 VEHICLES SURVEYED BY ODI AND VRTC (25.5%).WHILE EVIDENCE OF CONTACT BETWEEN THE FUEL LINE AND SUBJECT BRAKE IN A PARTICULAR VEHICLE IS NOT NECESSARILY PREDICTIVE OF EVENTUAL LINE FAILURE/LEAKAGE, SIGNIFICANT CHAFING WEAR WAS NOTED IN TWO SURVEY VEHICLES (3.9%).TO ADDRESS CONCERNS WITH LINE ROUTING AND ENSURE THAT LINES WITH EVIDENT CHAFING DO NOT PROGRESS TO A LEAK CONDITION, MERCEDES WILL CONDUCT AN OWNER NOTIFICATION PROGRAM INSTRUCTING OWNERS TO BRING THE VEHICLES TO A DEALER FOR A FREE INSPECTION AND REPAIR.LINES THAT DO NOT HAVE A SPACER (RUBBER GROMMET OR OMEGA-CLIP) BETWEEN THE SUBJECT FUEL AND BRAKE LINES WILL HAVE AN OMEGA-CLIP SPACER INSTALLED TO ENSURE ADEQUATE CLEARANCE BETWEEN THE LINES.BRAKE LINES WITH CHAFE MARKS WILL BE REPLACED. ACCORDINGLY, THIS INVESTIGATION HAS BEEN CLOSED. THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST. THE AGENCY WILL CONTINUE TO MONITOR COMPLAINTS AND OTHER INFORMATION RELATING TO THE ALLEGED DEFECT IN THE SUBJECT VEHICLES AND TAKE FURTHER ACTION IN THE FUTURE IF WARRANTED. FOR ADDITIONAL INFORMATION REGARDING THIS ENGINEERING ANALYSIS REFER TO THE EA08-009 CLOSING REPORT.
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.
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