NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
136 reports35,000 miles · Jan 22, 2013
Steering
TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT STATED THAT THE POWER STEERING HOSE CLAMP WAS REPLACED IN 2005 DUE TO AN UNUSUAL NOISE BEING EMITTED FROM THE STEERING WHEEL. MOST RECENTLY WHILE DRIVING 45 MPH AND ATTEMPTING A TURN, A LOUD NOISE EMITTED FROM THE STEERING WHEEL. THE FAILURE OCCURRED WHENEVER THE CONTA…
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TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT STATED THAT THE POWER STEERING HOSE CLAMP WAS REPLACED IN 2005 DUE TO AN UNUSUAL NOISE BEING EMITTED FROM THE STEERING WHEEL. MOST RECENTLY WHILE DRIVING 45 MPH AND ATTEMPTING A TURN, A LOUD NOISE EMITTED FROM THE STEERING WHEEL. THE FAILURE OCCURRED WHENEVER THE CONTACT COMPLETED A TURN. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER AND REPAIRED UNDER NHTSA CAMPAIGN ID NUMBER 03V121000 (STEERING:HYDRAULIC POWER ASSIST:HOSE, PIPING, AND CONNECTIONS). THE VEHICLE WAS ALSO INCLUDED IN NHTSA CAMPAIGN ID NUMBER 08V465000 (STEERING:HYDRAULIC POWER ASSIST:HOSE, PIPING, AND CONNECTIONS) HOWEVER, THE DEALER ADVISED THAT THERE WAS A CHARGE TO FIRST PERFORM A DIAGNOSTIC BEFORE HAVING THE RECALL REPAIRS PERFORMED. THE FAILURE WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE PROBLEM. THE APPROXIMATE FAILURE MILEAGE WAS 35,000.
NHTSA ODI #10493739
10 miles · Jan 10, 2013
Electronic Stability Control (esc)
BAS/ESP CAME ON AGAIN HAD A 2001 MERCEDES ML 320 ( BOUGHT THIS NEW IN 2001) 63K MILES, BAS/ESP ON ACTING STRANGELY . FIRST IT WAS REPLACED BY MERCEDES DEALER IN ILLINOIS THE BRAKE LIGHT SWITCH ON BUT THEN LATTER IT COMES AGAIN. BEFORE THE PANEL DASH BOARD BAS/ESP CAME ON, IT SEEMS THE WHEEL LOCKED AND CAR IS NOT MOVING AND LATTE…
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BAS/ESP CAME ON AGAIN HAD A 2001 MERCEDES ML 320 ( BOUGHT THIS NEW IN 2001) 63K MILES, BAS/ESP ON ACTING STRANGELY . FIRST IT WAS REPLACED BY MERCEDES DEALER IN ILLINOIS THE BRAKE LIGHT SWITCH ON BUT THEN LATTER IT COMES AGAIN. BEFORE THE PANEL DASH BOARD BAS/ESP CAME ON, IT SEEMS THE WHEEL LOCKED AND CAR IS NOT MOVING AND LATTER ON IT BAS/EXP LIGHT ON SO IT IS OKAY TO DRIVE THE CAR. WHAT I DID I WENT TO THE LOCAL SHOP AND THEY REPLACED AGAIN THE NEW BRAKE LIGHT SWITCH ON (REPLACED BY MERCEDES DEALER IN 10/10/12) INTO NEW ONE ORIGINAL PARTS. I NOTICED SOMETIMES THAT THE BAS/ESP IS ON AFTER 90 TEMPERATURE AND STAY ON UNTIL YOU SHUT DOWN THE CAR ENGINE. SOMEONE TOLD THAT IN THE MB FORUM THAT YAW RATE SENSOR IS THE ONE THAT CAUSE THE PROBLEM OF THE BAS/ESP ON. I WONDER HOW NATIONAL TRANSPORTATION SAFETY BOARD IS DOING THIS.YOU SHOULD RECALL THAT ASIDE REPLACEMENT OF BAS/ESP, YAW RATE SENSOR,ESP MODULE AND ABS RELAY SHOULD BE RECALL ALSO AND REPLACE NO CHARGE TO THE DRIVER PLUS FREE DIAGNOSTIC. I BRING TO MERCEDES DEALER IN CHICAGO IN 0CT. 2012 TO RECALL BAS/ESP, YET AFTER A DAY IT CAME ON AND REPEATED AGAIN EVEN TODAY. THIS IS VERY DANGEROUS ESPECIALLY WHEN YOU ARE DRIVING IN THE EXPRESSWAY. NHTSA SHOULD DO THE RECALL SOONER BEFORE IT IS TOO LATE. *TR
NHTSA ODI #10492165
215,000 miles · Oct 2, 2012
Electronic Stability Control (esc)Service Brakes, HydraulicVehicle Speed Control
WHILE DRIVING ON FREEWAY IN MODERATE TRAFFIC THE CAR SUDDENLY WITHOUT ANY WARNING VIOLENTLY APPLIED UNEVEN POWER TO DIFFERENT WHEELS, BRAKE AND SPED UP. ORIGINALLY I THOUGHT WE WERE HAVING AN EARTHQUAKE AS I WAS TRYING TO REGAIN CONTROL OVER CAR. AFTER ABOUT 15 SECONDS AS I SLOWED CAR RESUMED NORMAL OPERATION. ABOUT 10 MILES LA…
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WHILE DRIVING ON FREEWAY IN MODERATE TRAFFIC THE CAR SUDDENLY WITHOUT ANY WARNING VIOLENTLY APPLIED UNEVEN POWER TO DIFFERENT WHEELS, BRAKE AND SPED UP. ORIGINALLY I THOUGHT WE WERE HAVING AN EARTHQUAKE AS I WAS TRYING TO REGAIN CONTROL OVER CAR. AFTER ABOUT 15 SECONDS AS I SLOWED CAR RESUMED NORMAL OPERATION. ABOUT 10 MILES LATER THE ACTION REPEATED MAKING ME FEAR A CRASH OR ROLL OVER AS I WAS FIGHTING TO REGAIN CONTROL AND EXIT FREEWAY. LUCKILY I WAS ABLE TO EXIT AND GAIN CONTROL. ENDED UP HAVING CAR TOWED 175 MILES HOME. MECHANIC AT DEALERSHIP NOW SAYS IT WAS A DEFECTIVE YAW SENSOR DESIGNED TO WORK IN CONJUNCTION WITH THE ESP TO PREVENT A ROLL OVER. HOWEVER THE DEFECTIVE SENSOR EASILY COULD HAVE CAUSED A ROLL OVER OR A CRASH WITH A LESS EXPERIENCED AND PHYSICALLY STRONG DRIVER. INDEED, HAD MY WIFE BEEN DRIVING I DO NOT KNOW WHETHER SHE COULD HAVE CONTROLLED THE VEHICLE. HAD THERE BEEN ONE OF THE MANY 18 WHEELERS IMMEDIATELY NEXT TO ME I DO NOT KNOW WHETHER I COULD HAVE AVOIDED A COLLISION. AFTER THE FACT IN REVIEW ON GOOGLE I NOTED MANY VERY SIMILAR COMPLAINTS FOR THE SAME 2001 MBZ ML320. I BELIEVE THERE SHOULD BE A RECALL BEFORE THERE IS DEATH OR SERIOUS INJURY. *TR
NHTSA ODI #10478371
75,830 miles · Sep 7, 2012
Service Brakes
MY DAD WAS DRIVING THE CAR AND WE HAD JUST COME TO A STOP AT AN INTERSECTION. WHEN THE LIGHT TURNED GREEN, HE ACCELERATED AND JUST AS WE CROSSED THE INTERSECTION, THE BRAKES LOCKED UP. I THOUGHT MY DAD HAD SLAMMED ON THE BRAKES, BUT HE HAD HIS FOOT ON THE GAS PEDAL. IT WAS AS IF THE CAR HAD A MIND OF ITS OWN AND STARTED TO BRAKE…
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MY DAD WAS DRIVING THE CAR AND WE HAD JUST COME TO A STOP AT AN INTERSECTION. WHEN THE LIGHT TURNED GREEN, HE ACCELERATED AND JUST AS WE CROSSED THE INTERSECTION, THE BRAKES LOCKED UP. I THOUGHT MY DAD HAD SLAMMED ON THE BRAKES, BUT HE HAD HIS FOOT ON THE GAS PEDAL. IT WAS AS IF THE CAR HAD A MIND OF ITS OWN AND STARTED TO BRAKE ON ITS OWN VOLITION---EVEN THOUGH WE DIDN'T WANT IT TO. THERE WAS A LOUD SCREECHING SOUND AND A FEW SECONDS LATER YOU CAN SMELL THE STENCH OF BURNING RUBBER. THANKFULLY, THE CAR BEHIND US WAS NOT TAILGATING OR THAT PERSON WOULD HAVE RUN STRAIGHT INTO US! MY FATHER THEN LET GO OF THE GAS PEDAL AND STEPPED ON THE BRAKE TO DECELERATE UNTIL THE CAR CAME TO A COMPLETE STOP. WE THEN SAW THAT TWO INDICATORS WERE LIT ON THE DASHBOARD: A YELLOW TRIANGLE WITH AN EXCLAMATION MARK AND A YELLOW SQUARE WITH THE LETTERS BAS/ESP IN IT. HE THEN SHIFTED TO "PARK" AND TURNED OFF THE IGNITION. WE WAITED FOR ABOUT FIVE SECONDS BEFORE STARTING UP THE CAR AGAIN. BOTH OF THE INDICATORS (YELLOW TRIANGLE AND THE BAS/ESP SQUARE) WERE NO LONGER LIT AND MY FATHER SLOWLY ACCELERATED THE CAR (ABOUT 10-15 MPH). THE BRAKES DID NOT LOCK UP AND WE CAUTIOUSLY DROVE HOME. WE'LL BE TAKING THIS CAR TO THE MECHANIC TODAY AND HOPEFULLY WE CAN FIND THE ROOT OF THIS PROBLEM. NONETHELESS, I FEEL THE NEED TO FILE THIS COMPLAINT BECAUSE I SINCERELY DO NOT BELIEVE THAT A CAR CAN BRAKE ON ITS OWN WHILE SOMEONE IS DRIVING IT. I WOULD BE MORE UNDERSTANDING IF THIS WAS GOOGLE'S AUTONOMOUS CAR, BUT UNFORTUNATELY THIS IS NOT THE CASE. THERE IS SOMETHING INHERENTLY AND FLAGRANTLY WRONG WITH A CAR THAT CAN BRAKE WITHOUT THE DRIVER TELLING IT TO. *TR
NHTSA ODI #10474219
114,970 miles · Sep 6, 2012
Service BrakesSuspension
TL* THE CONTACT OWNS A 2001 MERCEDES ML320. THE CONTACT STATED THAT WHILE DRIVING 50 MPH, THE ESP AND BAS WARNING LIGHT ILLUMINATED AND THEN THE ABS AND THE TRACTION LIGHT ILLUMINATED. THE CONTACT MENTIONED THAT THE BRAKES ENGAGED INDEPENDENTLY. THE FAILURE RECURRED NUMEROUS TIMES. THE CONTACT STATED HE BELIEVED IT IS A FAULTY Y…
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TL* THE CONTACT OWNS A 2001 MERCEDES ML320. THE CONTACT STATED THAT WHILE DRIVING 50 MPH, THE ESP AND BAS WARNING LIGHT ILLUMINATED AND THEN THE ABS AND THE TRACTION LIGHT ILLUMINATED. THE CONTACT MENTIONED THAT THE BRAKES ENGAGED INDEPENDENTLY. THE FAILURE RECURRED NUMEROUS TIMES. THE CONTACT STATED HE BELIEVED IT IS A FAULTY YAW RATE SENSOR. THE DEALER WAS NOTIFIED AND A DIAGNOSIS WAS PENDING. THE MANUFACTURER WAS NOTIFIED AND AN INVESTIGATION WAS PENDING. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 114,970 AND THE CURRENT MILEAGE WAS 115,000.
NHTSA ODI #10474070
182,000 miles · Jul 19, 2012
Electrical SystemElectronic Stability ControlElectronic Stability Control (esc)
ON OR ABOUT MAY 14, 2012, WHILE I WAS DRIVING ON THE FREEWAY AT FULL FREEWAY SPEED, THE VEHICLE SUDDENLY SELF-INITIATED A CONTINUOUS BRAKE ACTIVATION WITHOUT ME PRESSING ON THE BRAKES OR TAKING ANY OTHER ACTION. THE VEHICLE'S SUDDEN, UNEXPECTED AND SUSTAINED BRAKING ACTION RESULTED IN A NEAR-COLLISION WITH A SEMI-TRUCK TRAVELIN…
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ON OR ABOUT MAY 14, 2012, WHILE I WAS DRIVING ON THE FREEWAY AT FULL FREEWAY SPEED, THE VEHICLE SUDDENLY SELF-INITIATED A CONTINUOUS BRAKE ACTIVATION WITHOUT ME PRESSING ON THE BRAKES OR TAKING ANY OTHER ACTION. THE VEHICLE'S SUDDEN, UNEXPECTED AND SUSTAINED BRAKING ACTION RESULTED IN A NEAR-COLLISION WITH A SEMI-TRUCK TRAVELING BEHIND ME WHICH THE TRUCK-DRIVER WAS FORTUNATELY JUST ABLE TO PREVENT. I STEERED THE VEHICLE TO THE FREEWAY SHOULDER AS THE UN-COMMANDED BRAKING ACTION BROUGHT THE VEHICLE TO A STOP. THE INCIDENT WAS EXTREMELY FRIGHTENING FOR ME, AND IT WAS ONLY SHEER LUCK THAT I WAS NOT SERIOUSLY INJURED OR KILLED. AFTER I HAD THE VEHICLE TOWED TO MERCEDES BENZ OF LAGUNA NIGUEL, THEIR SERVICE DEPARTMENT DETERMINED THAT THE ELECTRONIC STABILITY PROGRAM (?ESP?) CONTROL MODULE AND YAW RATE SENSOR HAD FAILED AND NEED TO BE REPLACED. THE VEHICLE IS PRESENTLY IN AN INOPERABLE CONDITION. REVIEWING THE NHTSA WEBSITE, THIS APPEARS TO BE RELATED TO NHTSA (CAMPAIGN # PE07007). *TR
NHTSA ODI #10466598
35,000 miles · Jun 5, 2012
Service Brakes
TL* THE CONTACT OWNS A 2001 MERCEDES-BENZ ML320. THE CONTACT WAS TRAVELING 40-45 MPH WHEN THE STEERING WHEEL AND BRAKES BEGAN TO VIBRATE ABNORMALLY. THE CONTACT HAD NOT ENGAGED THE BRAKES. THE CONTACT ALSO STATED THAT LATER THAT DAY, THE BRAKES FAILED WHILE BEING DEPRESSED. THE VEHICLE WAS TAKEN TO THE DEALER. THE MANUFACTURER W…
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TL* THE CONTACT OWNS A 2001 MERCEDES-BENZ ML320. THE CONTACT WAS TRAVELING 40-45 MPH WHEN THE STEERING WHEEL AND BRAKES BEGAN TO VIBRATE ABNORMALLY. THE CONTACT HAD NOT ENGAGED THE BRAKES. THE CONTACT ALSO STATED THAT LATER THAT DAY, THE BRAKES FAILED WHILE BEING DEPRESSED. THE VEHICLE WAS TAKEN TO THE DEALER. THE MANUFACTURER WAS NOT CONTACTED AND THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 35,000 AND THE CURRENT MILEAGE WAS UNKNOWN.
NHTSA ODI #10460680
182,741 miles · Jun 1, 2012
Fuel/propulsion SystemFire
REFERENCE ODI 10457817 I HAVE SINCE RECEIVED A LETTER FROM MERCEDES CORP. STATING THE FUEL PUMP FIRE IS DUE TO AGE AND NORMAL WEAR AND TEAR. I ASKED HOW A FIRE INSIDE A FUEL TANK CAN BE NORMAL FOR ANY REASON. THEY WOULD ONLY REPEAT THAT IT WAS NORMAL FOR THE AGE OF THE VEHICLE. I CANNOT GET RID OF THE VEHICLE RIGHT NOW FOR FI…
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REFERENCE ODI 10457817 I HAVE SINCE RECEIVED A LETTER FROM MERCEDES CORP. STATING THE FUEL PUMP FIRE IS DUE TO AGE AND NORMAL WEAR AND TEAR. I ASKED HOW A FIRE INSIDE A FUEL TANK CAN BE NORMAL FOR ANY REASON. THEY WOULD ONLY REPEAT THAT IT WAS NORMAL FOR THE AGE OF THE VEHICLE. I CANNOT GET RID OF THE VEHICLE RIGHT NOW FOR FINANCIAL REASONS . HOWEVER I DON'T HAVE TO LET MY FAMILY RIDE IN IT. PLEASE HELP BECAUSE THIS IS NOT RIGHT. I HAVE THE LETTER FROM MB STATING THE ABOVE. *TR
NHTSA ODI #10460273
182,741 miles · May 8, 2012
Fuel System, GasolineFire
MY ML320 VEHICLE WAS DRIVEN FOR APPROXIMATELY FIVE HOURS ROUND TRIP THEN PARKED FOR THE EVENING. I ATTEMPTED TO START THE VEHICLE THE FOLLOWING MORNING AND THE VEHICLE WOULD NOT START. AFTER DOING AN EXHAUSTIVE DIAGNOSTIC ON THE VEHICLE. I REMOVED THE FUEL PUMP FROM INSIDE THE FUEL TANK. I SAW THAT THE WIRING HARNESS/CONNECTOR F…
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MY ML320 VEHICLE WAS DRIVEN FOR APPROXIMATELY FIVE HOURS ROUND TRIP THEN PARKED FOR THE EVENING. I ATTEMPTED TO START THE VEHICLE THE FOLLOWING MORNING AND THE VEHICLE WOULD NOT START. AFTER DOING AN EXHAUSTIVE DIAGNOSTIC ON THE VEHICLE. I REMOVED THE FUEL PUMP FROM INSIDE THE FUEL TANK. I SAW THAT THE WIRING HARNESS/CONNECTOR FOR THE HOT LEAD WAS BLACK AND BROWN IN COLOR AND THE PLASTIC AROUND THE HARNESS HAD MELTED. I TOOK PICTURES AND STORED THE PUMP. I EMAILED MERCEDES AND ASKED THEM TO GET BACK WITH ME SINCE MY WIFE AND CHILDREN HAD BEEN IN THE VEHICLE AND THIS IS THE FAMILY VEHICLE. I ALSO READ SEVERAL FORUMS AND COMPLAINTS ON THE INTERNET REFERENCE MERCEDES FUEL PUMPS INCLUDING MY SPECIFIC MODEL. I READ HOW THEY HAVE CAUGHT ON FIRE. I ALSO SAW A PICTURE OF A FUEL PUMP OUT OF A ML 320 IN 2006 THAT HAD CAUGHT FIRE AND ALMOST LOOKED IDENTICAL TO MY FUEL PUMP I HAD REMOVED. I HAVE LOOKED FOR RECALLS AND STILL HAVE NOT HEARD BACK FROM MERCEDES. I AM AT A LOSS ON WHAT TO DO OR IF THERE IS ANYTHING I CAN DO. I WAS TOLD THAT MERCEDES KNOWS ABOUT THIS PROBLEM BUT THAT HEY ARE UNLIKELY TO DO ANYTHING BECAUSE OF THE COST. I WANT TO REPORT THIS IN CASE SOMETHING DOES HAPPEN TO ME AND MY FAMILY. IT WILL BE ON RECORD. THANK YOU FOR YOUR TIME. *TR
NHTSA ODI #10457817
95,000 miles · Apr 9, 2012
Service Brakes, HydraulicFire
TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT STATED THAT WHILE DRIVING 50 MPH, THE BRAKES UNEXPECTEDLY ENGAGED. THE CONTACT WAS ABLE TO SUCCESSFULLY COAST TO A STOP, WHEN HE SMELLED A BURNING ODOR. THE VEHICLE WAS TAKEN TO AN INDEPENDENT REPAIR SHOP, BUT THEY WERE UNABLE TO DIAGNOSE THE FAILURE. THE VEHICLE WAS N…
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TL* THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT STATED THAT WHILE DRIVING 50 MPH, THE BRAKES UNEXPECTEDLY ENGAGED. THE CONTACT WAS ABLE TO SUCCESSFULLY COAST TO A STOP, WHEN HE SMELLED A BURNING ODOR. THE VEHICLE WAS TAKEN TO AN INDEPENDENT REPAIR SHOP, BUT THEY WERE UNABLE TO DIAGNOSE THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE HAD SINCE RECURRED ONCE MORE. THE VEHICLE WAS NOT TAKEN BACK TO BE EXAMINED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 95,000. THE VIN WAS UNAVAILABLE.
NHTSA ODI #10454580
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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