NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
136 reports109,470 miles · Feb 24, 2011
Electronic Stability Control (esc)
MY SON AND DAUGHTER WERE DRIVING MY 2001 MERCEDES ML320 (109,470 MILES) DOWN THE INTERSTATE IN CHARLESTON, SC ON A CLEAR, CALM SAT. AFTERNOON AT 70 MPH, WHEN THE VEHICLE BRAKED WITHOUT WARNING, PRACTICALLY THROWING THEM INTO THE DASHBOARD. ESP/BAS CODE WAS LIT. MY SON WAS ABLE TO MANEUVER THE VEHICLE TO THE SHOULDER, AND IT WA…
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MY SON AND DAUGHTER WERE DRIVING MY 2001 MERCEDES ML320 (109,470 MILES) DOWN THE INTERSTATE IN CHARLESTON, SC ON A CLEAR, CALM SAT. AFTERNOON AT 70 MPH, WHEN THE VEHICLE BRAKED WITHOUT WARNING, PRACTICALLY THROWING THEM INTO THE DASHBOARD. ESP/BAS CODE WAS LIT. MY SON WAS ABLE TO MANEUVER THE VEHICLE TO THE SHOULDER, AND IT WAS TOWED TO AN INDEPENDENT SHOP. A BRAKE INSPECTION WAS DONE, AND THERE SEEMED TO BE A PROBLEM WITH THE EMERGENCY BRAKE CABLE, WHICH WAS CORRECTED. I HAD HAD NEW BRAKES PUT ON FRONT AND BACK A WEEK BEFORE. NO CODES WERE LIT ON THE DASHBOARD. THREE DAYS LATER THE SAME THING HAPPENED WHEN MY DAUGHTER WAS DRIVING IT, LUCKILY AT A SLOW SPEED, AND IT DID IT AGAIN. THIS TIME I HAD IT TOWED TO BAKER MOTOR CO., THE MERCEDES DEALER IN CHARLESTON. THE DIAGNOSIS WAS THAT THE BACK LEFT BRAKE PAD WAS NOT BOLTED ON TIGHTLY, AND THAT THE YAW SENSOR NEEDED TO BE REPLACED, AT A COST OF $1254.00. I ASKED IF THE VEHICLE WAS STILL SHOWING THE CODE FOR THAT AND THE SERVICE ADVISOR SAID IT WAS NOT, SO I WAS HOPEFUL THAT THE LOOSE BRAKE PAD HAD BEEN THE PROBLEM, AND I DECLINED THE YAW REPLACEMENT. I ASKED HIM IF THE VEHICLE SEEMED OK, AND HE SAID THAT HE WOULD NOT ALLOW HIS TECHNICIAN TO TAKE IT OUT FOR A TEST DRIVE, BECAUSE IT WAS TOO DANGEROUS BUT HE COULD DRIVE IT IN THE PARKING LOT. I HAD NO PROBLEMS AGAIN UNTIL FEB. 12, 2011, WHEN, AGAIN, ON A SUNNY, CALM SAT. AFTERNOON, I WAS MAKING A LEFT TURN AND THE VEHICLE CAME TO A SCREECHING HALT WITH THE ESP/BAS CODE SHOWING. IT WAS TOWED TO THE DICK DYER MERCEDES, WHERE THE YAW DEFECT WAS DIAGNOSED AGAIN. I DID SOME INTERNET RESEARCH, GOOGLING "YAW SENSOR" AND WAS QUITE SURPRISED TO LEARN THAT MANY OTHERS HAVE REPORTED THE EXACT PROBLEM, GOING BACK SEVERAL YEARS. I UNDERSTAND THAT THE PART WOULD NOT BE UNDER WARRANTY, BUT SHOULDN'T MERCEDES HAVE WARNED THEIR OWNERS ABOUT THIS VERY DANGEROUS SITUATION?
NHTSA ODI #10385054
161,000 miles · Feb 23, 2011
Vehicle Speed Control
2001 MB ML320 WHEN PUSH THE BRAKE THE CRUISE CONTROL DID NOT DISENGAGED THE CAR DID NOT STOP HAD TO PUSH THE GEAR TO N. *TR
NHTSA ODI #10384080
20,000 miles · Oct 12, 2010
Electrical System
TL*THE CONTACT OWNS A 2001 MERCEDES ML320. WHILE DRIVING AT ANY SPEED, THE VEHICLE WOULD SUDDENLY STOP ACCELERATING; THE FAILURE WAS INTERMITTENT. THE CONTACT HAD TO SHUT THE VEHICLE OFF AND WHEN IT WAS RESTARTED, IT WOULD PERFORM AS NORMAL. THE CONTACT CALLED THE MANUFACTURER WHO STATED THAT THE VEHICLE WAS NOT INCLUDED IN RECA…
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TL*THE CONTACT OWNS A 2001 MERCEDES ML320. WHILE DRIVING AT ANY SPEED, THE VEHICLE WOULD SUDDENLY STOP ACCELERATING; THE FAILURE WAS INTERMITTENT. THE CONTACT HAD TO SHUT THE VEHICLE OFF AND WHEN IT WAS RESTARTED, IT WOULD PERFORM AS NORMAL. THE CONTACT CALLED THE MANUFACTURER WHO STATED THAT THE VEHICLE WAS NOT INCLUDED IN RECALL 01V061000 (ELECTRICAL SYSTEM: WIRING). THE VEHICLE HAD NOT BEEN REPAIRED. THE FAILURE MILEAGE WAS APPROXIMATELY 20,000 AND THE CURRENT MILEAGE WAS APPROXIMATELY 166,000. THE VIN WAS UNAVAILABLE.
NHTSA ODI #10360100
10,179 miles · Sep 15, 2010
Service Brakes, Electric
MAKE-MERCEDES-BENZ YEAR 2001 SUV ML320 IT BRAKES BY IT SELF WHILE IN MOTION: IT HAS HAPPENED TWICE I TOOK IT TO A LOCAL DEALER HE CLAIMED THAT THE BRAKE CONTROL DEVICE HAD MALFUNCTIONED HE PUT A NEW ONE AND AFTER DRIVING FOR A WEEK IT AGAIN BRAKED IT SELF WHILE I WAS DRIVING VERY DANGEROUS I WAS LIKE I WAS DRIVING VERY SLOWLY…
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MAKE-MERCEDES-BENZ YEAR 2001 SUV ML320 IT BRAKES BY IT SELF WHILE IN MOTION: IT HAS HAPPENED TWICE I TOOK IT TO A LOCAL DEALER HE CLAIMED THAT THE BRAKE CONTROL DEVICE HAD MALFUNCTIONED HE PUT A NEW ONE AND AFTER DRIVING FOR A WEEK IT AGAIN BRAKED IT SELF WHILE I WAS DRIVING VERY DANGEROUS I WAS LIKE I WAS DRIVING VERY SLOWLY COMING OUT OF THE PARKING LOT. CAN YOU PLEASE LET ME KNOW WHETHER THERE HAS BEEN ANY OF THIS KIND OF REPORT ON THIS CAR? *TR
NHTSA ODI #10355654
95,000 miles · Aug 31, 2010
Vehicle Speed Control
MERCEDES BENZ HAS A SERIOUS DESIGN AND QUALITY CONTROL PROBLEM. WHILE DRIVING THE BRAKE SWITCH FAILS CAUSING THE CRUISE CONTROL TO ACCELERATE. THE MERCEDES BENZ SERVICE MANAGER AND LEAD MECHANIC BOTH ACKNOWLEDGED AND EXPLAINED THIS PROBLEM TO ME NOTING THAT CURRENT MODELS COULD SUFFER FROM THE SAME DESIGN AND THEY'VE BEEN HAVI…
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MERCEDES BENZ HAS A SERIOUS DESIGN AND QUALITY CONTROL PROBLEM. WHILE DRIVING THE BRAKE SWITCH FAILS CAUSING THE CRUISE CONTROL TO ACCELERATE. THE MERCEDES BENZ SERVICE MANAGER AND LEAD MECHANIC BOTH ACKNOWLEDGED AND EXPLAINED THIS PROBLEM TO ME NOTING THAT CURRENT MODELS COULD SUFFER FROM THE SAME DESIGN AND THEY'VE BEEN HAVING PROBLEMS WITH THEIR VENDOR PROVIDING FAULTY BRAKE SWITCHES. I WAS DRIVING MY 2001 ML320 WITH CRUISE CONTROL AT 60 MPH. I TAPPED THE BRAKE TO DISENGAGE THE CRUISE CONTROL AS I WAS EXITING THE FREEWAY. THE CAR BEGAN TO ACCELERATE. I BRAKED HARDER AND THE CAR INCREASED ACCELERATION TO THE POINT OF ALMOST OVER POWERING MY EFFORTS TO BRAKE. I WAS PANICKED SO I STEPPED ON THE PARKING BRAKE, PUT THE CAR IN NEUTRAL, THE ENGINE RACED HARDER AND HARDER, AS I PULLED OFF THE ROAD AND PUSHED THE GEAR SHIFT INTO NEUTRAL AND TURNED OFF THE CAR. THE SERVICE MANAGER AND MECHANIC EXPLAINED THAT BY DESIGN IF THE BRAKE SWITCH FAILS THEN THE CRUISE CONTROL WON'T TURN OFF AS IT'S SUPPOSED TO WHEN YOU APPLY THE BRAKE PEDAL. FURTHERMORE THE CRUISE CONTROL SENSES THAT THE CAR IS SLOWING DOWN BECAUSE I WAS BRAKING SO IT INCREASES THE ACCELERATION TO GET THE CAR BACK UP TO THE CRUISE CONTROL SET SPEED. THE MORE YOU BRAKE THE MORE THE CRUISE CONTROL WILL FORCE THE CAR TO ACCELERATE. THE MECHANIC SAID THE SOLUTION WAS TO MANUALLY TURN OFF THE CRUISE CONTROL, BUT I WAS SO PANICKED THAT THOUGHT NEVER OCCURRED TO ME. IF IT WAS MY WIFE OR 16 YEAR OLD SON DRIVING THEY WOULD HAVE CRASHED THE CAR. THE SERVICE MANAGER ACKNOWLEDGED THAT MERCEDES BENZ IS AWARE OF THE PROBLEM. THEY FIXED MY BRAKE SWITCH FOR FREE AFTER HEARING MY SCARY STORY. I TOLD THEM I THOUGHT THEY SHOULD HAVE A RECALL TO FIX THIS DESIGN PROBLEM. THE DESIGN SHOULD INCLUDE A SECONDARY BRAKE SWITCH OR SOME TYPE OF AUTOMATIC CRUISE CONTROL TURN OFF FUNCTION. *TR
NHTSA ODI #10353216
140,000 miles · Aug 26, 2010
Electronic Stability Control (esc)Service Brakes, Hydraulic
2001 MERCEDES ML320 BRAKES WOULD ACTIVATE THEMSELVES AT ALL SPEEDS. ESP/BAS LIGHT WOULD COME ON AND TRIANGLE WARNING LIGHT WOULD ILLUMINATE. THIS HAPPENED SEVERAL TIMES AT 70+ MPH LOCKING BOTH BACK WHEELS ALMOST CAUSING THE VEHICLE TO GO OUT OF CONTROL. *TR
NHTSA ODI #10351991
125,000 miles · Jul 19, 2010
Traction Control System
WHILE DRIVING MY VEHICLE, AT VARIOUS SPEEDS, FIRST TIME AT 45 MPH, SECOND AT 5 MPH, THIRD AT 25 MPH, THE ESP - ELECTRONIC SLIP PROTECTION SYSTEM WOULD ENGAGE IN MY 2001 MERCEDES ML 320 AND BRING ME TO A GRINDING HALT BY AUTOMATICALLY PUMPING THE BRAKES WHILE MY FOOT WAS ON THE GAS. THIS COULD VERY WELL HAVE CAUSED A SERIOUS ACC…
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WHILE DRIVING MY VEHICLE, AT VARIOUS SPEEDS, FIRST TIME AT 45 MPH, SECOND AT 5 MPH, THIRD AT 25 MPH, THE ESP - ELECTRONIC SLIP PROTECTION SYSTEM WOULD ENGAGE IN MY 2001 MERCEDES ML 320 AND BRING ME TO A GRINDING HALT BY AUTOMATICALLY PUMPING THE BRAKES WHILE MY FOOT WAS ON THE GAS. THIS COULD VERY WELL HAVE CAUSED A SERIOUS ACCIDENT. I WENT TO THE DEALER WHERE THEY REPLACED THE COMPUTER CHIP UNDER THE BRAKE PEDAL BUT WERE UNCERTAIN OF THE CAUSE OF THIS PROBLEM. -250$ INSTEAD I TOOK THE CAR HOME TO SEE WHO ELSE COULD WORK ON THE YAW SENSOR AS THEY CLAIMED TO BE SENDING THIS FAULTY SIGNAL. AS SOON AS I LEFT THE DEALER IT HAPPENED AGAIN. THEY WANT ME TO GO IN FOR AN OVERHAUL ON THE ESP/BAS SYSTEM FOR NEARLY 2000 DOLLARS. *TR
NHTSA ODI #10344102
97,950 miles · Jul 2, 2010
Electrical SystemCrash
MY 2001 MERCEDES ML320 SUV DEVELOPED A DEFECT IN THE IGNITION SWITCH, WHEREBY THE KEY CAME OUT WHILE THE CAR WAS NOT IN THE PARK POSITION. IN JUNE 2009, THE CAR WAS PARKED IN MY DRIVEWAY AND IGNITION TURNED OFF. I DIDN'T REALIZE THAT THE KEY CAME OUT WHEN THE CAR WAS IN NEUTRAL INSTEAD OF PARK. AFTER A WHILE THE CAR ROLLED BACKW…
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MY 2001 MERCEDES ML320 SUV DEVELOPED A DEFECT IN THE IGNITION SWITCH, WHEREBY THE KEY CAME OUT WHILE THE CAR WAS NOT IN THE PARK POSITION. IN JUNE 2009, THE CAR WAS PARKED IN MY DRIVEWAY AND IGNITION TURNED OFF. I DIDN'T REALIZE THAT THE KEY CAME OUT WHEN THE CAR WAS IN NEUTRAL INSTEAD OF PARK. AFTER A WHILE THE CAR ROLLED BACKWARDS AND HIT A NEIGHBORS CAR AND THE GARAGE DOOR OPPOSITE MY DRIVEWAY. I REPORTED THE INCIDENT TO MERCEDES AND THE DEALER SAID THAT THE DEFECT CANNOT BE COVERED FREE BY THE MANUFACTURER AS THE CAR WAS OUT OF WARRANTY. I PAID ALMOST $1000 TO GET THE IGNITION SWITCH DEFECT FIXED. *TR
NHTSA ODI #10341278
150,000 miles · Jun 10, 2010
Electronic Stability Control (esc)Crash
MY NAME IS [XXX] AND I JUST HAD A SMALL ACCIDENT ON JUNE 08TH, 2010 IN PHOENIX AZ. IT INVOLVED MY 2001 MERCEDES BENZ ML320. FACTS: ON JUNE 8TH, 2010 I WAS TRAVELING AT APPROXIMATELY 50 MPH ON THE FREEWAY (HOV LANE) WHEN THE FRONT RIGHT WHEEL LOCKED. THE BRAKES JUST ENGAGED WITHOUT WARNING AND OR ME ACTIVATING THEM. LUCKILY I…
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MY NAME IS [XXX] AND I JUST HAD A SMALL ACCIDENT ON JUNE 08TH, 2010 IN PHOENIX AZ. IT INVOLVED MY 2001 MERCEDES BENZ ML320. FACTS: ON JUNE 8TH, 2010 I WAS TRAVELING AT APPROXIMATELY 50 MPH ON THE FREEWAY (HOV LANE) WHEN THE FRONT RIGHT WHEEL LOCKED. THE BRAKES JUST ENGAGED WITHOUT WARNING AND OR ME ACTIVATING THEM. LUCKILY I THE PERSON BEHIND ME WAS ABLE TO SWERVE TO AVOID ME BUT STILL CLIPPED THE LEFT SIDE OF MY REAR BUMPER. I BELIEVE I'M LUCKY I DID NOT CAUSED OR SUSTAINED ANY SERIOUS INJURY. I TOOK THE CAR TO A LOCAL MERCEDES BENZ DEALER FOR SERVICE AND THEY TOLD ME IT COULD BE MANY THINGS WRONG. MB KNOWS ABOUT THE PROBLEM WITH THE MB ML320'S YEAR 1998-2001. THE GENTLEMEN @ MB TOLD ME THAT BUT THEY WILL NOT TAKE ANY RESPONSIBILITY. HE INSTRUCTED ME NOT TO DRIVE THE VEHICLE IN THE CURRENT CONDITION. I ASKED IF MB KNOWS ABOUT THE PROBLEM WHY NOT ISSUED A RECALL AND FIX THE PROBLEM? THE ANSWER WAS, NOT ENOUGH ACCIDENTS OR INCIDENTS TO ISSUED THE RECALL. IN OTHER WORDS, THEY ARE WAITING FOR SOMEONE TO GET SERIOUSLY INJURED OR KILLED TO CHANGE THE SYSTEM THAT WAS SET IN PLACE TO AVOID THIS PROBLEMS AND MAKE US AND CARS SAFER. MY QUESTION IS TO YOU ODI, WHAT CAN YOU DO TO ASSIST ME? INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR
NHTSA ODI #10335602
92,970 miles · Apr 9, 2010
Service Brakes, HydraulicTraction Control System
WE BOUGHT A USED MERCEDES ML WHICH HAD THE BAS/ESP LIGHTS ILLUMINATED AND IMMEDIATELY PAID $1,268 TO GET THIS FIXED BEFORE DRIVING IT ANYWHERE. WE TOLD THE DEALER WE WOULD BE GOING ON A 600 MILE TRIP. IT SEEMED TO BE FIXED, BUT AFTER SEVERAL HUNDRED MILES OF DRIVING ON THE WAY BACK FOR HOURS THE BAS/ESP LIGHT CAME ON AGAIN. I…
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WE BOUGHT A USED MERCEDES ML WHICH HAD THE BAS/ESP LIGHTS ILLUMINATED AND IMMEDIATELY PAID $1,268 TO GET THIS FIXED BEFORE DRIVING IT ANYWHERE. WE TOLD THE DEALER WE WOULD BE GOING ON A 600 MILE TRIP. IT SEEMED TO BE FIXED, BUT AFTER SEVERAL HUNDRED MILES OF DRIVING ON THE WAY BACK FOR HOURS THE BAS/ESP LIGHT CAME ON AGAIN. IT WAS IN THE MIDDLE OF THE NIGHT AND THERE WAS NO ONE TO CALL TO CHECK ON THIS, AND THE DEALER NEVER TOLD US IT COULD BE DANGEROUS. ALL OF THE SUDDEN A FEW HOURS LATER ONE OF THE WHEELS LOCKED UP AND SENT US OUT OF CONTROL WINDING UP ON THE SIDE OF THE HIGHWAY. MY WIFE AND OUR TWO KIDS WERE NEARLY KILLED. THIS IS AN EXTREMELY DANGEROUS SAFETY ISSUE THAT HAS BEEN REPORTED PREVIOUSLY YEARS AGO. IF THIS HAD HAPPENED WHILE GOING THE SPEED LIMIT OF 70MPH DOWN THE HILL NEXT TO THE DEEP RAVINE I AM SURE WE WOULD HAVE ALL BEEN KILLED OR SERIOUSLY INJURED. THIS IS A SERIOUS SAFETY ISSUE. PLEASE PROTECT CONSUMERS BY ISSUING A RECALL ON ANY MERCEDES WITH THE BAS/ESP FEATURE. THIS IS VERY LIKELY TO CAUSE SERIOUS INJURIES OR FATALITIES AT ANY POINT IN THE FUTURE. WE HAD NO IDEA. PLEASE WARN CONSUMERS. WHAT IF MY WIFE WAS DRIVING THE CAR? SHE DOES NOT KNOW HOW TO HANDLE THIS SITUATION LIKE I DID. WE BOUGHT THIS AS MY DAUGHTERS FIRST VEHICLE. NOW WHAT AM I GOING TO DO? I DON'T FEEL RIGHT SELLING THIS CAR TO ANYONE ELSE OR LETTING MY FAMILY DRIVE IT. THE SYSTEM DOES NOT PROPERLY WARN CONSUMERS. AFTER PARKING THE CAR OVERNIGHT THE BAS/ESP SYSTEM IS NO LONGER LIT UP. THIS IS AN ACCIDENT WAITING TO HAPPEN AGAIN AS MY DEALER WILL PROBABLY FIND "NOTHING WRONG WITH IT". THEY COULD HAVE AT LEAST WARNED US OR REPLACED ALL OF THE SENSORS AS A PRECAUTION. *TR
NHTSA ODI #10324691
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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