NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
136 reports50,804 miles · Feb 2, 2009
Steering
TL*THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT RECEIVED A RECALL NOTICE FOR NHTSA CAMPAIGN ID NUMBER 03V121000 (STEERING:HYDRAULIC POWER ASSIST:HOSE, PIPING, AND CONNECTIONS). WHILE ATTEMPTING TO LEAVE A PARKING LOT, SHE COULD NOT PLACE THE VEHICLE INTO GEAR. THE VEHICLE WAS TOWED TO THE DEALER AT THE COST OF $15…
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TL*THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. THE CONTACT RECEIVED A RECALL NOTICE FOR NHTSA CAMPAIGN ID NUMBER 03V121000 (STEERING:HYDRAULIC POWER ASSIST:HOSE, PIPING, AND CONNECTIONS). WHILE ATTEMPTING TO LEAVE A PARKING LOT, SHE COULD NOT PLACE THE VEHICLE INTO GEAR. THE VEHICLE WAS TOWED TO THE DEALER AT THE COST OF $150. THE DEALER STATED THAT THE POWER STEERING PUMP, HYDRAULICS, RING, AND DRIVE BELT NEEDED TO BE REPLACED AT THE COST OF $1,320. THE MANUFACTURER STATED THAT THE RECALL DEFECT CAUSED THE FAILURE AND THE CONTACT SHOULD BE REIMBURSED FOR THE AMOUNT THEY PAID. SHE WAS INFORMED THAT THERE WOULD NOT BE ANY REIMBURSEMENT BECAUSE THE DEALER WILL ONLY INSTALL A NEW HOSE CLAMP ON THE POWER STEERING HOSE, WHICH WOULD LEAD TO THE POWER STEERING COOLER. THE POWER STEERING COOLING HOSE WILL BE INSPECTED AND REPLACED AS NEEDED. THE DEALER WILL NOT PAY FOR DAMAGES TO THE POWER STEERING PUMP. THE FAILURE MILEAGE WAS 50,804.
NHTSA ODI #10257169
68,000 miles · Jan 30, 2009
Air BagsSteeringCrashInjury
TL*THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. WHILE DRIVING APPROXIMATELY 60 MPH, THE STEERING FAILED AND THE CONTACT LOST CONTROL OF THE VEHICLE. HE CRASHED INTO A TREE AND THE VEHICLE WAS COMPLETELY DESTROYED. THE AIR BAGS DEPLOYED AND THE CHEMICALS CAUSED SEVERE BURNS ON HIS RIGHT ARM. HE HAS SUPPORTING DOCUMENTS. AFTE…
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TL*THE CONTACT OWNS A 2001 MERCEDES BENZ ML320. WHILE DRIVING APPROXIMATELY 60 MPH, THE STEERING FAILED AND THE CONTACT LOST CONTROL OF THE VEHICLE. HE CRASHED INTO A TREE AND THE VEHICLE WAS COMPLETELY DESTROYED. THE AIR BAGS DEPLOYED AND THE CHEMICALS CAUSED SEVERE BURNS ON HIS RIGHT ARM. HE HAS SUPPORTING DOCUMENTS. AFTER THE CRASH, THE CONTACT RECEIVED A RECALL NOTICE FOR NHTSA CAMPAIGN ID NUMBER 08V465000 (STEERING:HYDRAULIC POWER ASSIST:HOSE, PIPING, AND CONNECTIONS), WHICH EXPLICITLY REFERENCED THE FAILURE THAT HE EXPERIENCED. HE CALLED THE MANUFACTURER AND IS CURRENTLY WAITING FOR A RESPONSE. THE FAILURE AND CURRENT MILEAGES WERE 68,000.
NHTSA ODI #10256938
66,900 miles · Dec 27, 2008
Electronic Stability Control (esc)
WHILE DRIVING ABOUT 30MPH IN TRAFFIC, ESP WARNING LAMP IN SPEEDOMETER ILLUMINATED AND BRAKES WERE AUTOMATICALLY APPLIED INTERMITTENTLY CAUSING THE VEHICLE TO SHAKE VIOLENTLY. THE VEHICLE CONTINUED TO STOP AND GO UNTIL I WAS ABLE TO CROSS 2 LANES OF TRAFFIC TO EXIT TO THE SHOULDER. VEHICLE WAS TURNED OFF AND RESTARTED AT WHICH TI…
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WHILE DRIVING ABOUT 30MPH IN TRAFFIC, ESP WARNING LAMP IN SPEEDOMETER ILLUMINATED AND BRAKES WERE AUTOMATICALLY APPLIED INTERMITTENTLY CAUSING THE VEHICLE TO SHAKE VIOLENTLY. THE VEHICLE CONTINUED TO STOP AND GO UNTIL I WAS ABLE TO CROSS 2 LANES OF TRAFFIC TO EXIT TO THE SHOULDER. VEHICLE WAS TURNED OFF AND RESTARTED AT WHICH TIME THE BAS ESP MALFUNCTION INDICATOR LAMP ILLUMINATED. SEVERAL ATTEMPTS TO DRIVE THE VEHICLE RESULTED IN THE SAME STOP AND GO ACTION. AFTER TURNING THE VEHICLE OFF AND ON SEVERAL TIMES THE STOP AND GO ACTION CEASED BUT THE VEHICLE FELT AS THOUGH IT WAS PULLING A HEAVY LOAD. I WAS ABLE TO DRIVE THE VEHICLE HOME IN THIS CONDITION. THE NEXT DAY I STARTED THE VEHICLE AND NO MALFUNCTION CODES WERE DISPLAYED. I DROVE THE VEHICLE AROUND THE BLOCK WITHOUT INCIDENT. I THEN DROVE THE VEHICLE ON SOME ERRANDS AND, AS LUCK WOULD HAVE IT, THE STOP AND GO ACTION STARTED AGAIN AS I WAS ACCELERATING FROM A TRAFFIC SIGNAL ABOUT 600 YARDS FROM THE MERCEDES REPAIR SHOP. I LEFT THE VEHICLE WITH THE REPAIR SHOP AND HE CALLED A FEW HOURS LATER TO SAY IT NEEDED A YAW SENSOR. *TR
NHTSA ODI #10252914
90,600 miles · Aug 28, 2008
Electronic Stability Control (esc)
2001 MERCEDES BENZ ML320 INCIDENTS OF UNCOMMANDED BRAKE APPLICATION. THIS HAPPENED FOUR TIMES IN TWO WEEKS. I WAS DRIVING AT A STEADY SPEED OF 60 MPH ON A HIGHWAY WHEN ALL OF A SUDDEN THE CAR SHOOK VIOLENTLY FOR A SECOND, IT FELT LIKE THE ABS SYSTEM ENGAGED. AND THE ESP LIGHT COME ON. THE LAST TIME IT HAPPENED I WAS ACCELERAT…
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2001 MERCEDES BENZ ML320 INCIDENTS OF UNCOMMANDED BRAKE APPLICATION. THIS HAPPENED FOUR TIMES IN TWO WEEKS. I WAS DRIVING AT A STEADY SPEED OF 60 MPH ON A HIGHWAY WHEN ALL OF A SUDDEN THE CAR SHOOK VIOLENTLY FOR A SECOND, IT FELT LIKE THE ABS SYSTEM ENGAGED. AND THE ESP LIGHT COME ON. THE LAST TIME IT HAPPENED I WAS ACCELERATING FROM A TRAFFIC LIGHT (5MPH). *TR
NHTSA ODI #10240095
58,000 miles · Aug 24, 2008
SeatsInjury
2001 MERCEDES-BENZ ML320. I HAVE 2001 MERCEDES BENZ ML320, AND FEW MONTHS AGO ONCE I WAS DRIVING AND ALL OF SUDDEN MY DRIVER SEAT STARTED BURNING AND IT BURNT MY LEATHER SEAT, MY PANT AND MY SKIN. I JUST HAVE 58,000 MILES ON MY CAR. I HAVE HEARD THAT MANY OTHER ML OWNERS HAVE THE SAME PROBLEM, I THINK MERCEDES MUST RECALL ALL TH…
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2001 MERCEDES-BENZ ML320. I HAVE 2001 MERCEDES BENZ ML320, AND FEW MONTHS AGO ONCE I WAS DRIVING AND ALL OF SUDDEN MY DRIVER SEAT STARTED BURNING AND IT BURNT MY LEATHER SEAT, MY PANT AND MY SKIN. I JUST HAVE 58,000 MILES ON MY CAR. I HAVE HEARD THAT MANY OTHER ML OWNERS HAVE THE SAME PROBLEM, I THINK MERCEDES MUST RECALL ALL THIS MLS , AND THEY MUST FIX THIS PROBLEM. OR IF THEY DON'T RECALL, THEN GOVERNMENT MUST FORCE THEM TO RECALL THIS VEHICLES FOR THIS SPECIFIC PROBLEM. PLEASE INFORM ME IF MERCEDES-BENZ GIVE ANY RECALL. THANK YOU *TR
NHTSA ODI #10239529
105,000 miles · Jul 13, 2008
Electronic Stability Control (esc)
I HAVE AN 2001 MERCEDES BENZ ML320. I WAS DRIVING STEADY AT 40 MPH WHEN THE RIGHT FRONT BRAKE LOCKED UP FOR APPROXIMATELY 3 SECONDS, IT RELEASED FOR ABOUT 3 SECONDS THEN LOCKED UP AGAIN FOR ABOUT 3 SECONDS. THE ESP LIGHT (EXCLAMATION LIGHT ON THE CONSOLE LIGHTS UP AS WELL) I NEVER TOUCHED THE BRAKES!! THE SUV LEFT SKID MARKS …
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I HAVE AN 2001 MERCEDES BENZ ML320. I WAS DRIVING STEADY AT 40 MPH WHEN THE RIGHT FRONT BRAKE LOCKED UP FOR APPROXIMATELY 3 SECONDS, IT RELEASED FOR ABOUT 3 SECONDS THEN LOCKED UP AGAIN FOR ABOUT 3 SECONDS. THE ESP LIGHT (EXCLAMATION LIGHT ON THE CONSOLE LIGHTS UP AS WELL) I NEVER TOUCHED THE BRAKES!! THE SUV LEFT SKID MARKS ON THE STREET. I PROCEEDED ON AND THE SAME THING HAPPENED AGAIN. I NEVER TOUCHED THE BRAKES! THE BRAKE LIGHTS DO NOT COME ON WHEN IT HAPPENS. GOOD THING I WAS NOT ON THE FREEWAY OR ANY CARS SLAM ME FROM BEHIND. *TR
NHTSA ODI #10234090
75,800 miles · Apr 17, 2008
Electronic Stability Control (esc)
THERE WAS NO PRIOR INDICATION THAT THERE WOULD BE A FAILURE. THE ESP YAW SENSOR MALFUNCTIONED AND LOCKED UP A REAR BRAKE WHILE THE 2001 ML320 DOING ABOUT 70 MILES PER HOUR. I WAS ABLE TO REGAIN CONTROL OF THE VEHICLE AFTER SWERVING SEVERAL TIMES AND PULLED TO THE LEFT SHOULDER OF THE ROAD. I DROVE THE VEHICLE TO THE JACKSO…
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THERE WAS NO PRIOR INDICATION THAT THERE WOULD BE A FAILURE. THE ESP YAW SENSOR MALFUNCTIONED AND LOCKED UP A REAR BRAKE WHILE THE 2001 ML320 DOING ABOUT 70 MILES PER HOUR. I WAS ABLE TO REGAIN CONTROL OF THE VEHICLE AFTER SWERVING SEVERAL TIMES AND PULLED TO THE LEFT SHOULDER OF THE ROAD. I DROVE THE VEHICLE TO THE JACKSON MERCEDES-VOLVO DEALERSHIP IN MACON, GA. EVEN THOUGH THE BAS/ESP LIGHT WAS ON. THE DEALERSHIP RECOMMENDED REPLACEMENT OF THE YAW SENSOR. I WAS ALSO TOLD BY THE SERVICE REP. THAT THE MALFUNCTION OF THIS SENSOR CAN CAUSE THE BRAKES TO LOCKUP. *TR
NHTSA ODI #10224855
8 miles · Feb 7, 2008
Service Brakes, Hydraulic
WHEN DRIVING AT DIFFERENT SPEEDS THE VEHICLE APPLIES BRAKES WITHOUT DRIVER EVEN TOUCHING THEM. THIS ML320 HAS DONE IT SEVERAL TIME WHILE ON THE FREEWAY AND DOES IT AT RANDOM WITH NO WARNING. I TOOK IT TO THE DEALER AND THEY TOLD ME THAT IT WAS REALLY DANGEROUS TO DRIVE IT LIKE THAT BUT THEY STATED IN ORDER TO FIX IT WOULD BE $…
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WHEN DRIVING AT DIFFERENT SPEEDS THE VEHICLE APPLIES BRAKES WITHOUT DRIVER EVEN TOUCHING THEM. THIS ML320 HAS DONE IT SEVERAL TIME WHILE ON THE FREEWAY AND DOES IT AT RANDOM WITH NO WARNING. I TOOK IT TO THE DEALER AND THEY TOLD ME THAT IT WAS REALLY DANGEROUS TO DRIVE IT LIKE THAT BUT THEY STATED IN ORDER TO FIX IT WOULD BE $1,200 DLLS. SINCE THIS ITEM IS CONSIDERED A SAFETY HAZARD AND CAN CAUSE SERIOUS INJURY I BELIEVE THIS SHOULD BE REPAIRED BY MERCEDES AND NOT THE OWNERS. IF YOU NEED FURTHER INFORMATION ON THIS PLEASE VISIT THE MERCEDES FORUMS AND YOU WILL HAVE MORE STORIES TO READ ABOUT IT. HTTP://WWW.BENZWORLD.ORG/FORUMS/W163-M-CLASS/1345867-LEFT-FRONT-WHEEL-LOCKS-DOWN-NO-WARNING.HTML?HIGHLIGHT=YAW+SENSOR. *TR
NHTSA ODI #10217360
48,821 miles · Jul 12, 2007
Service Brakes, Hydraulic
FRONT LEFT WHEEL LOCKED WHILE DRIVING ABOUT 30 MPH. FOOT WAS NOT EVEN ON THE BRAKE PEDAL. BAS ESP LIGHTS CAME ON AND STAYED ON.*AK
NHTSA ODI #10196155
Mileage unknown · Mar 27, 2007
Air BagsCrashInjury
MY WIFE RAN INTO THE BACK OF A PARKED CAR ON A RESIDENTIAL STREET. SHE WAS DRIVING HER 2001 MERCEDES ML320 AT APPROXIMATELY 35 MPH. AT IMPACT, THE VEHICLE FLIPPED, LANDING ON THE PASSENGER SIDE ROOF AT THE FRONT CORNER, THEN ROLLED OVER TO AN UPRIGHT POSITION. NOT A SINGLE AIRBAG IN THE VEHICLE ACTIVATED TO PROTECT HER, EVEN …
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MY WIFE RAN INTO THE BACK OF A PARKED CAR ON A RESIDENTIAL STREET. SHE WAS DRIVING HER 2001 MERCEDES ML320 AT APPROXIMATELY 35 MPH. AT IMPACT, THE VEHICLE FLIPPED, LANDING ON THE PASSENGER SIDE ROOF AT THE FRONT CORNER, THEN ROLLED OVER TO AN UPRIGHT POSITION. NOT A SINGLE AIRBAG IN THE VEHICLE ACTIVATED TO PROTECT HER, EVEN THOUGH BOTH SIDES IMPACTED THE GROUND DURING THE FLIP AND ROLLOVER. *JB
NHTSA ODI #10186265
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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