Recalls & faults: Mercedes-Benz W211 E-Class sedan (2002-09)

Recalls: Mercedes-Benz W211 E-Class sedan

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Mercedes-Benz W211 E-Class sedan

2003 Mercedes-Benz W211 E-Class sedan: seatbelt tongue may not engage

In March 2004, a recall was issued for Mercedes-Benz W211 E-Class sedans fitted with a split and folding rear seat and manufactured between August 2003 and October 2003 due to the possibility that the tongue of the seat belt may not belt may not fully engage in the seatbelt buckle (PRA 2004/6890).

2002-04 Mercedes-Benz W211 E-Class sedan: Sensotronic Brake Control

In June 2004, a recall was issued for Mercedes-Benz W211 E-Class sedans made up to April 2004 for a potential electrical fault with the Sensotronic Brake Control (SBC) system that could unintentionally switch to the standard hydraulic brake system. A warning would be visible on the dashboard and an audible warning would also be provided (PRA 2004/7037).

Mercedes-Benz W211 E-Class sedan: Sensotronic Brake Control

In June 2005, a recall was issued for Mercedes-Benz W211 E-Class sedan vehicles due to potential faults with certain functions of the Sensotronic Brake Control (SBC) system (PRA 2005/7815).

2006-07 Mercedes-Benz W211 E 280 CDI: engine loses power and won’t restart

In June 2008, a recall was issued for Mercedes-Benz vehicles fitted with the 3.0-litre OM642 V6 turbo-diesel engine that were manufactured between May 2006 and October 2007. In these vehicles, an open circuit in the chip housing of the crankshaft position sensor could occur due to contamination of the silicone during its manufacture. When the problem occurred, the engine would lose all power and not restart. To fix, the crankshaft position sensor was replaced (PRA 2008/10085).

Mercedes-Benz W211 E-Class Sedan with sunroof: glass panel may separate

In August 2020, recall campaign RC2752 was issued for Mercedes-Benz W211 E-Class Sedans that had sunroofs. In these vehicles, the durability of the bonding between the sunroof glass panel and the sliding roof frame may not meet specifications and the glass panel may separate from the vehicle. If this occurred, there was an increased risk of a collision and risk of injury to road users. For the VINs of the recalled vehicles, please see PRA 2020/18467.

2002-09 Mercedes-Benz W211 E-Class Sedan: glass sunroof panel may detach

In July 2021, recall campaign RC2888 was issued for 2002-09 Mercedes-AMG W211 E-Class Sedans. Over time, the bonding of the sunroof glass panel may deteriorate and the glass panel may separate from the vehicle. If the sunroof panel detached, it would increase the risk of a collision and injury for road users. For the VINs of the recalled vehicles, please see REC-001647.

2002-09 Mercedes-Benz W211 E-Class Sedan: sunroof panel may detach

In February 2023, recall campaign RC3110 was issued for 2002-09 Mercedes-Benz W211 E-Class Sedans that were equipped with panoramic glass sliding sunroofs (option code 414). Due to a manufacturing defect, the sliding sunroof panel and frame may not have been bonded correctly. As a result, the sunroof panel may detach from the vehicle. If the panel partially or fully detached from the vehicle, there was an increased risk of injury to road users. For the VINs of the recalled vehicles, please see REC-005621.

Problems and faults: Mercedes-Benz W211 E-Class Sedan

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

Mercedes-Benz W211 E 200 Kompressor: M271 camshaft adjuster/sprocket failure

Background
For the M271 and M271 EVO engines, each camshaft has a camshaft adjuster/sprocket mounted to the front of it. The camshaft adjuster is mounted on a bearing so that it can rotate separately from the camshaft and is driven by timing chain. Furthermore, a solenoid is bolted onto the camshaft adjuster and attached to the end of the camshaft. As the camshaft adjuster is rotated by the timing chain, the sprocket can control the offset of the camshaft.

Camshaft adjuster/sprocket failure
The camshaft adjuster for the M271 engine is made from cast iron and its operation against the single-row steel timing chain causes the teeth to wear prematurely; while the teeth can potentially break off, this is relatively rare. Wear to the camshaft adjuster can cause:

• The engine’s valve timing to be advanced or retarded;
• The timing chain to stretch; and,
• At worst, changes to engine timing can cause the pistons and valves to collide – such engine damage is extremely serious.

Merc271 provides re-manufactured camshaft adjusters in which the original gear face has been removed and a high-tensile, surface hardened steel gear profile has been applied to make it significantly stronger. Some owners, however, recommend replacing the timing chains and camshaft adjusters as a preventative measure every 130,000 kilometres.

Symptoms
Symptoms of camshaft adjuster failure include:

• A rattling noise on start-up caused by play of the timing chain and camshaft adjuster teeth;
• Uneven running and a rough idle;
• Diagnostic trouble codes (DTCs) related to camshaft timing.

Replacement
Replacing the camshaft adjuster requires:

• The solenoid and valve cover to be removed;
• The tension on the timing chain to be released; and,
• The camshaft adjuster to be removed from the camshaft.

2002-04 Mercedes W211 E 200 Kompressor: M271 engine and carbon build up

For 2002-04 Mercedes-Benz W211 E 200 Kompressor vehicles (powered by the M271 engine), carbon could accumulate:

• On the exhaust valves (causing them to stick); and,
• On the valve guides/springs.

Symptoms of carbon build up include misfiring, increased fuel consumption, illumination of the ‘check engine’ light and the vehicle entering ‘limp home’ mode. If not attended to, the cylinder head may have to be removed to replace the valves and guides. The spark plugs may indicate if the engine has carbon build up –

• If the spark plugs are burnt, this is indicative of a rich fuel mixture that causes carbon to accumulate faster than normal; and,
• If the spark plugs have white spots, the engine may be leaking coolant. If there are white spots, a compression check is recommended.

It is understood that post-2005 M271 engines had re-designed exhaust valves that had greater clearance.

Mercedes-Benz W211 E 240 and E 320: M112 V6 crankshaft position sensor

For Mercedes-Benz W211 E 240 and E 320 with M112 V6 engines, the engine may run rough or hesitate due to water entering the crankshaft position sensor; if so, the sensor and wiring assembly require replacement.

2005-06 Mercedes W211 E 280 and E 350: M272 balancer shaft sprocket gear failure

In May 2011, Mercedes-Benz issued service bulletin LI03.30-P-050027 for Mercedes-Benz W211 E 280 and E 350 vehicles with M272 V6 engines which:

• Had serial numbers prior to 2729..30 468993; and,
• Were manufactured prior to October 2006.

In these vehicles, premature wear of a gear on the balancer shaft sprocket could cause the positioning of the camshafts in the right cylinder bank to be impaired (relative to the crankshaft). According to the service bulletin, this wear of the balancer shaft sprocket could cause the following symptoms:

• Illumination of the check engine light; and,
• Diagnostic trouble codes (DTCs) 1200 or 1208 stored in the ME-SFI control unit.

Owners have experienced failure of the balancer shaft sprocket gear after 95,000 kilometres, accompanied by rough running and illumination of the check engine light. From October 2006 production, a different material was used for the balance shaft sprocket.

For the M272 V6 engine, the repair procedure is as follows:

1. Remove the right front camshaft adjuster cover;
2. Check the balance shaft sprocket for wear using a flexible borescope. In rare cases, a stretched timing chain may be the reason for the DTCs if the sprocket does not exhibit any signs of wear;
3. If worn, replace the balance shaft. Note: since the balancer shaft is located inside the engine block, repairs are expensive;
4. Replace the chain tensioner (part number A272 050 01 11);
5. Change engine oil and filter;
6. Drive with engine at high load and rpm for at least 20 km;
7. Change engine oil and filter once more; and,
8. Replace the camshaft adjustment solenoids.

2006 Mercedes W211 E 500: M273 worn timing chain guide gear

In May 2011, Mercedes-Benz issued service bulletin LI03.30-P-050027 for Mercedes-Benz W211 E 500 vehicles with M273 V8 engines which:

• Had serial numbers prior to 2739..30 088611; and,
• Were manufactured prior to September 2006.

In these vehicles, a worn guide gear for the timing chain could cause the positioning of the camshafts in the right cylinder bank to be impaired (relative to the crankshaft). According to the service bulletin, this wear of the balancer shaft sprocket could cause the following symptoms:

• Illumination of the check engine light; and,
• Diagnostic trouble codes (DTCs) 1200 or 1208 stored in the ME-SFI control unit.

From September 2006 production, a harder material was used for the timing chain guide wheel.

For the M273 V8 engine, the repair procedure is as follows:

1. Remove the right front camshaft adjuster cover;
2. Check the timing chain guide wheel for wear using a flexible borescope;
3. If worn, replace the guide gear (part number A273 050 06 05) of the chain drive;
4. Replace the chain tensioner;
5. Change engine oil and filter;
6. Drive with engine at high load and rpm for at least 20 km;
7. Change engine oil and filter once more; and,
8. Replace the camshaft adjustment solenoids.

Mercedes-Benz W211 E 280, E 350 and E 500: M272 and M273 cam plug oil leak

Mercedes-Benz M272 V6 and M273 V8 engines that were produced prior to June 2008 may experience oil leaks (or ‘seepage’) from the round plastic expansion plugs (‘cam plugs’) on the back of the cylinder heads. There were two different size cam plugs:

• Part number A000 998 55 90: two small expansion plugs (approximately 2.5 cm diameter); and,
• Part number A000 998 56 90: one large small expansion plug (for engines without vacuum pump).

To fix, the existing plugs were to be removed, the opening cleaned and new plugs fitted; no sealer was to be used in the installation of the new plugs. New cam plugs that were not susceptible to oil leaks were phased into production in June 2008.

Mercedes-Benz W211 E 280, E 350 and E 500: actuator cam for VIM

For Mercedes-Benz W211 E 280 (2005-09), E 350 (2005-09) and E 500 (2006-09) vehicles, the plastic actuator cam in the variable intake manifold (VIM) for the M272 V6 and M273 V8 engines is susceptible to failure. Symptoms of a broken actuator cam include:

• Rough idle;
• A loss of power (particularly at low and mid-range engine speeds);
• Illumination of the check engine lights; and,
• Diagnostic Trouble Codes (DTCs) such as P2004, P2005, P2006, P2187 and P2189.

Due to the venting of oil from the PCV (positive crankcase ventilation) system, carbon deposits can accumulate on the swirl flaps inside the variable intake manifold. These carbon deposits increase the resistance on the plastic actuator cam and this can cause it to break. Other parts can also fail as a result, including the swirl flaps, the actuator mounting arms and the vacuum diaphragms.

AustralianCar.Reviews understands that the original equipment supplier for the intake manifold is Pierberg and that Mercedes-Benz’s repair involves replacing the entire intake manifold since they do not supply replacement actuator cams. However, eEuroparts.com sell intake manifold repair kits that replace the plastic actuator cam with a metal component and can be used for DIY repairs. However, the intake manifold also needs to be cleaned as part of any repair. For further information about this problem, please see:

• eEuroparts.com: Fixing Mercedes-Benz Intake Manifold Woes; and,
• eEuroparts.com: Mercedes-Benz Intake Manifold Repair DIY.

Mercedes-Benz W212 E 350 and E 500: actuator cam for VIM

For Mercedes-Benz W212 E 350 (2009-11) and E 500 (2009-11) vehicles, the plastic actuator cam in the variable intake manifold (VIM) for the M272 V6 and M273 V8 engines is susceptible to failure. Symptoms of a broken actuator cam include:

• Rough idle;
• A loss of power (particularly at low and mid-range engine speeds);
• Illumination of the check engine lights; and,
• Diagnostic Trouble Codes (DTCs) such as P2004, P2005, P2006, P2187 and P2189.

Due to the venting of oil from the PCV (positive crankcase ventilation) system, carbon deposits can accumulate on the swirl flaps inside the variable intake manifold. These carbon deposits increase the resistance on the plastic actuator cam and this can cause it to break. Other parts can also fail as a result, including the swirl flaps, the actuator mounting arms and the vacuum diaphragms.

AustralianCar.Reviews understands that the original equipment supplier for the intake manifold is Pierberg and that Mercedes-Benz’s repair involves replacing the entire intake manifold since they do not supply replacement actuator cams. However, eEuroparts.com sell intake manifold repair kits that replace the plastic actuator cam with a metal component and can be used for DIY repairs. However, the intake manifold also needs to be cleaned as part of any repair. For further information about this problem, please see:

• eEuroparts.com: Fixing Mercedes-Benz Intake Manifold Woes; and,
• eEuroparts.com: Mercedes-Benz Intake Manifold Repair DIY.

Mercedes-Benz W211 E 270 CDI: OM647 leaking diesel injectors

For the Mercedes-Benz W211 E 270 CDI’s OM647 diesel engine, the injector seal is a copper washer that is susceptible to failure. Failure of the injector seal causes fuel to leak from the cylinder head and symptoms of a leaking injector include:

• A fuel smell (like paraffin oil) inside the passenger compartment;
• A ‘chuffing’ sound from the top of the affected cylinder as combustion gas escapes on the compression stroke;
• A black, shiny ‘coal like’ deposit around the leaking injector or injectors (sometimes referred to as ‘black death’);
• A loss of power; and,
• Increased fuel consumption.

To fix, the engine covers have to be removed to determine which injector(s) are leaking. If carbon deposits are present, they have to be completely cleared and chipped away with a blunt screwdriver/scraper and vacuumed. Furthermore, if an unclamped injector cannot be moved freely by hand, it may have seized. If seized, the injector needs to be removed by a specialist as damage to the injector or head can result in significantly higher repair costs. The injector seat will likely be blackened and carbonised – this needs to be cleaned off; in severe cases, it may need to be re-cut to provide a usable sealing surface.

For further information, please see Mercedes Diesel Injector Advice.

Mercedes-Benz W211 E 280 CDI: knocking or ticking noise at idle

In February 2013, Mercedes-Benz issued Service Bulletin LI03.20-P-048278 for Mercedes-Benz W211 E-Class vehicles that had 3.0-litre OM642 diesel engines. For Australia, this was limited to the E 280 CDI, though affected models in international markets included the E 320 CDI and E 300 BlueTEC.

According to LI03.20-P-048278, these vehicles may exhibit an intermittent knocking or ticking noise at idle and at engine speeds up to 1500 rpm. Specifically,

• The noise would occur after a mileage of approximately 32,000 kilometres or after an oil change;
• The noise could be clearly heard in the area of the first crankshaft main bearing;
• The noise would not be present when the poly-V belt was removed;
• The noise was a pulse-like crackling that occurred at irregular intervals; and,
• 20 pulses (ticking) represented a ‘justifiable complaint’.

These symptoms were attributed to a ‘run-in effect’ or defect of the first crankshaft main bearing shells. To verify the complaint, the poly-V belt was to be removed to see if that eliminated the noise. To fix, the bearing shells of the first crankshaft main bearing were to be replaced.

Mercedes-Benz W211 E 280 CDI: OM642 engine

• Pre-2010 OM642 engines were susceptible to oil cooler leaks due to heat-related seal degradation. In 2010, Mercedes-Benz introduced more durable Viton seals which could be identified by their purple colour (the previously used seals were orange).
• The TWC temperature sensor (part no. A005 153 40 28) was susceptible to failure and was subsequently replaced with part no. A007 153 74 28. When the temperature sensor fails, the check engine light may illuminate and issue the OBD-2 diagnostic code P2031.
• The positive crankcase ventilation system vents to the inlet of the turbocharger. However, the vented air may contain too much oil to easily pass through the swirl motor valves which are downstream of the turbocharger. Once this oil and sludge begins to accumulate, the swirl motor valves may become inoperative and blow a fuse that controls other sensors which are required for the engine and emissions systems to operate properly. As a result, the vehicle will enter ‘limp home’ mode and limit engine speed to 3000rpm.

Problems and faults: Mercedes-Benz W211 E-Class sedan

• The ‘brake hold’ function may stop working due to a faulty signal on the network from the battery sensor.
• The halogen headlight bulbs may burn-out prematurely due to the voltage being too high; a software revision for the control subsequently reduced the voltage from 13.2 to 12.8 volts to extend bulb life.
• Water may leak onto the fuse box if the air intake drain valve gets clogged.
• The air conditioning compressor may make rumbling or squealing noises due to a bad pulley or bearings; improved components were subsequently released.
• The alternator may not adequately recharge the battery due to a faulty internal voltage regulator.
• The air conditioning (blower) motor may stop working or only work intermittently due to an internal circuit breaker in the air conditioning (blower) motor regulator that requires replacement.
• The air conditioning may only run in one mode due to a faulty connection at the C1 connector. Furthermore, the air conditioning may only work in the emergency mode due to a poor connection at the signal acquisition module.
• If the ‘Battery – Visit Workshop’ message appears, the battery control module may need to be reset or replaced.
• The steering wheel buttons may stop working due to electrostatic discharge damaging the steering column module.
• Water and dust may enter the tail-light housings due to poor sealing of the gasket.