2006 Freightliner Sprinter 2500

TL* THE CONTACT OWNS A 2006 FREIGHTLINER SPRINTER 2500 EQUIPPED WITH ANTARES COMFORT A5 TIRES, SIZE: LT225/75R16 118/16S 10PR, DOT NUMBERS: KBU5114 (PASSENGER SIDE) AND KBU51214 (DRIVER SIDE). WHILE DRIVING VARIOUS SPEEDS, THE VEHICLE SHOOK VIOLENTLY. THE CONTACT STOPPED THE VEHICLE AND DISCOVERED BULGES IN THE FRONT DRIVER AND PASSENGER SIDE TIRES. THE TIRES WERE CHANGED, BUT THE BULGES RETURNED IN BOTH TIRES. THE TIRES WERE NOT TAKEN TO A DEALER OR INDEPENDENT MECHANIC FOR DIAGNOSTIC TESTING. THE VEHICLE AND TIRE MANUFACTURERS WERE NOT NOTIFIED OF THE FAILURE. THE VEHICLE FAILURE MILEAGE WAS 73,443. THE TIRE FAILURE MILEAGE AND VIN WERE NOT AVAILABLE.

NHTSA ID

11121968

Incident

Jul 8, 2018

Mileage

73,443 mi

THE TURBO RESONATOR ON THESE VEHICLES IS A KNOWN FAILURE ISSUE, THIS VEHICLE HAS EXPERIENCED TWO FAILURES WHILE STILL UNDER WARRANTY. THE 2ND FAILED AT 70,000, THE MANUFACTURER IS QUITE WILLING TO REPLACE UNDER WARRANTY BUT DESPITE NUMEROUS PRODUCT CHANGES THE (Q5 IS THE LATEST VARIANT) THE COMPONENT CONTINUES TO FAIL UNPREDICTABLY POTENTIAL RESULTING IN A SERIOUS TRAFFIC INCIDENT. THE TURBO RESONATOR IS UNDER FULL TURBO BOOST PRESSURE (APPROXIMATELY 35"MAP) THUS IS MOST LIKELY TO FAIL WHEN UNDER MAX LOAD I.E. CLIMBING HILLS, ETC. AND IN HOT CONDITIONS. WHEN FAILURE OCCURS THE VEHICLE WILL IMMEDIATELY GO INTO "LIMP HOME MODE", SPEED WILL IMMEDIATELY DROP TO DANGEROUSLY LOW MPH (18MPH IN MY LAST EXPERIENCE) AND THE VEHICLE BECOMES A MAJOR TRAFFIC IMPEDIMENT. THIS LONG STANDING PROBLEM HAS BEEN WIDELY IGNORED BY MERCEDES TO DATE AND NEEDS TO BE CORRECTED BEFORE SOMEONE IS SERIOUSLY INJURED OR KILLED. *TR

NHTSA ID

10457354

Incident

Feb 8, 2008

Mileage

5,000 mi

I WAS DRIVING ON I-10 JUST WEST OF PALM SPRINGS CLIMBING A HILL WHEN MY VEHICLE SUDDENLY LOST POWER. THE TURBO RESONATOR HAD FAILED, CAUSING LACK OF ENGINE POWER. MY VAN SUDDENLY SLOWED FROM 70 MPH TO 35 MPH. TRAFFIC FROM BEHIND ME HAD TO REACT QUICKLY TO PASS ME. I WAS ABLE TO CONTINUE TO A DODGE DEALER, AND PURCHASED A REPLACEMENT TURBO RESONATOR. THE OLD ONE HAD A SPLIT IN IT, WHICH I FOUND WAS COMMON BASED ON A SEARCH ON THE INTERNET. THE COST OF THE PART WAS ABOUT $100 AND I WAS ABLE TO REPLACE IT -- AGAIN BASED ON INSTRUCTIONS FOUND ON THE INTERNET. I STILL HAVE THE OLD DEFECTIVE PART. *TR

NHTSA ID

10270013

Incident

Apr 4, 2009

Mileage

41,600 mi

ASSYST PLUS service reminder appears earlier than expected due to vehicle operating conditions Complaint The ASSYST PLUS service reminder appears earlier than expected. The customer or dealer may report that the vehicle did not reach the starting maintenance interval shown in vehicle documentation, option coding, sales literature, or the Owner's Manual. The service reminder may appear significantly earlier than anticipated even though no faults are stored and no malfunction is present in the vehicle. The remaining distance and remaining time continue to decrease normally until the service reminder is displayed. Cause This condition is not caused by a malfunction of ASSYST PLUS. ASSYST PLUS is a dynamic maintenance management system that continuously evaluates vehicle usage and opera-ting conditions to determine maintenance requirements. The starting maintenance interval specified by variant coding represents a maximum interval that may only be achieved under favorable operating conditions. Actual maintenance intervals may be significantly shorter depending on vehicle use. Vehicle operating conditions such as driving conditions, engine load, engine operating conditions, idling, short-trip operation, environmental influences, oil aging, and Diesel Particulate Filter (DPF) regeneration activity may reduce the maintenance interval from its starting value. These conditions may accelerate engine oil aging through increased soot loading, fuel dilution, moisture accumulation, and additional engine operating stress. As a result, the remaining distance and remaining time until the next service may be reduced from the starting maintenance interval. Remedy Do not replace any parts. A due service must be assumed if the maintenance data calculated by ASSYST PLUS indicates that service is required.

Complaint Complaint A: The engine is jolting/bucking between 1700 and 1900 rpm. Complaint B: One or more mechanical related fault codes for EGR Valve stored in CDI control unit, with possible Check Engine Light. Review list of mechanical fault codes in table below. NOTE: If one or more electrical related fault codes for EGR Valve are also present in CDI, utilize Complaint C. Review list of electrical fault codes PDF document in attachments. Complaint C: One or more electrical related fault codes for EGR Valve stored in CDI control unit, with possible Check Engine Light. Review list of electrical fault codes PDF document attached. NOTE: This LI supersedes LI14.20-N-073813, which is no longer valid. Cause Cause of Complaint A: Increased friction between the EGR Valve blade and seat due to soot deposits causing a delay of the EGR Valve being able to reach the target value of the EGR Valve position controller. NOTE: This causes the EGR Valve blade and potentially the boost pressure controller to oscillate. Cause of Complaint B: Soot deposits between the EGR Valve blade and seat leading to the EGR Valve no longer being able to meet the de-sired target of the EGR Valve position controller. Cause of Complaint C: Internal EGR Valve or other electrical faults related to the EGR Valve function. Remedy Remedy for Complaint A: Perform the following steps: 1. Disable the EGR Valve (Y27/17) by disconnecting the electrical connector. 2. Perform a test drive to check if the jolting/bucking issue resolves. 3. If the jolting/bucking is resolved, proceed to Remedy for Complaint B. 4. If jolting/bucking is still present, proceed with diagnosis to determine the root cause. Consider checking the follo-wing, but not limited to: •EGR system including the EGR Cooler, EGR Bypass Flap, EGR Temperature Sensor, and pipes for proper operati-on, excessive sooting and/or clogging, as well as EGR Bypass Flap vacuum element, switchover valve, and vacuum system. •Visually check the leak oil line or T-piece; reference LI07.00-N-059118.

OM642 DPF Filter Cracked or Broken Complaint Vehicle will not start or exhibits noisy exhaust. Check Engine Lamp (CEL) is on. Multiple control unit communication and system faults may be present, including but not limited to: 134800, 134900, 11B300, 11EC00, 15E100, 155700, 162500. Additional events codes may include: 134300, 102200, 163400, 16CE00. In many cases, multiple unrelated faults are stored due to electrical disruption from wiring damage rather than indivi-dual component failure. Cause The DPF filter is cracked, broken, or leaking, allowing hot exhaust gas to escape from the exhaust system. Depending on the location of the break or leak, hot exhaust gas may be directed toward the main wiring harness and/ or the SCR (Selective Catalytic Reduction) dosing valve assembly. This heat exposure can result in: • Internal melting of wiring insulation within the harness • Short to ground conditions and loss of communication between control units • Damage to the dosing valve and/or heated AdBlue line Damage to the wiring harness may not be visible externally, as the outer tape can remain intact while the internal wires are melted and fused together. Remedy Inspect the DPF assembly for cracks, separation, or leakage. Do not proceed with further diagnosis or component replacement until the exhaust leak source has been identified and confirmed. If any damage is found, replace the DPF filter assembly. Based on the location of the failure, inspect all components in the path of the exhaust leak, including the dosing valve assembly and main wiring harness. The wiring harness must be opened in any area exposed to the exhaust leak to visually inspect the individual wires. External inspection alone is not sufficient to determine harness condition. Repair or replace any damaged wiring in accordance with approved repair procedures. Replace any dosing system components that show signs of heat damage. Failure to identify and repair all heat-affected components will result in repeat faults or no-start conditions.

Complaint Rattling noise from underneath the vehicle. Cause One or more of the following conditions may be present: 1. The exhaust bracket from the DPF to the transmission is cracked or broken. • See Pic. 1 for an example of a broken bracket. 2. Transmission bell housing cracked or broken at the exhaust mounting area. • See Pic. 2 for an example of bell housing damage. 3. Exhaust bracket from DPF to engine (cylinder crankcase) cracked or broken. • See EPC OM651 #217 for bracket location. 4. Diesel Particulate Filter (DPF) pipe cracked at a weld joint. • Cracking may be present at bracket welds or along the DPF housing seams. • This can cause rattling noises and secondary exhaust bracket stress. • Perform a visual inspection of the DPF pipe and weld joints. Remedy Inspect all related components and repair or replace as required. Inspection and Repair 1. Inspect the exhaust bracket from the DPF to the transmission. • Check the bracket for cracks or complete separation. • See Pic. 1 for a failed example. • See EPC OM651 #550 and Pic. 3 for bracket location. • If damaged, replace the bracket. • See Pic. 4, Pic. 5, and Pic. 6 for the updated bracket design and identification. 2. Inspect the transmission bell housing. • Inspect the bell housing at the exhaust mounting point for cracks or structural damage. • See Pic. 2 for an example of bell housing damage. • Replace the transmission if damage is confirmed. 3. Inspect the exhaust bracket from the DPF to the engine (cylinder crankcase). • Inspect the bracket for cracks or broken mounting points. • See EPC OM651 #217 for bracket location. • Replace the bracket if damaged. 4. Inspect the DPF pipe. • Inspect the DPF for cracks at weld joints, especially near mounting points. • If cracking is found, replace per current aftertreatment guidelines. Correct positioning and tightening of the exhaust system are critical to prevent repeat failures. Positioning the Exhaust System 1. Position and align the exhaust system before tightening. • Support and fit the exhaust system in its installed position. • Push the exhaust system forward. • Install the DPF‑to‑transmission bracket and lightly tighten the mounting bolt. • Install the engine mount and V‑mount bolts by hand, approximately two turns. • See “Positioning of the exhaust system” image. Tightening Sequence 1. Tighten the exhaust system in the correct sequence. • Tighten engine mounting bolts to 25 Nm. • Tighten V‑mount bolts to 25 Nm. • Tighten exhaust bracket bolts to 15 Nm. • See “Tightening sequence of the exhaust system” image. 2. Verify mounting bolt locations. • Confirm correct mounting screw positions at the transmission bracket. • See Pic. 7 and Pic. 8 for mounting screw locations.

The check engine light is illuminated, or the AdBlue warning is active, with recorded faults related to AdBlue quality or concentration. Complaint Customer reports an illuminated check engine light and or an AdBlue system warning indicating AdBlue quality out of specification. The vehicle may enter reduced performance mode. One or more of the following fault codes related to the AdBlue tank may be stored: P206B31: Malfunction of the concentration sensor for AdBlue; the signal is absent. P203B31: Malfunction of the AdBlue fill level sensor; the signal is absent. P300494: The quality of the AdBlue is insufficient. Background AdBlue must meet ISO 22241 quality requirements. ISO 22241 urea content limits for AdBlue are 31.8 percent to 33.2 percent by mass. AdBlue begins to crystallize and freeze at approximately 12 degrees F. Freeze-thaw does not degrade the product when uncontaminated, and the bulk concentration returns to normal after complete thaw and mixing. Cause In cold soak conditions and during freeze thaw exposure, the tank contents may not be uniform at the time of sampling or system checks. During freezing and partial thaw, ice formation can temporarily create concentration gradients in the tank. As a result, urea percent readings can vary based on sample location and the state of thaw and mixing, which can produce apparent out of range readings even though the bulk fluid returns to normal after mixing. Remedy Testing Do not use a single urea percent reading taken from frozen, partially frozen, or not fully mixed AdBlue to make a repair or responsibility decision. Confirm full thaw and ensure tank contents are mixed before sampling. 1. Confirm full thaw - Confirm the AdBlue tank and associated components are fully thawed before sampling. - Do not sample slushy or partially frozen fluid. 2. Mix tank contents - Perform a road drive intended to mix the tank contents before sampling. - Idle time alone is not a reliable substitute for mixing. 3. Sample and measure - Take the sample and measure with the MB refractometer per the MB tool instructions. - Record the urea percent value. 4. Interpret the result against ISO 22241 limits - Within specification is 31.8 percent to 33.2 percent urea by mass. 5. Repeat if out of specification - If out of specification, repeat after an additional mixing drive to reduce sampling variation. - If still out of specification after full thaw, mixing, and repeat measurement, treat as a true out of specification result and proceed with further diagnosis per applicable MB guidance. Acceptance criteria AdBlue is within the ISO 22241 specification when the urea percent is between 31.8 percent and 33.2 percent by mass. Values outside this range are out of specification and require further diagnosis after completing the full thaw and mi-xing procedure above. Cross reference For vehicles with fault codes P206B31, P203B31, or P300494, refer to LI49.20-N-078838 for the detailed diagnostic and repair procedure. If a SCR or AdBlue warning reset is required after correction, refer to LI49.20-N-075995. Complete the diagnostic and corrective steps first. Perform the warning reset only after the underlying fault condition has been corrected. Warranty information and claim handling

EGR Valve Diagnosis & Cleaning (and EGR Cooler Cleaning) – OM642, Sprinter 906/907 Complaint A: The engine is jolting/bucking between 1700 and 1900 rpm. Complaint B: One or more mechanical related fault codes for EGR Valve stored in CDI control unit, with possible Check Engine Light. Review list of mechanical fault codes in table below. NOTE: If one or more electrical related fault codes for EGR Valve are also present in CDI, utilize Complaint C. Review list of electrical fault codes PDF document in attachments. Complaint C: One or more electrical related fault codes for EGR Valve stored in CDI control unit, with possible Check Engine Light. Review list of electrical fault codes PDF document attached. Cause of Complaint A: Increased friction between the EGR Valve blade and seat due to soot deposits causing a delay of the EGR Valve being able to reach the target value of the EGR Valve position controller. NOTE: This causes the EGR Valve blade and potentially the boost pressure controller to oscillate. Cause of Complaint B: Soot deposits between the EGR Valve blade and seat leading to the EGR Valve no longer being able to meet the desired target of the EGR Valve position controller. Cause of Complaint C: Internal EGR Valve or other electrical faults related to the EGR Valve function.