2017 Mercedes-Benz AMG E43

The contact owns a 2017 Mercedes-Benz AMG E43. The contact stated that while operating the vehicle, the TPMS detected that the air in the driver’s side front tire was low. After adding air to the tire, the warning light later reappeared. The cause of the failure was not yet determined. The contact indicated that previously three of the four rims had been replaced or repaired, due to cracks developing on the rims, causing the tires to become deflated. The local dealer was notified of the failure. The manufacturer was not contacted. The failure mileage was 10,782.

NHTSA ID

11449942

Incident

Sep 14, 2018

Mileage

10,782 mi

I STOPPED FOR A RED LIGHT, I SAW A POP UP ON THE DASHBOARD THAT READ 'BRAKE ASSIST DISENGAGED'. AT THAT POINT THE CAR SHUT ITSELF OFF. I TRIED TO RESTART WITH NO SUCCESS, IT WOULDN'T EVEN TRY TO TURN OVER. AFTER SITTING IN TRAFFIC FOR ABOUT THREE MINUTES UNABLE TO RESTART THE CAR, I JUST KEPT HITTING THE START / STOP BUTTON AND IT FINALLY TURNED OVER AND STARTED. I REPORTED THIS INCIDENT TO THE DEALERSHIP AND WAS TOLD THEY WOULD WORK ON THE CAR IF IT HAPPENED AGAIN! IF IT HAPPENS AGAIN IT COULD RESULT IN A MUCH WORSE OUTCOME. I WAS DEAD IN TOWN TRAFFIC, HEADING STRAIGHT THRU A RED LIGHT AFTER A COMPLETE STOP.

NHTSA ID

11282125

Incident

Nov 21, 2019

Mileage

18,357 mi

I WAS JUST DRIVING HOME ON A CITY STREET (9/20/18) AT ABOUT 35 MPH WHEN UNEXPECTEDLY THE BRAKES ON MY E43 LOCKED UP LAUNCHING MYSELF AND MY PASSENGER FORWARD AGAINST OUR SEAT BELTS. THE ANTI-LOCK BRAKES ENGAGED; I HEARD THE REAR TIRES "CHATTER". THE CAR DID NOT COME TO A COMPLETE STOP; THE BRAKES DISENGAGED AND WE ROLLED FORWARD. UNTIL I REALIZED WHAT HAPPENED I THOUGH I HIT SOMETHING. THERE WAS NO ONE IN FRONT OF ME, BUT THERE WAS SOMEONE BEHIND AND BESIDE ME. I TOOK THE CAR INTO MERCEDES AND THEY UPDATED THE SOFTWARE AND CHECKED THE SENSORS AND REPORTED BACK THAT EVERYTHING IS WORKING PROPERLY. SINCE THEY DID NOT FIND ANYTHING SPECIFIC - I FEEL THAT THE CAR HAS A DEFECT THAT IS DANGEROUS TO THE PUBLIC AND SHOULD BE RECALLED UNTIL A SOLUTION CAN BE DEMONSTRATED. THE PUBLIC NEEDS TO KNOW ABOUT THIS. OTHERS HAVE REPORTED THIS EXACT OCCURENCE. THIS IS A DEFECT THAT WILL RESULT IN SERIOUS INJURY - OR WORSE. THE CAR HAS PREMIUM PACKAGE 3 WHICH INCLUDES THE ACTIVE BRAKE ASSIST PROGRAM. I SUSPECT THIS WAS THE PROBLEM. ANOTHER PERSON REPORTED THIS WHEN CROSSING ONTO A BRIDGE. THAT WAS MY SPECIFIC EVENT ALSO; THE CAR DIPPED SLIGHTLY AS I WENT FROM STREET PAVEMEN TO BRIDGE PAVEMENT. PLEASE COMPEL MERCEDES TO TAKE RESPONSIBLE ACTION AND TAKE STEPS NECESSARY TO PROTECT THE PUBLIC; REGARDLESS OF HOW RARE THE EVENT MAY BE.

NHTSA ID

11132420

Incident

Sep 20, 2018

Mileage

21,000 mi

RIGHT FRONT AIR STRUT BLADDER EXPLODED WHILE DRIVING STRAIGHT ON A SMOOTH CITY STREET CAUSING RIGHT FRONT SUSPENSION TO COLLAPSE. CAR WAS ONLY DRIVABLE AT VERY SLOW SPEEDS AND WAS TRANSPORTED BY FLAT BED TO DEALER

NHTSA ID

11114098

Incident

Jul 14, 2018

Mileage

20,000 mi

WHILE DRIVING ON THE PENNSYLVANIA TURNPIKE A PIECE OF DEBRIS FROM THE ROAD, THE SIZE OF A SMALL ROCK, STRUCK THE TEMPERED BUT NOT LAMINATED GLASS SUNROOF, SHATTERED IT, AND CAUSED IT TO DISINTEGRATE INTO MANY SHARDS OF GLASS, FLYING OVER, AROUND, AND INTO THE CAR.

NHTSA ID

11034158

Incident

Oct 16, 2017

Mileage

7,000 mi

DISTRONIC BRAKE SYSTEM MALFUNCTION ALERT CAUSED CHECK ENGINE LIGHT TO ILLUMINATE AND CAUSED ENGINE TO TURN OFF. LUCKILY THE BRAKES STILL WORKED BUT NO ACCELERATION WAS POSSIBLE - KIND OF A PROBLEM AT HIGH SPEED ON A BUSY HIGHWAY AT RUSH HOUR. PULLED OVER AND PUT CAR IN PARK TO TURN OFF CAR. RESTARTED FINE AND 10 MINS LATER SAME THING HAPPENED. DEALER REPAIRED AND SAID IT WAS A SOFTWARE GLITCH THAT REQUIRED AN UPDATE. SOME GLITCH!

NHTSA ID

11025117

Incident

Sep 18, 2017

Mileage

7,000 mi

Complaint Customer complaints relating to automatic transmission 725.0 (NAG3 Classic /9G‑TRONIC automatic transmission) and 725.1 (NAG3 facelift/9G‑TRONIC automatic transmission facelift) For faster, more effective and more targeted diagnosis, Intelligent Predictive Repair (IPR) has been developed and integrated into XENTRY Diagnosis. This ensures an automated diagnosis process. Cause As part of the on‑going quality monitoring process and associated quality and damaged part appraisals, a high number of ineffective repairs have been discovered. Such ineffective repairs have a negative impact on all those involved. For the customer, it means high costs and long repair times and for the dealer, it may result in the warranty claim being rejected. Remedy General note: IPR is available for: ‑ NAG3 Classic (automatic transmission 725.0) ‑ NAG3 Classic ‑ AMG sport model (AMG 43 and AMG 53 with converter, automatic transmission 725.0) ‑ NAG3 Classic ‑ Hybrid (automatic transmission 725.0) ‑ NAG3 Classic ‑ AMG 63 (automatic transmission 725.0) ‑ NAG3 MOPF ISG2 (automatic transmission 725.1) ‑ NAG3 MOPF Hybrid (automatic transmission 725.1) ‑ NAG3 MOPF AMG sport model (AMG 53/AMG 53e with ISG48V2 & converter /hybrid, automatic transmission 725.1) ‑ NAG3 MOPF AMG 43/63 with engine 139/177 (automatic transmission 725.1) Steps for the Service Advisor: Important: The more information and detail that can be given to the workshop about the complaint, then the more effective the subsequent diagnosis with IPR can be. To this end, a detailed service reception questionnaire has been provided to help the Service Advisor ask the right questions about the complaint. ‑ Ask precise details about the customer complaint and the conditions and context. ‑ Fill out the service reception questionnaire (please see WIS document: OF27.00‑P‑3000‑05A) for customer complaints in detail and forward it to the workshop. Operation steps for the workshop employee: 1. Perform quick test 2. Access the transmission control unit via XENTRY Diagnosis 3. Select "A customer complaint has been received" and carry out all subsequent operation steps (IPR diagnosis path). 4. The IPR repair instructions are displayed, Carry out the IPR repair instructions without performing any further diagnostic or repair steps. ‑ Important: The IPR repair instructions are binding and must be carried out. Differing repairs are possible; such repairs must be documented in XENTRY in free text. Please observe the information regarding the IPR diagnosis process in XENTRY. Conventional diagnosis and subsequent appropriate repairs are only permitted if IPR does not specify any repair instructions. Invoicing for the guided IPR steps: Operation item 27‑0640 and 0.1 hours Notice regarding warranty: The use of IPR in association with warranty claims is mandatory! If the IPR repair instructions are disregarded without justification, the warranty claims may be rejected and/or are subject to debit. IPR will provide a measure to repair the vehicle based on various data sources (EEPROM, fault codes, etc). Please consider the vehicle maintenance record of the vehicle. For warranty and goodwill repairs, the transmission ECU test log and/or IPR test result must be uploaded into Paperless XENTRY Diagnosis (pXD) . If repair is being determined based of oil pan condition pictures of oil pan MUST be provided to warranty as justification. ·Tamper‑proof documentation: The IPR repair instructions are stored in the control unit log. Please file this document in a tamperproof manner ‑ either in digital form or as a hard‑copy printout and also enclose a printout with the damaged part. In this regard, please comply with the country‑specific warranty requirements of the MPC/general distributor.

Complaint Slight creaking noises when steering. Cause Noises may come from one or more sleeves of the horn contact plate. Remedy Remove the horn contact plate and check the sleeves for noise; see attached video. If necessary, apply lubricant to the sleeves.

Complaint Repeat workshop visit for vehicle vibration while braking from 60MPH. NOTE: Although the symptom is similar to a tire or wheel vibration, it is usually readily noticeable that it is distinctly different if it happens at all times or only while braking. Cause Although the cause of the vibration is most likely due to excessive lateral runout on the rotor or hub/wheel bearing, the system as a whole needs to be checked for other possible contributors. 1. Prior collision damage. 2. Excessive vehicle sitting times without rotating components. 3. Wheel bearing/hub lateral runout. 4. Wheel mating interface has been overtightened (did not follow WIS torque procedures). 5. Mating interfaces have been excessively modified (painted, gouged, bent, etc...). Remedy Read through the entire attached worksheet prior to performing. After performing, please review the final page and perform work accordingly. NOTE: This document is not pre‑authorization or otherwise dealing with warranty. This is intended for diagnostic purposes only. If there are any questions on how to proceed OR The work sheet has been performed and the vehicle has returned with the same concern. Please perform the measurements as seen in the worksheet again and open a TIPS case to the Body, Chassis, and Entertainment team.

Complaint Red coolant warning in instrument cluster. Fault codes U019F00 or U019F87 current/stored in MRG1 control unit. Cause Various causes Remedy Perform guided test for fault code U019F with XENTRY diagnosis. Verify the following connections are clean and tight. Correct any problems and retest pump actuation: ‑12V plug at M75/11 ‑48V plug at M75/11 ‑48V connector X192/4 ‑Connections at 48V fuse box F153/2 ‑Sockets 1,2, and 5 at connector 2 of MRG1 control unit ‑M75/11 circuit 41 ground If actuation and above connections are OK, but resistance between M75/11 and engine block is less than 2 ohms or heat shield touching coolant pump, proceed with below steps. 1‑Modify engine insulation per attached instructions. 2‑Remove engine control module and measure continuity within control unit between connector 2 pin 1 and connector 6 pin 2. 2a‑If open circuit is found, replace engine control unit (MRG1) and perform initial startup. Refer to XENTRY parts information group 54/054 item 300. 3‑Clear faults and verify M75/11 operating normally.

Complaint Only vehicles with a variable transfer case are affected. This can be identified through control unit N45 or N15/7 in the quick test. When accelerating with light load, vibrations or jolting sensation may come from the drivetrain. It may be mistaken for a harsh shift. Cause Modified oil quality of the transfer case over time Remedy 1. Check initial quick test for faults in the following control units. N45 or N15/7 ‑ All‑wheel drive (ARS) N127 ‑ 'Drivetrain' (PTCU) control unit Y3/8 ‑ Transmission control for 9‑gear transmission (VGS) N3/10 ‑ Engine electronics for combustion engine If faults are present: Process them as per the guided test in Xentry. If no faults are present: 2. Check the transmission oil level If the oil level is correct: 3. Unplug the connector for the transfer cases control unit and reassess the vehicle on a subsequent test drive If the complaint no longer occurs with the control unit disconnected: 4. Perform an oil change of the transfer case according to WIS specifications ‑ Collect an oil sample of the original fluid 5. Complete all transfer case Tech‑in processes located under VG Control Unit > Adaptations ‑ Resetting the oil service data ‑ Calibration of N15/7 5. Perform road test of vehicle to bring transmission to operating temperature (>60C ) 6. Operate vehicle in full circle with steering at full lock ‑ 5x to the left ‑ 5x to the right Return the vehicle to the client and request they drive the vehicle for at least 200 miles and return if the concern is not resolved. The extended drive will ensure the clutches are properly conditioned with the new oil and should resolve the concern. If this LI has already been applied to the vehicle, please submit a TIPS case to the Powertrain inbox with the following information: ‑ Initial quick test with fault freeze frame data ‑ Initial transmission EEPROM data ‑ VGS and Transfer Case Control Unit Log (N45 or N15/7) ‑ Special Acquisition Data .txt file (Transfer Case Control Unit > Special Procedures > Procedures for support queries to market support > Special Data Acquisition) ‑ Photo of the original oil condition ‑ What color was the fluid drained from the transfer case before the oil change? ‑ Was an oil sample collected, and can you provide a photo of the original fluid? ‑ What color and part number fluid was used during the oil change? ‑ How far was the vehicle driven after?

Complaint Clanking noise from the area of the speakers in the doors. Cause Under analysis. Remedy To narrow down the cause, first of all remove the door trim. • If the noise continues to occur even with the door trim removed, then continue the diagnosis working towards the speaker and if necessary, create a TIPS case with an informative video as an attachment. Note: Please refer to this document in the warranty claim and, once diagnosis is completed, select the damage code depending on the component part that is causing the issue. • If the noise stops when the door trim is removed, please proceed in accordance with LI72.10‑P‑067691. Information: In this case, do not use a damage code for the speakers in the warranty claim!