2002 Mercedes-Benz ML500

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

ANALYSIS OF COMPLAINTS TO ODI AND MERCEDES AND WARRANTY CLAIM DATA SUBMITTED BY MERCEDES INDICATES THAT THE ALLEGED DEFECT HAS OCCURRED AT A LOW RATE (36.5 COMPLAINTS PER 100,000 VEHICLES AND 0.29 PERCENT WARRANTY CLAIM RATE), WITH NO DISCERNABLE DEFECT TREND INDICATING THAT THE RATE OF CHAFING RELATED BRAKE LINE FAILURES IS INCREASING.THERE HAVE BEEN NO NEW COMPLAINTS SINCE JANUARY 2009.WHEN THE ANALYSIS IS LIMITED TO INCIDENTS OF BRAKE LINE LEAKAGE THAT RESULTED IN ALLEGATIONS OF REDUCED BRAKE EFFECTIVENESS, THE RATE DROPS EVEN FURTHER (22.3 COMPLAINTS PER 100,000 VEHICLES AND 0.04 PERCENT WARRANTY CLAIM RATE). MERCEDES PROVIDED DATA SHOWING THAT IN THE RARE INSTANCES WHEN CHAFING DID PROGRESS TO BRAKE LINE LEAKAGE THE DRIVER WOULD BE IMMEDIATELY ALERTED TO A PROBLEM BY ILLUMINATION OF THE BRIGHT YELLOW ESP/BAS WARNING LAMP AND CHANGES IN BRAKE PEDAL FEEL.CONTINUED OPERATION WITH A LEAKING BRAKE LINE WOULD RESULT IN ILLUMINATION OF THE BRIGHT RED BRAKE WARNING LAMP AND AN AUDIBLE CHIME DUE TO LOW MASTER CYLINDER RESERVOIR LEVEL. CONTINUED OPERATION WITH THE BRAKE WARNING LAMP ILLUMINATED WOULD ULTIMATELY DRAIN THE RESERVOIR FOR THE AFFECTED CIRCUIT, RESULTING IN LOSS OF THE CIRCUIT AND AN APPROXIMATELY 80% INCREASE IN STOPPING DISTANCES. SURVEYS CONDUCTED BY ODI AND VRTC INDICATE THAT ROUTING ANOMALIES MAY BE MORE COMMON THAN THE COMPLAINT AND WARRANTY DATA SUGGEST FOR THE SUBJECT LINE BUNDLE, WITH LINE CONTACT OR OTHER ROUTING ANOMALY NOTED IN 13 OF 51 VEHICLES SURVEYED BY ODI AND VRTC (25.5%).WHILE EVIDENCE OF CONTACT BETWEEN THE FUEL LINE AND SUBJECT BRAKE IN A PARTICULAR VEHICLE IS NOT NECESSARILY PREDICTIVE OF EVENTUAL LINE FAILURE/LEAKAGE, SIGNIFICANT CHAFING WEAR WAS NOTED IN TWO SURVEY VEHICLES (3.9%).TO ADDRESS CONCERNS WITH LINE ROUTING AND ENSURE THAT LINES WITH EVIDENT CHAFING DO NOT PROGRESS TO A LEAK CONDITION, MERCEDES WILL CONDUCT AN OWNER NOTIFICATION PROGRAM INSTRUCTING OWNERS TO BRING THE VEHICLES TO A DEALER FOR A FREE INSPECTION AND REPAIR.LINES THAT DO NOT HAVE A SPACER (RUBBER GROMMET OR OMEGA-CLIP) BETWEEN THE SUBJECT FUEL AND BRAKE LINES WILL HAVE AN OMEGA-CLIP SPACER INSTALLED TO ENSURE ADEQUATE CLEARANCE BETWEEN THE LINES.BRAKE LINES WITH CHAFE MARKS WILL BE REPLACED. ACCORDINGLY, THIS INVESTIGATION HAS BEEN CLOSED. THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST. THE AGENCY WILL CONTINUE TO MONITOR COMPLAINTS AND OTHER INFORMATION RELATING TO THE ALLEGED DEFECT IN THE SUBJECT VEHICLES AND TAKE FURTHER ACTION IN THE FUTURE IF WARRANTED. FOR ADDITIONAL INFORMATION REGARDING THIS ENGINEERING ANALYSIS REFER TO THE EA08-009 CLOSING REPORT.

MERCEDES-BENZ'S RESPONSE TO ODI'S INFORMATION REQUEST LETTER FOR PE08-002 INDICATED THAT THE SUBJECT FUEL/BRAKE LINE BUNDLE (PART NO. A1634201526) WAS USED WITHOUT SIGNIFICANT CHANGE FROM MODEL YEAR 1998 THROUGH 2002 ON ALL M-CLASS LIGHT TRUCK VEHICLES.MERCEDES FURTHER INDICATED THAT IN 2002 A PROBLEM WAS IDENTIFIED IN PRODUCTION THAT COULD CAUSE UNWANTED CONTACT BETWEEN THE FUEL AND BRAKE LINES.IN MAY 2002, A PRODUCTION ACTION WAS AUTHORIZED AS A RESULT OF POST-PRODUCTION INSPECTIONS OF VEHICLES EXHIBITING CONTACT BETWEEN THE FUEL AND BRAKE LINES.THE ACTION AUTHORIZED THE USE OF ADDITIONAL PLASTIC SPACER CLIPS TO ELIMINATE SUCH CONTACT.MERCEDES HAS INDICATED THAT CONTACT BETWEEN THE LINES IS MORE LIKELY IN VEHICLES EQUIPPED WITH V-8 ENGINES DUE TO LESS FREE SPACE IN THE ENGINE COMPARTMENT. ODIHAS RECEIVED ONE COMPLAINT FROM THE OWNER OF A MY2001 ML430 THAT WAS INVOLVED IN A CRASH BECAUSE OF SUDDEN LOSE OF BRAKE EFFECTIVENESS. INSPECTION OF THE VEHICLE AFTER THE CRASH SHOWED THAT THE LOSS OF BRAKING WAS THE DIRECT RESULT OF CHAFFING OF THE FUEL LINE ON THE BRAKE LINE THAT CAUSED THE SUDDEN LOSE OF BRAKE LINE PRESSURE WHEN COMING TO A NORMAL TRAFFIC STOP.THIS INVESTIGATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA08-009) TO FURTHER ASSESS THE SCOPE, FREQUENCY AND POTENTIAL SAFETY CONSEQUENCES ASSOCIATED WITH THE RUPTURE OF THE FUEL LINE/BRAKE LINE BECAUSE OF CHAFFING IN ALL MERCEDES M-CLASS VEHICLES EQUIPPED WITH V-8 ENGINES.

Motor vehicle accident head on and the airbags did not deploy.

NHTSA ID

11559186

Incident

Oct 22, 2023

There is a serious defect in the YAW rate sensors in these Mercedes ML W163's. Thank God I was driving down a secluded road and nobody was behind me, but my vehicles brakes locked up, on their own, even with my foot on the accelerator pedal, with no warning lights or warning signals. I have no error codes, and my vehicle is well maintained. There are many many people that are having the same issue with their Mercedes ML's. Some people have experienced this happening to them at freeway speeds. The YAW rate sensors are at fault, and send a signal to the ABS pump which in turn locks up the brakes without even touching the brake pedal! This is EXTREMELY DANGEROUS to everyone in the vehicle, and to ANY other vehicle in the area. People can DIE! Again.. This is a terrible defective function of a sensor that will spontaneously apply the brakes fully to lock up automatically with no persuasion from the driver. It is extremely dangerous and can cause fatal injuries. This has been researched thru many Mercedes forums including benzworld.org, mbworld.org, Mercedesforum.com, and ml w163 Facebook forum, all of which many ML owners have experienced the braking system lockup, and in some cases accidents have occurred. Another unfortunate issue in this happening, is that the brake lights do not light up when this sudden braking happens due to the YAW rate sensor malfunction. If there is a vehicle behind a Mercedes ML when this sudden braking occurs, there is NO WARNING LIGHTS, and can cause a serious accident and injury or death! Many people, including myself, do not feel safe behind the wheel of our Mercedes ML's for fear of the brakes locking up in their own because of this poorly programmed default function of a possible faulty YAW rate sensor. This is the worst default function to ever have a vehicle do. I now steer clear of other Mercedes ML's in the road knowing they can automatically lock their brakes for no apparent reason. Please research this and take action!

NHTSA ID

11443393

Incident

Nov 26, 2021

TL* THE CONTACT OWNS A 2002 MERCEDES-BENZ ML500. WHILE DRIVING 45 MPH, THE VEHICLE ACCELERATED AND THE LOW RANGE WARNING INDICATOR ILLUMINATED. THE CONTACT PULLED THE VEHICLE OVER AND TURNED OFF THE ENGINE. ONCE RESTARTED, THE VEHICLE OPERATED NORMALLY. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHERE THE KEY FOB WAS UPDATED AND AN OIL CHANGE WAS PERFORMED; HOWEVER, THE FAILURE RECURRED. THE VEHICLE WAS TAKEN BACK TO THE INDEPENDENT MECHANIC AND THE CHECK ENGINE WARNING INDICATOR ILLUMINATED. WALTER'S MERCEDES-BENZ OF RIVERSIDE (3213 ADAMS ST, RIVERSIDE, CA 92504, (951) 441-6182) WAS CONTACTED AND STATED THAT DIAGNOSTIC TESTING WAS NEEDED. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS APPROXIMATELY 201,000.

NHTSA ID

11246736

Incident

Aug 6, 2019

Mileage

201,000 mi

HOUSE FROM POWER STEERING POMP IS LEAKING , DURING DRIVE I LOOSE POWER STEERING FLUID AND ALMOST I HIT CAT FROM ANOTHER LINE.

NHTSA ID

10854963

Incident

Mar 17, 2016

Mileage

10,070 mi

THIS WAS THE 3RD TIME IT HAPPENED, THIS TIME ON THE FREEWAY IN CALIFORNIA AND LASTED UNTIL THE CAR CAME TO A STOP. THE CAR WENT INTO BREAK MODE ON ITS OWN, THE CAR FISHTAILED AND CAME TO A STOP BEFORE RECOVERING. LUCKILY THE CAR BEHIND ME WAS ABLE TO STOP, I HEARD BREAKS SCREECHING, BUT NO KNOWN CRASHES. I SCARED ME TO DEATH AS THIS COULD HAVE IT COULD HAVE CAUSE A MULTI-CAR CRASH. I PULLED OFF THE FWY AND INTO A NEARBY GAS STATION AND CALLED AAA TO TOW MY VEHICLE TO THE MERCEDES REPAIR CENTER. THEY CANNOT RE-CREATE THE PROBLEM AND I WILL NOT TAKE MY CAR BACK UNTIL I AM SURE THE PROBLEM HAS BEEN FIXED. MERCEDES NEEDS TO RE-OPEN THIS CASE AND FIND OUT WHAT IS HAPPENING. [XXX] INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR

NHTSA ID

10621416

Incident

Aug 6, 2014

Mileage

150,000 mi

I, 12 YEARS AGO WAS DRIVING MY ML 500 MERCEDES ON US 23 BETWEEN ANN ARBOR, MICHIGAN AND SYLVANIA, IN OHIO. MY CAR SUDDENLY LOST ALL POWER. I FORTUNATELY WAS ABLE TO SWERVE TO THE RIGHT AND THE CAR STOPPED. THIS OCCURRED TWICE. I HAVE SINCE SOLD MY CAR SEVERAL YEARS AGO. I CALLED MY DEALERSHIP IN SYLVANIA AT THE TIME, AND THEY CHECKED WITH MERCEDES, WHO RELAYED THAT IT HAS TO DO WITH THE WEIGHT OF THE KEYS ON MY KEYCHAIN. THIS SOUNDED EERILY SIMILAR TO WHAT APPARENTLY HAS OCCURRED WITH THE GM CARS BEING RECALLED. PLEASE MAKE SURE THIS ISSUE IS INVESTIGATED FURTHER SO THAT NO INJURIES THAT CAN BE PREVENTED HAPPEN . REGARDS, *TR

NHTSA ID

10577315

Incident

Dec 11, 2002

Mileage

50,000 mi

POWER STEERING FLUID LEAKING IN SMALL DRIPS WHEN PARKED. HARD TO STEER AT TIMES AND MAKES LOUD NOISE. HAVE CONCERNS THAT STEERING MAY BE AFFECTED AND CAUSE TOTAL LOSS OF STEERING. *TR

NHTSA ID

10503612

Incident

Mar 18, 2013

Mileage

169,700 mi

TL* THE CONTACT OWNS A 2002 MERCEDES ML500. WHILE DRIVING AT NIGHT AT ANY SPEED, THE CONTACT NOTICED AN OPTICAL DISTORTION ON THE REAR VIEW MIRROR WHICH AFFECTED HIS VISIBILITY OF THE VEHICLES LOCATED IN THE REAR. THE VEHICLE WAS TAKEN TO THE DEALER FOR DIAGNOSTIC TESTING WHERE THE TECHNICIAN STATED THE REAR VIEW MIRROR HAD TO BE REPLACED. THE TECHNICIAN STATED THE INTERIOR OF THE MIRROR CONTAINED LIQUID WHICH DETERIORATED OVER TIME AND CAUSED THE DISTORTION. THE VEHICLE WAS NOT REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 97,000.

NHTSA ID

10437844

Incident

Oct 15, 2011

Mileage

97,000 mi

Single throttle lift-off clunking noise from the side shaft when moving off (audible at the outboard end). The noise is heard once in each instance when changing direction of travel. Note: Sound file in attachment Cause If the complaint is eliminated by experimentally loosening the outboard collar nut (by 1 turn), the problem is due to cracking of the microweld between the wheel bearing inner race and the joint housing of the side shaft. Note: The collar nut must always be replaced after being loosened. See also LI33.20-P-078406 Remedy Coat contact surface of side shaft with wheel bearing with Molykote paint. To do this, proceed as follows: 1. Remove side shafts 2. Clean contact surface A (see image file in attachment "Outer joint housing before") before coating with Molykote, using "spirit" (free of dust and grease) 3. Coat contact surface A (see image file in attachment "Outer joint housing after") with Molykote and leave to dry for "one hour" in removed condition 4. Reinstall side shafts Note: Before using the antifriction coating (Molykote), stir it or shake it thoroughly for (at least 1 minute).

Complaint Headlamp, front fog lamp leaky or fogged. Cause Fogging of the headlamps is a natural phenomenon, which can occur under certain climatic conditions. It does not lead to any technical impairment of the headlamp. If a pressure compensation diaphragm is fitted in the housing cover, then the lamp unit is a "closed system". Remedy Headlamp: Remedy 1 Clearing fogged/condensed LED headlamps: 1. Drive vehicle into workshop (temperature higher than +18 °C/+64.4 °F) and connect the exhaust extraction. Note: Do not perform an engine wash before the defogging test. 2. Switch off the engine and connect battery support via a charger. 3. Open the hood. 4. Switch on the lights. 5. Leave the vehicle in this state for 60 minutes. 6. Check for formation of condensation, a significant reduction in the formation of condensation must be clearly recognizable (thawing progress). Clearing of fogged/condensed LED headlamps and LED rear lamps on electric vehicles: 1. Drive the vehicle into the workshop (temperature higher than +18 °C/+64.4°F). 2. Connect battery backup via a charger. 3. Open the front-end flap and ensure sufficient ventilation. 4. Switch on the lights. 5. Leave the vehicle in this state for 60 minutes. 6. Check for formation of condensation, a significant reduction in the formation of condensation must be clearly recognizable (thawing progress). Clearing fogged/condensed halogen/xenon headlamps: 1. Drive the vehicle into the workshop (temperature higher than +18 °C/+64.4°F). Note: Do not perform an engine wash before the defogging test. 2. Switch off the engine. 3. Open the hood. 4. Switch off the lights. 5. Leave the vehicle in this state for 60 minutes. 6. Check for formation of condensation, a significant reduction in the formation of condensation must be clearly recognizable (thawing progress). Note: If there is no visible reduction in condensation, check the headlamp for malfunctions. (see Remedy 2) It is not physically possible to defog the headlamps completely. Fogging does not impair the operation or the service life of the headlamp. Note: Only implement Remedy 1 for model series 463 (from model year 2018) and model series 465. Remedy 2 A defective headlamp can be identified as follows: 1. Check the headlamp for external damage and that the cover caps and the diaphragm are correctly seated. 2. Check the electrical connectors of the plugs and pins. 3. Check for leak tightness according to LI82.10-P-078307. The test can only be conducted on headlamps. 4. If the headlamp or the rear lamp has any external damage, replace the component part in accordance with the WIS instructions. Note: External damage to the headlamp/rear lamp or faulty seating of the cover caps does not present a warranty or goodwill case. Note: With headlamps, it is possible to install desiccant packs if the problem occurs repeatedly. • Open ventilation system LI82.10-P-078302 • Closed ventilation system LI82.10-P-078304

Complaint Headlamp, front fog lamp leaky or fogged Cause Fogging of the headlamps is a natural phenomenon, which can occur under certain climatic conditions. It does not lead to any technical impairment of the headlamp. If a pressure compensation diaphragm is fitted in the housing cover, then the lamp unit is a "closed system". Remedy Headlamp: Remedy 1 Clearing fogged/condensed LED headlamps: 1. Drive vehicle into workshop (temperature higher than +18 °C/+64.4 °F) and connect the exhaust extraction. Note: Do not perform an engine wash before the defogging test. 2. Switch off the engine and connect battery support via a charger. 3. Open the hood. 4. Switch on the lights. 5. Leave the vehicle in this state for 60 minutes. 6. Check for formation of condensation, a significant reduction in the formation of condensation must be clearly recognizable (thawing progress). Clearing of fogged/condensed LED headlamps and LED rear lamps on electric vehicles: 1. Drive the vehicle into the workshop (temperature higher than +18 °C/+64.4°F). 2. Connect battery backup via a charger. 3. Open the front-end flap and ensure sufficient ventilation. 4. Switch on the lights. 5. Leave the vehicle in this state for 60 minutes. 6. Check for formation of condensation, a significant reduction in the formation of condensation must be clearly recognizable (thawing progress). Clearing fogged/condensed halogen/xenon headlamps: 1. Drive the vehicle into the workshop (temperature higher than +18 °C/+64.4°F). Note: Do not perform an engine wash before the defogging test. 2. Switch off the engine. 3. Open the hood. 4. Switch off the lights. 5. Leave the vehicle in this state for 60 minutes. 6. Check for formation of condensation, a significant reduction in the formation of condensation must be clearly recognizable (thawing progress). Note: If there is no visible reduction in condensation, check the headlamp for malfunctions. (see Remedy 2) It is not physically possible to defog the headlamps completely. Fogging does not impair the operation or the service life of the headlamp. Note: Only implement Remedy 1 for model series 463 (from model year 2018) and model series 465. Remedy 2 A defective headlamp can be identified as follows: 1. Check the headlamp for external damage and that the cover caps and the diaphragm are correctly seated. 2. Check the electrical connectors of the plugs and pins. 3. Check for leak tightness according to LI82.10-P-078307. The test can only be conducted on headlamps. 4. If the headlamp or the rear lamp has any external damage, replace the component part in accordance with the WIS instructions. Note: External damage to the headlamp/rear lamp or faulty seating of the cover caps does not present a warranty or goodwill case. Note: With headlamps, it is possible to install desiccant packs if the problem occurs repeatedly. • Open ventilation system LI82.10-P-078302 • Closed ventilation system LI82.10-P-078304

Complaint Headlamp, front fog lamp leaky or fogged Cause Fogging of the headlamps is a natural phenomenon, which can occur under certain climatic conditions. It does not lead to any technical impairment of the headlamp. If a pressure compensation diaphragm is fitted in the housing cover, then the lamp unit is a "closed system". Remedy Headlamp: Remedy 1 Clearing fogged/condensed LED headlamps: 1. Drive vehicle into workshop (temperature higher than +18 °C/+64.4 °F) and connect the exhaust extraction. Note: Do not perform an engine wash before the defogging test. 2. Switch off the engine and connect battery support via a charger. 3. Open the hood. 4. Switch on the lights. 5. Leave the vehicle in this state for 60 minutes. 6. Check for formation of condensation, a significant reduction in the formation of condensation must be clearly recognizable (thawing progress). Clearing of fogged/condensed LED headlamps and LED rear lamps on electric vehicles: 1. Drive the vehicle into the workshop (temperature higher than +18 °C/+64.4°F). 2. Connect battery backup via a charger. 3. Open the front-end flap and ensure sufficient ventilation. 4. Switch on the lights. 5. Leave the vehicle in this state for 60 minutes. 6. Check for formation of condensation, a significant reduction in the formation of condensation must be clearly recognizable (thawing progress). Clearing fogged/condensed halogen/xenon headlamps: 1. Drive the vehicle into the workshop (temperature higher than +18 °C/+64.4°F). Note: Do not perform an engine wash before the defogging test. 2. Switch off the engine. 3. Open the hood. 4. Switch off the lights. 5. Leave the vehicle in this state for 60 minutes. 6. Check for formation of condensation, a significant reduction in the formation of condensation must be clearly recognizable (thawing progress). Note: If there is no visible reduction in condensation, check the headlamp for malfunctions. (see Remedy 2) It is not physically possible to defog the headlamps completely. Fogging does not impair the operation or the service life of the headlamp. Remedy 2 A defective headlamp can be identified as follows: 1. Check the headlamp for external damage and that the cover caps and the diaphragm are correctly seated. 2. Check the electrical connectors of the plugs and pins. 3. Check for leak tightness according to LI82.10-P-078307. The test can only be conducted on headlamps. 4. If the headlamp or the rear lamp has any external damage, replace the component part in accordance with the WIS instructions. Note: External damage to the headlamp/rear lamp or faulty seating of the cover caps does not present a warranty or goodwill case. Note: With headlamps, it is possible to install desiccant packs if the problem occurs repeatedly. • Open ventilation system LI82.10-P-078302 • Closed ventilation system LI82.10-P-078304

Complaint Single throttle lift-off clunking noise from the side shaft when moving off (audible at the outboard end). The clunk is heard once when changing from forward to reverse (and vice versa). Note: Sound file in attachment Cause If the complaint is eliminated by experimentally loosening the outboard collar nut (by 1 turn), the problem is due to micromovement in the connection between the wheel bearing inner race and the joint housing of the side shaft. Note: The collar nut must always be replaced after being loosened and must be tightened to the specified torque. Remedy Coat contact surface of side shaft with wheel bearing with Molykote paint. To do this, proceed as follows: 1. Remove outboard side shafts (extract outer joint gearing from wheel hub) 2. Clean contact surface A (see picture file in attachment "Outer joint housing before") before coating with Molykote, using "spirit" (free of dust and grease) 3. Coat contact surface A (see image file in attachment "Outer joint housing after") using Molykote and leave to dry for one hour in removed condition 4. Reinstall side shafts Note: Before using the antifriction coating (Molykote), stir or shake it well (for at least 1 minute).

Complaint Single throttle lift-off clunking noise from the side shaft when moving off (audible at the outboard end). The clunk is heard once when changing from forward to reverse (and vice versa). Note: Sound file in attachment Cause If the complaint is eliminated by experimentally loosening the outboard collar nut (by 1 turn), the problem is due to micromovement in the connection between the wheel bearing inner race and the joint housing of the side shaft. Note: The collar nut must always be replaced after being loosened and must be tightened to the specified torque. Remedy Coat contact surface of side shaft with wheel bearing with Molykote paint. To do this, proceed as follows: 1. Remove outboard side shafts (extract outer joint gearing from wheel hub) 2. Clean contact surface A (see image file in attachment "Outer joint housing before") before coating with Molykote, using "spirit" (free of dust and grease) 3. Coat contact surface A (see image file in attachment "Outer joint housing after") using Molykote and leave to dry for one hour in removed condition 4. Reinstall side shafts