2001 Mercedes-Benz S600

THE OFFICE OF DEFECTS INVESTIGATION (ODI) OPENED THIS INVESTIGATION BASED ON SEVEN REPORTS INDICATING THAT THE INSTRUMENT CLUSTERS IN MODEL YEAR (MY) 2000-2001 MERCEDES-BENZ S CLASS VEHICLES FAILED IN THAT CONSUMERS WERE UNABLE TO READ ANY OF THE GAUGES WHILE OPERATING THEIR VEHICLES AT ANY SPEED DURING THE DAY OR NIGHT.IN ITS 573 REPORT TO NHTSA DATED FEBRUARY 1, 2006, MERCEDES-BENZ USA, LLC (MERCEDES-BENZ)STATES THAT THERE ARE THREE INSTRUMENT CLUSTER FAILURE MODES THAT WOULD RESULT IN UNDESIRABLE OPERATION.THESE THREE FAILURE MODES ARE SPECIFIC TO CERTAIN DATES OF PRODUCTION (SEE BELOW) FOR THE SUBJECT VEHICLE, AND MERCEDES-BENZ IS RECALLING THOSE VEHICLES WITHIN THOSE DATES.SPECIFIC INFORMATION REGARDING THE FAILURE MODES IS DESCRIBED IN MERCEDES-BENZ'S REPORT (SEE NHTSA RECALL 06V028).THREE OF THE ODI COMPLAINTS SUBMITTED TO MERCEDES-BENZ INVOLVE VEHICLES THAT WERE PRODUCED BEFORE THE DATES OF PRODUCTION OF VEHICLES AFFECTED BY THE THREE FAILURE MODES.BASED ON REVIEW OF THOSE THREE COMPLAINTS, MERCEDES-BENZ WAS UNABLE TO IDENTIFY A RELATION OF THOSE THREE TO THE DEFECTS IDENTIFIED IN THE RECALLED VEHICLES.ALL OF THE MERCEDES-BENZ COMPLAINTS WITH VINS IDENTIFIED WERE WITHIN THE RECALL POPULATION (ONLY 2 VEHICLE VINS WERE NOT AVAILABLE TO POSITIVELY IDENTIFY VEHICLE BUILD DATE).THE RECALL POPULATION WILL INCLUDE 36,911 S CLASS AND CL CLASS MERCEDES-BENZ VEHICLES BUILT IN THE PRODUCTION DATES RANGING FROM JUNE 2000 THROUGH NOVEMBER 2000, JANUARY 2002 THROUGH APRIL 2002, AND MAY 2004 THROUGH SEPTEMBER 2004.THESE DATES OF PRODUCTION COVER VEHICLES FROM THE 2000-2002 MY AND THE 2004-2005 MY.TO CORRECT THE CONDITION, MERCEDES-BENZ WILL REPLACE ALL AFFECTED INSTRUMENT CLUSTERS WITH IMPROVED ONES THAT ARE NOT SUBJECT TO THE FAILURE MODES.MERCEDES-BENZ WILL BEGIN OWNER NOTIFICATION DURING THE 1ST QUARTER OF 2006.

ENGINE OIL COOLER UNDER INTAKE LEAKING OIL DEALERS WANT ALMOST 6000.00 TO REPAIR.

NHTSA ID

11156004

Incident

Jan 1, 2009

Mileage

78,000 mi

TL* THE CONTACT OWNS A 2001 MERCEDES-BENZ S600. THE CONTACT STATED THAT THERE WAS A PROGRESSING OIL LEAK. UPON FURTHER INSPECTION, IT WAS DETERMINED THAT THERE WAS A PRESENCE OF A LEAK. THE VEHICLE WAS TAKEN TO A MECHANIC WHO DIAGNOSED THAT THE OIL COOLER NEEDED TO BE REPLACED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 84,000. UPDATED 11/01/16*LJ THE CONSUMER STATED OIL LEAKED OUT ON TO THE MANIFOLD CAUSING HEAVY SMOKE. ALSO, THERE WAS AN ISSUE WITH THE SUSPENSION CAUSING THE VEHICLE TO SAG OR LEAN IN THE FRONT END AND REAR. *JS

NHTSA ID

10884660

Incident

Apr 11, 2016

Mileage

84,000 mi

TAKATA INFLATORS MY CAR SEEMS TO BE LEAKING OIL. I TOOK IT TO A SHOP THEY TOLD ME IT WAS MY OIL COOLER, I WAS TOLD THIS IS A COMMON PROBLEM WITH THE MERCEDES BENZ S 600 IN THAT IT SHOULD BE A RECALL ON THIS MATTER...WHEN I PURCHASED THE CAR I NOTICED OIL LEAKS IN MY GARAGE SO AS I DROVE THE VEHICLE I NOTICED SMOKE COMING FROM UNDERNEATH THE CAR I PULLED THE CAR OVER SHUT IT OFF AND CALLED THE TOW TRUCK...

NHTSA ID

10884648

Incident

Mar 12, 2015

Mileage

84,000 mi

THESE S600 WITH V12 ENGINES FROM 2000-2005 HAVE SEVERE ENGINE OIL COOLER LEAKS. SOME WITH AS LITTLE AS 30,000 MILES. THESE VEHICLES SHOULD HAVE BEEN RECALLED YEARS AGO NOW MERCEDES WANTS TO CHARGE FROM 5,OOO TO 6,000 TO REPAIR THIS PROBLEM AND DONT WANT TO WARRANT AFTER FIX BECAUSE ITS A RECURRING PROBLEM BECAUSE OF POOR ENGINEERING. THEIR SHOULD BE A RECALL ON THIS PROBLEM.

NHTSA ID

10838369

Incident

Aug 1, 2015

Mileage

80,000 mi

OIL COOLER SEALS FAIL APPROXIMATELY EVERY 50 TO 60,000 MILES & IN ORDER TO CHANGE THEM YOU HAVE TO REMOVE THE HEADS OFF THE ENGINE.THIS JOB COST ANYWHERE FROM $3,400 TO $6,000 DEPENDING ON WHERE YOU GO. FIRST & FOREMOST THE OIL LEAK BECOMES BAD VERY QUICKLY & SPILLS DOWN THE MANIFOLD, WHILE DRIVING COULD CAUSE A FIRE & EVEN WORST DEATH.

NHTSA ID

10824354

Incident

Jan 15, 2016

Mileage

70,000 mi

ENGINE OIL COOLER LEAKS. THIS LOOKS TO BE A COMMON PROBLEM WITH THIS MODEL WITH V12 ENGINE.THIS VEHICLE SHOULD BE RECALLED BECAUSE OF THIS VERY EXPENSIVE PROBLEM.

NHTSA ID

10824310

Incident

Oct 1, 2015

Mileage

80,015 mi

TL* THE CONTACT OWNS A 2001 MERCEDES-BENZ S600. THE CONTACT STATED THAT THE VEHICLE LEAKED OIL INTO THE EXHAUST MANIFOLD. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE ISSUE. THE FAILURE MILEAGE WAS 54,000.

NHTSA ID

10824246

Incident

Oct 1, 2015

Mileage

54,000 mi

TL*THE CONTACT OWNS A 2001 MERCEDES BENZ S600. THE CONTACT STATED THAT WHILE DRIVING AT APPROXIMATELY 15 MPH, THE INSTRUMENT CLUSTER BECAME INOPERABLE. THE VEHICLE STALLED BUT RESTARTED. THE VEHICLE WAS NOT TAKEN TO A DEALER OR INDEPENDENT MECHANIC TO BE DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE ISSUE. THE FAILURE MILEAGE WAS 87,600.

NHTSA ID

10679459

Incident

Jan 26, 2015

Mileage

87,600 mi

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

Complaint Headlamps leaking or fogged Cause The fogging of the headlamp is a natural phenomenon which can occur under certain climatic conditions. In contrast to a leaky headlamp, physical fogging does not result in a technical impairment of the headlamp. A leak test must be performed to determine if physical fogging exists or if the headlamp is leaky. Remedy Check for external damage: You can identify a damaged headlamp in the following way: For headlamps with a closed system 1. Check the headlamps for any external damage and check also for correct seating of the Gore-diaphragm/correct latching of the cover caps. 2. If the headlamp exhibits any external damage, replace the headlamp. For headlamps with an open system 1. Check the headlamps for any external damage and seal off the vent, then make sure the cover caps are latched correctly into place. 2. If the headlamp exhibits any external damage, replace the headlamp. Note: External damage to the headlamp does not present a warranty or goodwill case. 1. Clear fogged/condensed LED headlamps and LED rear lamps: 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 and connect battery support via a charger. 3. Open the hood or trunk. 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). 7. If the condensation has disappeared, nothing else has to be done. Note: If defrosting has been performed, you can skip the first step. 2. Leak test of headlamp with overpressure: • Connect test adapter to pressure tester. (Figure 1) • Check test adapter for leak tightness. To do so, connect plug and coupling (picture 2) and apply a maximum overpressure of 30 mbar. The pressure must remain constant. If the pressure does not remain constant, use a new adapter. • All vents have to be sealed with sealing compound and the existing diaphragm with the stamp (picture 3 [3]). (Picture 4) Make allowance for the different headlamp variants here (there are different outlet openings). • Check if the headlamp needs to be removed to gain access to the diagnostic socket on the headlamp housing. • Plug the adapter onto the diagnostic socket on the headlamp housing. (Picture 5). • Apply a maximum of 30 mbar overpressure to the headlamp housing. Note: If the maximum overpressure of 50 mbar is exceeded the headlamp seal will be damaged (picture 6). • If a pressure drop of less than 10 mbar is measured within 30 seconds, the headlamp is tight and there is natural physical condensation. • If a higher pressure drop than 10 mbar is measured within 30 seconds, the headlamp is leaky. Note: The leaky position can be localized with the aid of soap suds. If the pressure test is not passed, the headlamp is leaky. If the cause cannot be rectified, the headlamp must be replaced. Note: If the headlamp is replaced, no dry packs may be installed on the new replacement headlamp. AR82.10-P-5455WT was created for the pressure test. This AR can be used as a reference manual for all closed headlamps. In the event of an open headlamp system, the vent ducts must be sealed before the pressure test.

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. Remedy NOTE: If a pressure compensation diaphragm is fitted in the housing cover, then the lamp unit is a "closed system". Headlamp: Remedy 1 Clearing fogged/condensed LED headlamps and LED rear lamps: 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 or trunk. 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 the formation of condensation, check the headlamp for damage. (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 damaged 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 in accordance with LI82.10-P-078896 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.

Complaint Vehicle with atypical reduced heat output. Cause Silicate granulate may have escaped from a damaged bag in the expansion reservoir (not visible), reducing the coolant flow in the heater heat exchanger (see picture). Remedy With the aforementioned complaint, make sure that the cooling circuit is inspected for silicate residues after all standard tests are completed. The silicate residues tend to accumulate upstream of the shutoff valve for the heater hot water pulsed valve. If there are silicate residues in the coolant, the engine must be flushed thoroughly. To make sure that all silicate residues are removed from the cooling circuit, the following parts must also be replaced (cleaning of these components is not sufficient): Coolant expansion reservoir, radiator, oil/water heat exchanger (oil cooler), heater valve, heat exchanger of heater, coolant and, if installed, the electric water pump for the residual heat utilization system. Determine the parts for the respective vehicle in the EPC.

Complaint During a phone call, the called party has difficulty understanding/cannot understand the driver, or interference/background noises are audible to the called party during a call. It becomes increasingly difficult to understand as the speed rises. Cause A. Seating of the microphones in the headliner. Side edges are covered by the textile cover (see picture "1") B. Assembly of microphones (B25/20 or B25/21) in the headliner. C. Dirt inside the microphone housing Remedy 1. Press finger on rear of microphone (on adhesive tape) 2. Remove microphone cap from the front 3. Eliminate protruding material residues of the microphone cutout at the headliner, e.g. with a soldering iron. The microphone must be seated in the headliner as shown in picture "2". 4. Push microphone from behind until it is firmly pressed into the headliner 5. Maintain pressure and press/clip cap into microphone from the front. Note: The cover cap must be clearly heard and felt to engage. 6. This procedure must be carried out on both microphones (B25/20 and B25/21) Note: • It is recommended to replace the cover caps. • The non-woven cloth in the cover cap protects the microphone from soiling and must not be removed. NOTE: The information contained in this document is intended for use by trained, professional technicians with the knowledge to properly and safely perform diagnosis and repairs on Mercedes-Benz vehicles, using Mercedes-Benz approved tools and equipment. It informs service technicians about conditions that could occur in certain vehicles and provides information that could assist in proper vehicle diagnosis, service, or repair. It does not indicate that a defect is present in any vehicle referenced in this document nor does it imply warranty coverage. DO NOT assume that a symptom or condition, or a described cause of a symptom or condition, affects any particular vehicle or groups of vehicles, or that a described repair applies to any particular vehicle or groups of vehicles. There can be multiple causes resulting in the same or similar symptoms or conditions described in this document, and trained professional service technicians must use their diagnostic skills to make evaluations on a case-by-case basis. The information contained in this document does not guarantee warranty coverage nor does it extend the vehicle’s warranty in any way.