2013 Mercedes-Benz Sprinter 2500

The Office of Defects Investigation (ODI) analyzed complaint data provided by Daimler Vans USA, LLC (Daimler) as well as complaints submitted to ODI from consumers to identify incidents related to Rear Wheel Speed Sensors (RWSS) failures. ODI's analysis identified 6,710 incidents of RWSS failure (unique VINs) in MY 2012-2018 Mercedes- Benz and Freightliner Sprinter vehicles upfitted to campers or recreational vehicles (RVs) representing 81 percent of all Sprinter RWSS reports. Complaint and warranty analysis indicated that the majority of incidents (approximately 99%) were related to RWSS moisture intrusion condition in the Sprinter 3500 5-ton variant, which accounts for 98 percent of upfit campers, where moisture build-up and crystal dendrite formation develop in parked RVs and lead to sensor failures. According to the Daimler Information Request (IR) response, if the wheel speed information is detected as implausible by the Electronic Stability Program (ESP) control unit, the ESP system enters a failsafe mode where:-Driver torque requests are no longer accepted;-Cruise control, if used, would be deactivated; -The ESP/ABS system shuts off; and -Multiple warning lamps and messages advise the operator to take the vehicle to the workshop. While the majority of reports involved only ABS and/or ESP warning lights and messages on the instrument cluster due to faulty sensor signals triggering a failsafe mode, some reports cited intermittent sensor failures resulting in increased vehicle speed while in cruise control and degraded ABS or ESP. Degraded ESP functionality may impact driving stability of the 5-ton vehicle.On Feb 3, 2021, following discussion with ODI, Daimler submitted a Defect Information Report (DIR) to NHTSA describing a defect in the RWSS disabling the ESP control unit functions in approximately 48,667 MY 2012 through 2018 Mercedes-Benz and Freightliner Sprinter 3500 vehicles manufactured from Jan 4, 2012 through Oct 25, 2018 (Recall 21V-042). In its DIR, Daimler indicated that RWSS sensor failures are prevalent in camper vans due to sustained periods of non-use, during which time the moisture may not dry out, remaining inside the plastic housing package. If the moisture within the RWSS dries and the RWSS returns to normal operation, the failsafe mode and the warning lights will disappear at the next ignition cycle, but the sensor fault remains stored within the ESP control unit and can be accessed through a diagnostic evaluation. ODI will continue to monitor field experience in Sprinter non-RVs and Sprinter 2500 RVs 3-ton and 3.5-ton variants (approximately 626 vehicles).Daimler will notify owners of the recalled vehicles and advise them to take their vehicle to a Mercedes-Benz or Freightliner Sprinter dealer, who will replace the RWSS with a repackaged sensor with high robustness against moisture intrusion. Daimler began notifying dealers and owners in Feb 2021. This Preliminary Evaluation is closed.The ODI reports cited above can be reviewed at NHTSA.gov under the following ID numbers:11352380 11351299 11350521 11348969 11342776 11342464 11341988 11341151 11340388 11338230 11337921 11331832 11331829 11331476 11331427 11331066 11328671 11325768 11325693 11322814 11322346 11320295 11319376 11317336 11311647 11310621 11308318 11254223 11253828 11252220 11196530 11194330 11164250 11145019 11141273 11139000 11138785 11124129 11094122 11394837 11390889 11390039 11389262 11387883 11387713 11386418 11383887 11383866 11382947 11377384 11376615 11376973 11375781 11375403 11374997 11374151 11373892 11373111 11366293 11365920 11365594 11365355 11365194 11364253 11364346 11363990 11363787 11362948 113629

The right rear axle shaft assembly wheel bearing seal failed. The right rear ABS Sensor, aka (rotational Speed Sensor, wheel speed sensor) failed. These parts are available for inspection. The vehicle unexpectedly accelerated without me pressing the accelerator as I approached a red light at an intersection, putting my safety and others at risk. I had to slam on the brakes with all my might to get the vehicle to stop from going through the intersection. The road was wet, and the front wheels locked while the rear wheels continued to be driven by the engine without any input from the accelerator pedal. Eventually, the vehicle stopped, and the engine acceleration went back to normal operation. The problem has not been reproduced or confirmed by a dealer or independent service center. The vehicle and parts have been inspected by me, as the vehicle owner. The warning lamps suddenly illuminated on the instrument panel just prior to the incident. The warning lamps came on as I was approaching the intersection. The warning lamps that came on were the engine diagnostic indicator lamp aka Malfunction indicator lamp, the Anti-lock brake system warning light, the brake assist system warning light, the electronic stability program warning light. I also hear what sounded like the ABS Control Unit rapidly cycling just prior to the uncontrolled acceleration while nearing the intersection. I used diagnostic equipment and performed a visual inspection of the components, concluding that they needed replacement. Grease from the leaking right rear wheel bearing seal fouled the right rear wheel speed sensor. The wheel speed sensor cable develops cracks near the wheel hub. I believe these parts are defective and can cause erratic, uncontrollable, unsafe driving risks that could lead to accidents and injuries. The symptoms and warning indications went away after the parts were replaced. I still have these parts as I feel they should be inspected by NHTSA personnel to make a safety recall.

NHTSA ID

11666918

Incident

May 1, 2025

The contact owns a 2013 Mercedes-Benz Sprinter 2500. The contact stated that the vehicle was leaking engine oil with the oil warning light flashing on the instrument panel. The manufacturer was notified of the failure and the contact was informed that there were no recalls on the VIN regarding the issue. The vehicle was not diagnosed or repaired. The failure mileage was approximately 180,000.

NHTSA ID

11554053

Incident

Oct 1, 2023

Mileage

180,000 mi

The electronic steering lock "jams". The only way to get the ignition to turn is to jack up the front tires to release the pressure on the wheels and jiggle the steering wheel while trying to start the car. Even doing this isn't instantaneous. Sometimes you have to physically wiggle the tires left/right while jiggling the wheel. This is well documented on Youtube/other internet sites. This has happened at least 6 or more times and has been taken into the Sprinter Dealer for repair. They couldn't replicate the issue and therefore did nothing.

NHTSA ID

11501311

Incident

Jan 11, 2023

WHILE DRIVING AT APPROX. 65 MPH THE CRUISE CONTROL WENT OFF AND THREE WARNING LIGHTS CAME ON INCLUDING ABS AND 2 OTHER NEXT THAT ONE LOOKING LIKE A SWERVE CONTROL OR SLIPPERY ROAD CONDITION AND ANOTHER TIRE LOOKING LIGHT. NOT SURE OF OTHER TWO LIGHT AS THIS WAS MY FIRST DRIVE IN THIS VEHICLE WHICH I HAD DRIVEN AROUND 800 MILES THIS DAY. I PULLED OVER AND ATTEMPTED TO GET BACK ON THE ROAD AS I WAS IN A DANGEROUS LOCATION ON A STEEP HILL. UPON RESTART IT STARTED TO REV THEN BRAKE MULTIPLE TIMES CAUSING GREAT DANGER IN MY ATTEMPT TO GET BACK ON THE ROAD. I IMMEDIATELY WENT INTO NEXT SIDE EXIT AND SHIP OFF. IT WAS AN EXTREMELY COLD NIGHT AND I HAD TO SPEND THE NIGHT IN MY VEHICLE.

NHTSA ID

11389718

Incident

Jan 23, 2021

Mileage

33,500 mi

MERCEDES BENZ 2500 2013 V6 DIESEL. YELLOW ENGINE WARNING LIGHT AND THE EBT YELLOW WARNING LIGHT CAME ON AND ANOTHER WARNING ON THE INSTRUMENT CLUSTER THERE ARE 5 MORE ENGINE STARTS REMAINING AND IT WILL NOT START IF DRIVEN MORE THAN 340 MILES. BOTH THE ERG VALVE AND THE EBT TANK AND HEATER HAVE BEEN REPLACED. WE WERE DRIVING UNDER AN EVACUATION ALERT BECAUSE OF FIRE. SPEED WAS 45-50 MPH. THIS INCIDENT HAS PUT US IN A DANGEROUS SITUATION BECAUSE WE ARE DEPENDENT IN THE SPRINTER FOR EVACUATION. THE DEALER IS 40 MILES AWAY AND CANNOT SERVICE THE SPRINTER UNTIL THE END OF SEPTEMBER. LAST NIGHT WE READ ABOUT MERCEDES BENZ EPA SETTLEMENT BECAUSE OF A DEFEAT PROGRAM AND FAULTY EMISSION COMPONENTS. WHAT CAN WE DO?

NHTSA ID

11355406

Incident

Sep 7, 2020

Mileage

132,977 mi

TL* THE CONTACT OWNS A 2013 MERCEDES-BENZ SPRINTER 2500. THE CONTACT STATED THAT THERE WAS WATER IN BOTH HEADLIGHT ASSEMBLIES, WHICH MADE IT DIFFICULT TO DRIVE AT NIGHT. IN ADDITION, THE LOW BEAM WARNING INDICATOR ILLUMINATED. THE VEHICLE WAS TAKEN TO MERCEDES-BENZ OF TAMPA (866-342-3941, LOCATED AT 4400 N DALE MABRY HWY, TAMPA, FL 33614) WHERE IT WAS DIAGNOSED THAT THERE WAS WATER CONDENSATION IN THE HEADLAMP ASSEMBLIES AND THEY NEEDED TO BE REPLACED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS APPROXIMATELY 10,000.

NHTSA ID

11256129

Incident

Sep 29, 2018

Mileage

10,000 mi

WHEN I TURN ON MY VEHICLE IT SHOWS LOW BEAM RIGHT LEFT I TAKE IT TO THE BENZ DEALER IN TAMPA THE PROBLEM THEY CAME UP WITH WATER INTRUSION IN BOTH FRONT HEAD LIGHT ASSEMBLE. HEAD LAMP UNIT FOUND CONDENSATION FORMING IN HEADLAMPS. THEY RECOMMEND REPLACING ENTIRE ASSEMBLY AS NO REPAIR CAN BE PERFORMED TOTAL COST $4230.14. GOT INTOUCH WITH THE EXEC. REFERRAL MANAGER TO SEE WHAT CAN BE DONE BUT WAS NOT SUCCESSFUL. I THINK THIS PROBLEM SHOULD BE A RECALL. I DON'T SEE WHY I HAVE TO PAY TO FIX PROBLEM THEIR SHOULD BE NO CONDENSATION AT ALL SO I LEFT WITH ONLY DRIVING MY VEHICLE DURING THE DAY I CANNOT DRIVE AT NIGHTS WITH NO LIGHT. YOUR EARLY ATTENTION TO MY PROBLEM WILL BE GREATLY APPRECIATED. SINCERELY, [XXX] REDACTED TO PROTECT PERSONALLY IDENTIFIABLE INFORMATION PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *CC *TR

NHTSA ID

11255765

Incident

Sep 29, 2018

TL* THE CONTACT OWNS A 2013 MERCEDES BENZ SPRINTER 2500. THE CONTACT STATED THAT THE VEHICLE FAILED TO ENGAGE IN REVERSE. THE VEHICLE WAS TAKEN TO LOCAL DEALER MERCEDES-BENZ OF RENO (11500 S VIRGINIA ST, RENO, NV 89511, (855) 661-9151) WHERE IT WAS DIAGNOSED THAT THE VEHICLE WAS OPERATING AS DESIGNED. THE VEHICLE WAS NOT REPAIRED AND THE FAILURE CONTINUED. THE MANUFACTURER HAD BEEN INFORMED OF THE FAILURE. THE CONSUMER STATED AFTER CHECKING THE OIL AND OIL FILTER, THE ENGINE FROZE WHILE DRIVING. IT WAS DISCOVERED THAT THE FAILURE WAS DUE TO A LACK OF OIL. THERE WERE NO WARNING LIGHTS INDICATING THE VEHICLE NEEDED OIL. THE VEHICLE ALSO LACKS ENOUGH POWER TO REVERSE UP AN INCLINE, SUCH AS A DRIVEWAY.*JS THE CONSUMER STATED THE VEHICLE'S HAVE PERSISTED SINCE PURCHASING THE VEHICLE. THE CONSUMER WAS INFORMED IT SEEMS AS IF THE COMPUTER WAS NOT COMMUNICATING WITH THE OTHER ELECTRICAL COMPONENTS IN THE VEHICLE SUCH AS LIGHTING, TORQUE CONVERTER AND TRANSMISSION. *JS

NHTSA ID

11206848

Incident

Oct 1, 2014

Mileage

29,000 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.