2018 Mercedes-Benz Sprinter 2500

From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.

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

SAFETY DEFECT REPORT & RECALL NON-COMPLIANCE: 2018 Mercedes-Benz Sprinter 2500 (VIN: [XXX]) This complaint involves an uncorrected emissions system defect that causes a sudden, dangerous engine shutdown and low-speed countdown limp mode on live roadways, combined with manufacturer recall non-compliance by Mercedes-Benz USA and its authorized franchise dealer, Euro Motorcars Bethesda. The vehicle was brought to an authorized dealership under a mandatory manufacturer recall (Recall Campaign 2025070001 / ECU software update) at 108,575 miles, well within the legally mandated 10-Year / 120,000-Mile Extended Emissions Modification Warranty. Prior to the recall service, the vehicle suffered an abrupt EGR loop breakdown and threw active safety shutdown code P19DE00 (EGR Shut Off / Exhaust Gas Recirculation Limp Mode), placing the vehicle in a hazardous low-speed countdown state. Instead of opening a mandatory Star Support warranty override file to replace the failing physical EGR hardware while the asset was legally under-mileage, the dealership cleared the fault codes to quickly process and bill for the software recall update, pushing the commercial vehicle back onto public roadways with active component restrictions. Because the manufacturer's franchise network failed to properly execute the recall and process the manual hardware extension while under-mileage, the automated database now blocks the required fix based on current elapsed mileage (129,093 miles). The vehicle is locked in an un-driveable limp mode condition in my driveway, completely destroying its utility. Mercedes-Benz USA Corporate Executive Care has actively refused to override the tracking error, violating the terms of the federal modification campaign and leaving an unsafe, defective vehicle in service. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11755370

Incident

Jun 16, 2026

The contact owns a 2018 Mercedes-Benz Sprinter 2500. The contact stated that while the vehicle was parked, the contact became aware of an electrical burning odor. Upon touching the steering wheel, the steering wheel was extremely hot. After the vehicle was driven, the steering wheel gradually cooled down. The owner expressed concerns that the air bag might inadvertently deploy due to the heat. There were no warning lights illuminated. The vehicle was not diagnosed or repaired. The manufacturer was not notified of the failure. The failure mileage was approximately 40,000.

NHTSA ID

11719801

Incident

Feb 21, 2026

Mileage

40,000 mi

The contact owns a 2018 Mercedes-Benz Sprinter 2500. The contact stated that the vehicle hesitated while depressing the accelerator pedal. The contact stated that while driving 70 MPH, the vehicle lost motive power. The contact pulled over to the shoulder of the highway. The check engine warning light was illuminated. The vehicle was taken to the local dealer, who was unable to determine the cause of the failure. The vehicle was not repaired. The vehicle was taken to another local dealer, Mercedes Benz of Billings (3045 King Ave W, Billings, MT 59102); but the vehicle was not diagnosed or repaired. The manufacturer was not contacted. The failure mileage was approximately 50,000.

NHTSA ID

11621205

Incident

Jan 1, 2022

Mileage

50,000 mi

The line for the automatic steering fluid blew. This was "repaired" Mercedes Benz during a recall but the repaired clamp did not hold. We lost the ability to steer the van easily which is dangerous to other vehicles. The problem was confirmed by the repair shop that we took it to. We did not have a warning light prior to the incident. It was instant, we lost all of the power steering fluid and instantly lost power steering.

NHTSA ID

11598099

Incident

Jun 28, 2024

The contact owns a 2018 Mercedes-Benz Sprinter 2500. The contact stated that while driving at 65 MPH and attempting to accelerate, he heard an abnormal sound emanating from the engine compartment. After which, the vehicle lost significant motive power and was unable to accelerate above 45 MPH. No warning lights were illuminated. The vehicle was taken to the dealer, who diagnosed failures with the EGR valve and EGR cooler. The vehicle was not repaired. The manufacturer was notified of the failure, a case was opened, and the contact was referred to the NHTSA hotline for assistance. The VIN was not available. The failure mileage was 90,000.

NHTSA ID

11575524

Incident

Feb 15, 2024

Mileage

90,000 mi

it grovernor at 7o mph which you can not pass. you can not go up some hills at the speed limit it will not idle it turn off all the time, to keep the van idling you have to put it in drive and put on the e brake and hope it does not move the back doors are always lock and when you unlock the back doors, the van turn off , in the cold months your passengers freeze. This may not sound like must to you but come and drive this van this could be a bad safety issue. this van is wrongfully and poorly engineer.

NHTSA ID

11503321

Incident

Jan 24, 2023

The driver's side seat belt is slow to retract or doesn't retract at all. Started back in May 2022, one month after the warranty expired with less than 20k miles on it. Originally, Mercedes Benz of El Cajon said they would fix, then declined. We called MBUSA and opened a ticket 2-33281290644 and they said set up the same repair with another local dealer and give them this ticket number. We did and after several delays by the second dealer, Mercedes Benz of San Diego, we were told MBUSA denied the warranty claim and that they could only fix it if we paid $749.49 which includes $298.80 for Labor, $418.27 for parts and $32.42 for taxes. This seems out of line and we are now more than 6 months away from the original complaint. No one doubts the problem of a bad seat belt, they just don't want to cover the repair. The mechanism to adjust the seat belt up and down is also broken, but I'm told that is not difficult to fix as they replace the belt.

NHTSA ID

11496820

Incident

May 7, 2022

The contact owns a 2018 Mercedes-Benz Sprinter 2500. The contact stated that the air conditioning was draining into the interior cabin allowing moisture to the carpet, wall panels, and head liner. The RV was taken to the dealer where it was diagnosed and determined that the air conditioning seal was fractured and needed to be replaced. The RV was repaired 4 additional times however, the failure recurred. The manufacturer was notified of the failure and referred the contact to the RV dealer. The contact was afraid of black mold appearing inside the cabin. The failure mileage was approximately 23,000.

NHTSA ID

11430623

Incident

Feb 11, 2020

Mileage

23,000 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.

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.

Engine Oil Level Cannot Be Checked via Instrument Cluster Service Menu Complaint Sometimes the engine oil level cannot be determined using the instrument cluster's service menu. The following mes- sages may be displayed: •Engine oil level currently inoperative. See Attachment: Message "Engine oil level currently inoperative" (shown in German on model 907 with code C6L (Multifunction steering wheel)). •Engine oil level measurement is running. Repeat the query after a maximum of 30 minutes of driving time. Information: It is still possible to determine the engine oil level via the workshop menu or XENTRY Diagnostics. Cause No current value for the saved oil volume has been stored in the drivetrain control unit (CPC, N127). Remedy 1. Connect diagnostic device (see AD00.00-D-2000-06TS for model 907). •Always use the latest XENTRY Diagnostics software release with all available add-ons. •Follow all operation steps in XENTRY Diagnosis precisely. 2. Perform initial quick test (see AD00.00-D-2000-06TS for model 907). •Print out the initial quick test as a PDF file and attach it to the order in a tamperproof manner. 3. Create and save the control unit log for drivetrain control unit (CPC, N127). •Print out the control unit log as a PDF file and attach it to the order in a tamperproof manner. •Check the saved oil volume in the "Maintenance data" tab of the control unit log. See Attachment: Saved oil volume in "Maintenance data" tab of the control unit log (shown in German). •If the saved oil volume in the "Maintenance data" tab is more than 0.0 liters and it is not possible to determine the en- gine oil level via the service menu, conduct further research on the exact reason for the customer complaint and initia- te corresponding repair measures. •If the saved oil volume is 0.0 liters, proceed with operation step 4. 4. Check actual values for engine oil level in the engine control unit and observe any relevant information and descrip- tions in XENTRY Diagnosis. •Quick test view → Engine control unit → Actual values → Oil circuit → Oil level gauge 5. Clear fault memory (see AD00.00-D-2000-06TS for model 907). 6. Disconnect diagnostic device (see AD00.00-D-2000-06TS for model 907). 7. Carry out a test drive of more than 30 minutes, run the vehicle in idle for approximately 3 minutes on a level sur- face, switch the ignition off and on again, and then record the engine oil level again using the instrument cluster's ser- vice menu. •Only carry this out if the saved oil volume in the "Maintenance data" tab is 0.0 liters. •When checking the engine oil level via the service menu, refer to the operator's manual. Inform the customer accor- dingly about these circumstances. See Attachment: Message "Engine oil level OK" (shown in German on model 907 with code C6L (Multifunction steering wheel)). 8. If the customer complaint occurs again, create a TIPS case directed to the Powertrain inbox, including all required information from this LI.