2024 Mercedes-Benz Sprinter 2500

My vehicle was inspected and it was found that the seatbelt B-pillar anchor bolt was stripped at the factory. This problem seems widespread online.

NHTSA ID

11746883

Incident

Jun 27, 2026

Second alternator has gone bad twice. Went to Van conversions in Utah and had system completely replaced

NHTSA ID

11744858

Incident

Jul 7, 2025

I removed the drive side seat belt bolt in order to remove the pillar it is mounted to and found the bolt extremely hard to turn and ultimately somewhat stripped upon removal. The bolt remains defiant in re-installation procedure. The passenger side was removed without stripping but did attempt to cross-thread itself upon re-installation which was remedied by simple hand threading. Safety put at risk in that these seat belt bolts and their installation process may not restrain passengers in an accident. Not confirmed by dealer or service center - pictures should be self evident. The component hasn't been inspected by any party - I'm just going to buy a new bolt and re-tap the hole it was installed in. No warning lights for this isssue.

NHTSA ID

11734858

Incident

Apr 29, 2026

2024 Mercedes-Benz Sprinter 2500 experienced unusually rapid brake, tire, and battery wear at low mileage. Front brakes required replacement at approximately 29,000 miles. Rear brakes were already worn low by approximately 37,000 miles. Rear tires required replacement by approximately 37,000 miles. Vehicle battery also failed and required replacement before approximately 37,000 miles. Vehicle had earlier emissions/sensor related repairs as well. This creates safety concerns because premature brake wear can reduce stopping ability and increase stopping distance. Premature tire wear can reduce traction, especially in rain, and increase risk of tire failure or blowout. Unexpected battery failure can disable the vehicle without warning in traffic or roadside conditions. Vehicle is used in normal commercial delivery service and is generally not heavily loaded. I have owned and operated multiple prior Sprinter vans over many years, and previous model years achieved substantially longer brake, tire, and battery life under similar or heavier use. A newer comparable fleet vehicle with similar mileage has not required these repairs. The issue appears abnormal compared with prior ownership experience and may indicate brake system drag, an alignment issue, defective components, battery charging issue, or another unresolved defect. Vehicle has been serviced by dealer and components were replaced, but premature wear remains the concern. In addition, rear brake wear occurring this early suggests possible imbalance or excessive brake application that should be investigated. Rapid tire wear combined with brake wear may indicate alignment or braking system issues affecting vehicle control and safety. I am submitting this complaint so the condition can be reviewed for potential defect trends affecting other similar vehicles. Defective parts may be available from prior repairs depending on service center retention.

NHTSA ID

11733239

Incident

Apr 23, 2026

Vehicle: 2024 Mercedes-Benz Sprinter VIN: [XXX] Mileage: 148,000 The vehicle is experiencing a serious safety-related defect where the starter motor remains engaged even after the engine is turned off. This results in the starter continuing to run and stay powered, which can cause severe mechanical damage, overheating, and presents a potential fire risk. The starter has already been replaced, but the issue persists, indicating the problem is within the vehicle’s electrical control system (such as wiring harness, relay, or control module). Additionally, I was informed that this same vehicle had a prior wire harness-related issue in 2024 under the previous owner, suggesting a recurring or unresolved electrical defect. This condition can lead to unexpected vehicle behavior and poses a safety hazard due to the risk of electrical failure or fire. The vehicle is currently at a Mercedes-Benz dealership for diagnosis, and a case has been opened with Mercedes-Benz USA under case #XXX. I am submitting this complaint to report a potential safety defect and request investigation. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11725922

Incident

Mar 17, 2026

Complaint Description I am filing this complaint with the National Highway Traffic Safety Administration regarding a safety issue with my new Mercedes Benz Sprinter 2500. I purchased this vehicle brand new from Mercedes Benz Manhattan. From the first day of ownership, I began experiencing multiple serious problems with the van. The main issue is that exhaust smoke and/or crankcase gases enter the cabin while driving. In addition, the vehicle experiences strong vibrations and the transmission frequently kicks or shifts abruptly. On several occasions this issue has caused the engine to stall while driving. (Traffic light stop) These problems create a potentially dangerous situation and make the vehicle unsafe to operate. The dealership, Mercedes Benz Manhattan, has attempted to repair the vehicle many times, but the problems persist and have not been resolved. Because of the ongoing safety risks, I believe this issue should be investigated.

NHTSA ID

11724480

Incident

Feb 16, 2026

Yes the wind assist in my opinion is more dangerous than dealing with the wind itself. No safe!

NHTSA ID

11694317

Incident

Oct 17, 2025

The van has a cross wind assist mode. When it activates it aggressively activates only one front wheel brake so dramatically that the van dives down and swerves out of the lane into the adjacent lane. The front wheel happened to be on wet pavement and it was chattering from braking so hard and not getting traction. I passed a slower motorcycle on the road and the crosswind assist almost caused me to run him off the road. The problem has not been reported to the dealer because i have read on several forums that dealers wont do anything about it. many people are complaining about this and it happens without warning. the problem started as soon as I bought the van, it now has 10,000 miles on it. This is a feature that is included with the van. When the dashboard lights do come on when the cross wind assist activates. No other warnings nor is thier any warning before the wind assist activates. Thanks for reading my concern

NHTSA ID

11693227

Incident

Oct 12, 2025

Complaint While driving through muddy / sandy/ off road terrain "4Matic Currently Unavailable" message on the dash Cause This vehicle is not equipped with a fixed force distribution AWD, rather force is only applied to the front axle according to ESP calculations. As per GF28.00‑D‑ 9900A: "vehicles with 4MATIC all‑wheel system and variable force distribution, an electronically regulated multiplate clutch integrated into the transfer case provides for the torque distribution. If the multiplate clutch is open during normal driving operation, only the rear axle drives the vehicle. If the clutch is closed, the front axle comes into play." The message "All‑wheel drive temporarily unavailable" is not indicative of a malfunction but rather informs the driver that all‑wheel drive is currently not available due to the transfer case clutch overheating. This occurs when the vehicle is driven in such a way that maximum front axle torque is needed for an extended period, causing the clutch to get excessively hot. If the vehicle is being driven under heavy load conditions, like in deep sand or snow, the rear axle may slip while the front axle does not deliver power. The transfer case then attempts to distribute torque to correct the slip, but it is limited to a maximum of 1150 Nm to protect the front axle transmission. In extended heavy‑load scenarios, the multidisk clutch in the transfer case slips, increasing the temperature. If the temperature model detects a critical temperature of 240°C, the system protects itself by disconnecting until it cools down to around 160°C, after which the all‑wheel drive becomes available again and the warning message disappears.Vehicles can handle flat terrain easily, but steep slopes or situations where wheels slip might cause additional resistance, leading to the described protection events and message in the dash. Remedy Recommendation is to release the vehicle back to the client with an explanation that the vehicle is operating as designed. Please advise the client to limit vehicle acceleration in limited traction situations to avoid disabling of the 4Matic system ‑ please see "Notes on all‑wheel drive" provided in the operators manual.

Complaint The coolant warning lamp may be displayed in the instrument cluster. The malfunction indicator lamp (MIL) may also be illuminated. Cause Moisture or corrosion may be present in the connector of the low‑temperature circuit switchover valve (Y97/6) or coolant pump 1 (M75/11). Remedy Inspect the connectors and pins at the low‑temperature circuit switchover valve and coolant pump 1 for moisture, corrosion, or terminal damage. If moisture, corrosion, or terminal damage is found, replace the affected connector or wiring harness and the corresponding component as required. If available, use the wiring harness as the repair measure. If the wiring harness is not available or is not applicable, replace the connector housing and required small parts in the wiring harness.

OM654 Engine Oil Consumption Complaint The customer may report repeated low engine oil level warnings in the instrument cluster. The customer may also state that engine oil must be added between scheduled maintenance intervals. During diagnosis, oil residue may be observed at the oil filler neck, cylinder head cover, crankcase ventilation connection, charge air pipes, charge air cooler, intake tract, or turbocharger area. In some cases, the complaint may be accompanied by increased diesel particulate filter (DPF) regeneration frequency or aftertreatment‑related fault entries. Cause Increased engine oil consumption may be caused by external oil leakage, crankcase ventilation system concerns, reduced oil separation efficiency in the cylinder head cover, turbocharger oil leakage, charge air system oil accumulation, fuel dilution, vehicle operating profile, oil level sensor plausibility concerns, or internal engine mechanical damage. A measured engine oil consumption test is required before a repair direction is determined. Customer‑reported oil additions or instrument cluster oil level messages alone are not sufficient to determine the repair. Remedy 1. Perform the engine oil consumption measurement according to AR18.00‑D‑ 0025TSM. 2. If the measured oil consumption is within specification, no repair related to engine oil consumption is required. • Verify the correct engine oil specification and review the vehicle operating profile, maintenance history, idle time, and regeneration frequency. If the complaint is based mainly on an oil level message and measured oil consumption is not confirmed, verify oil level sensor plausibility before continuing with engine oil consumption diagnosis. 3. If the measured oil consumption exceeds specification, inspect the engine for external oil leaks. • Pay close attention to the oil filler neck, oil filler neck seal, cylinder head cover area, oil filter housing, crankcase ventilation connections, turbocharger oil supply and return areas, and other visible sealing points. 4. If an external oil leak is identified, repair the leak according to the applicable repair instructions. • Correct the engine oil level and repeat the oil consumption measurement if necessary. 5. Inspect the crankcase ventilation connection, turbocharger inlet and outlet, charge air pipes, and charge air cooler for oil accumulation. • A light oil film alone does not confirm a turbocharger or engine failure. Oil pooling, heavy oil accumulation, debris, or oil migration into the intake tract requires further inspection. 6. If there is no clear external oil leak, no severe charge air system oil contamination, and no obvious turbocharger damage, inspect the crankcase ventilation system first. 7. Perform the crankcase ventilation shutoff valve leak‑tightness test according to AR01.40‑D‑0050TSM. 8. If the crankcase ventilation shutoff valve fails the leak‑tightness test, replace the shutoff valve and the cylinder head cover with integrated oil separator. Replace all required seals and hardware. 9. If the crankcase ventilation shutoff valve passes the leak‑tightness test, no external oil leak is identified, no abnormal turbocharger oil entry is found, and the engine mechanical condition is not suspect, replace the cylinder head cover with integrated oil separator. • Fill the engine with oil meeting MB 229.52 SAE 5W‑30 and repeat the engine oil consumption measurement according to AR18.00‑D‑0025TSM.

Oil Leak at Crankcase Near the High-pressure Fuel Pump OM654 Complaint Visible oil leak at the crankcase near the mounting area of the high‑pressure fuel pump on OM654 engines. Cause Oil leakage near the high‑pressure fuel pump may result from insufficient sealing performance of the jump shaft seal and/or reduced sealing effectiveness at the interface between the high‑pressure fuel pump and crankcase. Relative movement of the high‑pressure fuel pump within the crankcase bore may reduce sealing effectiveness at the pump‑to‑crankcase interface and promote oil migration during engine operation. Remedy Install a new high‑pressure fuel pump together with the design‑optimized sealing ring.

Complaint Low Coolant warning with possible engine misfire caused by a leaking Charge Air Cooler (Intercooler), accompanied by one or more of the following possible fault codes related to the coolant system: P30040B: Component 'Temperature sensor downstream of charge air cooler' has an open circuit or short circuit to positive. P25567B: Sensor 'Coolant level' has a malfunction. The fluid level is too low. Cause The potential causes for this topic are: A. A leak in the Coolant System, other than the Charge Air Cooler. B. An Internal leak of the Charge Air Cooler. C. An unapproved/aftermarket upfit or modification to the coolant system. Remedy A. A leak in the Coolant System, other than the Charge Air Cooler 1. Complete a coolant system pressure test: •Refer to WIS Doc AR20.00‑D‑1011TS ‑ Check engine cooling system for leak tightness. •Use Tester Cap 210 589 00 91 and Pressure Pump 124 589 24 21 00. •Apply test pressure to the engine cooling system. Do not exceed the specified test pressure of 1.5 Bar to prevent damage to the engine cooling system. •Perform a visual check on the top and bottom of the engine compartment and in the vehicle interior. •If coolant loss or pressure loss is present, perform suitable repair measures depending on the vehicle equipment. •If NO signs of coolant loss are found but pressure loss is present, proceed to Step B. B. An Internal leak of the Charge Air Cooler 1. Inspect the Charge Air Cooler for an internal leak: •Remove either the Throttle Valve or Charge Air Temperature Sensor to inspect for coolant loss. See attachments for the failed Charge Air Cooler. •If coolant is found inside the Charge Air Cooler: •Perform a manual compression test to confirm the absence of internal engine failures per WIS Doc AR01.00‑D‑1201TSM ‑ Check compression pressure. •Remove and clean any coolant present in the Charge Air System, Intake System, and Cylinders. •Replace the Charge Air Cooler, the glow plugs, and then conduct an oil and filter change. Refer to AR09.41‑D‑6817TSM ‑ Remove/install charge air cooler. •If coolant is not found inside the Charge Air Cooler, proceed to Step C. C. An unapproved/aftermarket upfit or modification to the coolant system 1. Inspect the Coolant system for any unapproved/aftermarket upfits or modifications: •See the Attachments for examples of non‑approved upfits or modifications. •Note: The OM654 cannot have any aftermarket modifications made to the coolant system per the Body and Equipment Guidelines (BEG) under 4.4.3 Engine Cooling, "Do not make modifications to the cooling system (cooler components, air ducting, hose, and other detachable parts that are part of the cooling system)". •If there are modifications made to the coolant system that violate the BEG, do not complete any repairs on the system under warranty until either your Vans Aftersales Business Development Manager (VABDM) or facing Field Service Engineer (FSE) reviews the vehicle.

An authorized Mercedes-Benz eSprinter dealer will update the drivetrain control unit on the affected vehicles. An authorized Mercedes-Benz Sprinter dealer will update the engine control unit on the affected vehicles.