2023 Mercedes-Benz Sprinter 3500

The contact owns a 2023 Mercedes-Benz Sprinter 3500. The contact stated that while driving approximately 35-40 MPH, the vehicle went into LIMP Mode. The contact was able to shift to neutral and restart the vehicle. The failure reoccurred at approximately 40,000. The failure became more frequent and was recurring every 3,000 to 4,000 miles. The vehicle was taken to the dealer, who diagnosed the vehicle with an inoperable air charger for the turbo charger. The failure persisted, and the vehicle was returned to another dealer, Mercedes-Benz of Arrowhead (9260 W Bell Rd, Peoria, AZ 85382) to be diagnosed and the vehicle was diagnosed with engine failure. The contact was informed that the engine needed to be replaced. The engine was replaced, but the failure persisted. The manufacturer was informed of the failure, and a case was opened to discuss a buy-back offer. The failure mileage was approximately 33,000.

NHTSA ID

11747881

Incident

Oct 2, 2024

Mileage

33,000 mi

The contact owns a 2023 Mercedes-Benz Sprinter 3500. The contact stated that while driving 65 MPH, there was an abnormal metal grinding sound coming from the rear of the vehicle. While driving at various speeds, the vehicle went into LIMP Mode. The transmission was shifted into neutral(N) and the vehicle was restarted. The vehicle was taken to the dealer, who diagnosed the vehicle with pinion bearing failure and the LIMP Mode failure causing an Emissions issue. The rear axle, air charger GPS, turbo, and oil sensor were all replaced. The vehicle was taken to the dealer and was diagnosed with the same failure. The vehicle was repaired. The manufacturer was informed of the failure and a case was opened to discuss a buy-back offer for the failure. The failure mileage was approximately 9,600.

NHTSA ID

11747880

Incident

Feb 2, 2025

Mileage

9,600 mi

There was an SRS Error message. The SRS system is non-functional on a vehicle with 400 miles. The dealership has attempted to fix the problem by replacing the fuse and control unit, but it appears to be a coding - programming issue. An engineering case has been opened for 2 weeks, but they have given me no notice of what or when the next step takes place.

NHTSA ID

11733355

Incident

Apr 7, 2026

I am filing a formal complaint against Lazydays RV (Tampa, FL) for repeat violations of NHTSA safety standards and probable violation of their 2022 Consent Agreement and Compliance Monitoring Order. In May 2024, I purchased a 2023 Mercedes-Benz Sprinter RV from Lazydays. The vehicle was sold as “new” and delivered to South Carolina. Upon delivery, I discovered it had been stripped of OEM parts and tampered with prior to shipment, including a non-OEM “Tampa Bay Battery” substituted for the factory-installed Mercedes-Benz battery. That non-compliant battery failed in May 2025, leaving us stranded and requiring an emergency replacement. Lazydays also failed to register the manufacturer’s warranty with MBUSA for nearly one year, preventing factory coverage during that time. I later obtained confirmation from the RV manufacturer (Thor Motor Coach) that the vehicle was missing several required OEM components (bike rack, ladder, seat and door covers), and they were forced to replace these at their own cost — not Lazydays’. The dealership also collected $1,600 in SC registration/title fees, then failed to perform the service or refund the charge. This case reflects a pattern of deceptive delivery, false documentation, and equipment tampering, all of which directly impact vehicle safety, warranty integrity, and federal compliance. Lazydays’ behavior is consistent with violations described in their 2022 NHTSA Consent Order. I am formally requesting NHTSA investigate this matter as a repeat offense under active probation and compliance oversight. Please initiate a formal compliance review of Lazydays RV under its existing NHTSA oversight. This is no longer a single instance — it is a persistent pattern of regulatory violations that impact consumer safety and vehicle compliance.

NHTSA ID

11674564

Incident

May 23, 2025

Vehicle suddenly lost ability to accelerate. After driving narrow mountain roads with a lot of downshifting and upshifting, vehicle was on a long, gradual downgrade, then approached a long, slight (4%?) upgrade. Vehicle would not maintain speed and began to decelerate. Pushing the accelerator to the floor did nothing. Attempted to manually shift gears, but transmission would not downshift, or upshift. This almost resulted in being rear-ended by a semi. The speed limit was 55 and vehicle had decelerated to ~25 mph by the time I found a place to pull over. I stopped and was able to shift into Park. Revved engine and it behaved normally. I shut off engine for 1 minute and then restarted. Transmission and all other systems worked fine and continued to work normally for several hundred miles since then. There was no CEL, or other warning. There was no indication that it entered "Limp Mode." I suspected that something went wrong with the logic in the electronic transmission. Mercedes Benz dealership could NOT find any codes logged in the OBDC. The service manager told me, "It might have been some kind of computer glitch." This was a 2-lane, country road. The semi was behind me, and several cars were behind the semi. For about a mile there was no place to pull over. One impatient driver passed both the semi and my Sprinter in a "no passing" zone. We were all fortunate that there was no collision.

NHTSA ID

11633414

Incident

Nov 7, 2024

The contact owns a 2023 Mercedes-Benz Sprinter 3500. The contact stated while driving at approximately 35 MPH, the vehicle stalled. The contact stated there was no warning light illuminated. The contact had attempted to restart the vehicle and the vehicle failed to restart. The contact had the vehicle towed to a local dealer, where it was diagnosed and determined that the diesel fuel was contaminated, and the entire diesel fuel system needed to be replaced. The vehicle was not repaired. The contact independently had samples of the diesel fuel tested and no water or contamination was found. The contact stated that the Insurance provider also tested the diesel fuel and found no contaminants or water. The contact researched online and related the failure to a diesel filter design for the year, make, and model. The manufacturer was informed of the failure. The failure mileage was approximately 46,000.

NHTSA ID

11622535

Incident

Sep 7, 2024

Mileage

46,000 mi

In the middle of my merge attempt, the vehicle suddenly braked hard, mimicking the feeling of an emergency stop, There was no cars around me, There was no reason for the auto to stop.

NHTSA ID

11611828

Incident

Aug 22, 2024

I noticed there was a reall of the front hub assemblies, however my truck must not be on the list of vins affected. I’m not sure where the problem originated, but I just passed over 20k miles and im experiencing signs and symptoms of what that recall would affect, this started a few weeks ago, not getting any better. It just stars vibrating and shaking pretty violently. like a wheels coming off. My father is also experiencing similar issues in is 2022 king ranch with 40k miles. Both trucks, very low mileage shouldn’t show these sort of symptoms yet. I’m not sure if they go hand and hand but it also disengages advanced track and all the front sensors and what not when it happens. After reading a few articles I do not feel the truck is safe on the road until probably inspected.

NHTSA ID

11611821

Incident

Aug 9, 2024

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.

Model 907 with all-wheel drive (A4M) – All-wheel drive inoperative Complaint The customer may report one or more of the following: • All-wheel drive is unavailable or inoperative. • Rear wheel slip during acceleration on low-traction surfaces. • Noise from the front axle area while driving. • Message in the instrument cluster indicating all-wheel drive is unavailable due to overheating. • Fault code P27874B - The temperature of the clutch is too high. There is a fault due to overtemperature may be stored in control unit N15 (Transfer Case). Cause An internal failure of the front axle differential may result in loss of torque transfer to the front wheels. In some cases, a fracture of the weld between the crown gear and differential housing may be present. Remedy Replace the front axle differential in accordance with: AR33.30-D-0525TSY – Replace Front Axle Differential.

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 The check engine light is activated, accompanied by one or more of the following fault codes related to the Boost Pressure Positioner: • P300A6D The boost pressure is too low. Charge Air Cooler. • P300974 Component 'Boost pressure positioner' has a malfunction. The boost pressure is too low. • P300DFB Component 'Boost pressure positioner' has a malfunction. • P300DE8 Boost pressure control A has a malfunction after the cold start. Cause The potential causes for these fault codes are: A. Leak or Blockage in the Intake or Charge Air System: This can prevent the proper flow of air, affecting the boost pressure. B. Insufficient Source Vacuum, Vacuum Leak, or Sticking/Weak Vacuum Component: These issues can prevent the boost pressure positioner from functioning correctly. • For Model Year 2023-Cuurent vehicles operating at approximately 4,000 ft elevation or above, reduced ambient pressure and/or high brake demand may contribute to reduced available vacuum differential and under boost com-plaints, even when no discrete vacuum component failure is identified. C. Internal Malfunction of the Boost Pressure Positioner: The component itself may be faulty. D. Internal Defect with the Variable Turbine Geometry (VTG) System inside the Turbocharger: Issues within the turbo-charger can affect boost pressure control. Remedy Engineering Review Required: For vehicles operating at approximately 4,000 ft elevation or above, a TIPS case MUST be opened before replacing any component for fault codes P300A6D, P300974, P300DFB, or P300DE8.

Complaint The customer reports an exhaust odor from the engine compartment, potentially accompanied by a check engine light and/or engine misfire. Cause The injector hold-down may fracture due to material-related factors, allowing the injector to lift from its seat and resulting in combustion gas leakage past the sealing interface. Remedy Carry out repair measures in accordance with the extent of damage determined during inspection. Replace only tho-se components identified as faulty or compromised by the failure, including the fuel injector, sealing ring, injector hold-down, hold-down bolt, high-pressure fuel line(s), and, if required, the fuel distributor (rail). All work involving fuel injector removal and installation must be carried out in accordance with WIS document AR07.16-D-1020TSM. Particular attention must be given to the proper preparation of the injector bore and sealing in-terface. All carbon deposits, combustion residue, and surface contamination must be fully removed to ensure correct injector seating and sealing integrity, thereby preventing combustion gas blow-by and repeat failure.

Complaint The customer reports that the engine cranks but does not start, or only starts after extended cranking. A check engine light may be present, and fault codes P300616 (The fuel pressure in the system is too low) and/or P300617 (The fuel pressure in the system is too low) may be stored, along with other fuel pressure-related fault codes. Cause Insufficient high-pressure fuel build-up during engine cranking. The fuel system does not achieve the required rail pressure of >120 bar, preventing engine start. This condition may be caused by internal leakage within the fuel injection system, inadequate fuel supply from the low-pressure circuit, or a malfunction of the high-pressure fuel pump. Remedy 1. Verify high-pressure fuel rail pressure during engine cranking using XENTRY actual values. • Evaluate the actual value “The starter turns and the combustion engine does not start” and monitor high-pressure fu-el rail pressure during cranking. (See attachment: XENTRY actual values – rail pressure not reaching >120 bar) • The system must achieve a minimum of >120 bar in order to enable engine start. → If the specified rail pressure is not achieved, perform the following checks: 2. Check low-pressure fuel supply • Verify fuel quality (color, clarity, separation, contamination) • Inspect fuel tank, fuel filter, and low-pressure fuel pump for debris, restriction, or damage • Measure low-pressure fuel supply before and after the fuel filter and confirm values are within specification • Perform a fuel volume test at the high-pressure pump inlet to ensure adequate delivery • Verify that the injector leak line is installed correctly, remains unmodified, and is not restricted or kinked → If low-pressure fuel supply is not within specification: Repair as necessary and recheck high-pressure fuel build-up 3. Check for internal leakage within the fuel injection system • Perform a fuel injector leak/return test using XENTRY • Evaluate injector leak-back during cranking NOTE: If the combustion engine does not start, perform the test by cranking the engine 3–4 times for approximately 15 seconds each, instead of allowing the engine to run for approximately 60 seconds → If injector leakage is present: Replace the affected injector(s) and perform injector teach-in 4. Check high-pressure fuel system • If no leakage is identified and low-pressure supply is sufficient, evaluate high-pressure fuel generation → If high-pressure fuel system does not generate sufficient pressure: Replace the high-pressure fuel pump 5. Final verification • Verify that rail pressure exceeds >120 bar during cranking • Confirm the engine starts normally without extended crank • Clear fault codes and perform final validation