Mercedes-Benz E-Class (2002 – 2009) Review

Lots of problems with 2003 - 2006 cars that seem to have ended with the summer 2006 facelift (facelift car headlights have louvres at the tops).

Can suffer electrical problems, so make sure all electrics work before buying.

By August 2008 there was an epidemic of failures with fresh reports every couple of days, dealers quoting £11k to fix and Mercedes usually refusing to pay which effectively writes off a 2003 E-Class as scrap. Also affects 2004 registered E-Class.

Two other well known faults which might cause expensive damage are failure of the oil seals to the wiring looms from the top of the cam cover and to the autobox which is electrically operated.

Reports of leaking high pressure diesel pumps on E320 CDIs. Fluid leaks onto cooling system pipes which then also need to be replaced. 'Straight 6' 3.2 litre CDI engine had a common problem with premature injector failure at as little as 60,000 miles. Replacement injectors are about £300-£400 each, plus fitting and calibrating to the ECU - an expensive repair if they all need replaced at about the same time.

Another common problem with the earlier engine is apparent failure of the injector 'fire seals', which allows soot and carbon to basically 'weld' the injector into the cylinder head. If a faulty injector cannot be removed then the cylinder head would have to be replaced.

Turbo ‘boost control regulator’ seems to fail on E320 CDI (pre-2005), putting the engine into limp-home mode and MB dealers diagnose the need for a entire new turbo at £1,600+.

Electronic throttle sensor failures on E320CDI/E280CDI V6. Further reports that this is due to Turbo swirl pot failures. The electronic throttle warning light coming on, closely followed by the engine management light and the engine goes into 'limp home' mode.

Tinkling sound which rises with revs on E320 CDI is from ceramic matrix of catalytic converter.

Also starting problems with E320 CDI. Can suffer battery drain down when left in airport carparks unless upgraded battery pack specified.

Cars fitted with self-levelling suspension are prone to running down their batteries after a long ferry trip or after being left parked for a prolonged period in windy conditions because the system attempts to compensate for movement of the ship or being blown by the wind.

The transmission oil cooler of automatics is sited in the radiator matrix, so failure can lead to coolant entering the transmission and destroying it, leaving the owner with a bill of £4k +. Apparently this fault occurred in cars manufactured between 2000 - 2003 and only when a Valeo radiator is fitted. Two other well known faults which might cause expensive damage are failure of the oil seals to the wiring looms from the top of the cam cover and to the autobox which is electrically operated.

Another common fault of Mercedes diesels is failure of injector seals, allowing fuel/air mixture to be deposited as carbon on top of the engine. The problem can be identified by the smell of neat fuel (like paraffin) entering the passenger cabin, and a "chuffing" sound from the top of the affected cylinder as gas escapes on the compression stroke. Apparently it is so common it has been given the name "black death" within the Mercedes dealerships. Unless spotted early, and seals reground and replaced, the cost of fixing can be up to £500.

Seem to have been a couple of cases of front suspension collapsing on 03s and 04s. That's spring failure, common on all makes and models of European car, not the spring 'perch' failure that afflicted the rust-prone W210 E Class.

18" alloys with stupid 245/40 front tyres and ridiculous 265/35 rear tyres very prone to pothole damage.

Corroded brake pipes are becoming a common problem on 2002 - 2006 W211s. Not a problem on facelift cars with the revised braking system from Summer 2006 on.

increasing reports of failure of the Sensotronic Braking System fitted to 2002 - 2006 W211s.

One owner's problems with a 2004 E320 CDI estate: "Tailgate strut failure, parking sensor failure, central locking failure etc and larger failures, rear suspension completely replaced (under warranty) and torque converter replacement (50% contribution). The latest issue with the car is that I noticed an oil leak , I took it to my local dealer (Weston Super Mare) who diagnosed that the gearbox oil pipes had corroded and that these would need replacing. I was informed that the pipes would be approximately "£20 to £30 " each. I was therefore astounded to be presented with a bill for £1,079.57 which included a new radiator. I asked why a new radiator had been fitted and secondly why was I not contacted to give approval. The reason I was given was that the pipes could not be removed from the radiator due to corrosion therefore the whole radiator was replaced."

Another reader's saga with a Mercedes Used and Approved November 2003 W211 E220CDI: "I excitedly collected my Mercedes E220 CDI (Used Approved) from my dealership in Blackburn. In the space of 18 months ownership I have experienced blown turbo (day 2), central gateway problems, no reversing lights, 4 system shutdowns, collapsed front coil springs, 2 SB pump failures, erratic wet weather braking problems, new front discs and pads and a blown turbo gasket. The vehicle has spent almost as much time at the dealership as it has on the road. On each occasion the dealership assures me "It's fine now". Several minor faults were present on delivery and had not been picked up in the supposedly rigorous 'Approved/ Used' pre sales scrutiny."

Faults with yet another reader's 2005 E270CDI from 2005 to end of 2010 over 85k miles included: brake lines, self-levelling rear suspension failure, premature rear shock absorber failure, heater control valve failure, corrosion to tailgate (painted surface), turbo failure, front cat disintegrating and taking the rear with it, parking sensor failure, some other sensors give bother.

Problem of premature wear of timing chain sprocket for balancer shaft of M272 and M273 V6 petrol engines. Mercedes Star bulletin about this. Big job. Can cost £4,000.

On 280 and 320 CDIs the double skinned exhaust manifolds can fragment internally, sending shards of metal into the turbo. Replacement cost is £4,000 + , though MB has acknowledged and offered goodwill of up to half of the cost of replacing the manifolds and the turbo.

Turbo failure on E220CDIs after 6 years or so not unknown. Vital to keep turbo oilway clear and to change engine oil at least once a year.

Sensotronic Brake Control unit on 2002 to 2006 W211s increasingly prone to failure and costs £900+ to replace. (See the 2004 and 2005 'Recalls'.) Corroded brake pipes are becoming a common problem on 2002 - 2006 W211s. Neither are a problem on facelift cars with the revised braking system from Summer 2006 on.

On 200K valves may not seat properly and require modified valve springs, a job costing £1,900 at an MB dealer.

Rust reported as appearing at the base/corner of the rear doors on 2006 facelift W211s. Apparently MB will not pay for the repaint, but will amend the lip in the wheel arches under warranty. Apparently dirt and water can collect there, which eventually could cause rusting.

Where fitted, 'Airmatic' damper failures on 2003 - 2006 W211 E Class seem to be quite common.

Notified of more turbo failures on 280 and 320 CDI at age around 6 years and as little as 48,000 miles caused by shards of metal from the exhaust manifold damaging the vanes of the variable vane turbocharger. Can also suffer hiccups due to wastegate/inlet manifold pressure servo motor developing a leak in the oil seal. MB does not routinely change the air filters on these engines before 45,000 miles.

23k mile 2007 E350 developed fault code relating to Camshaft Phasing Sensors.

More of the well-known failures of Airmatic suspension cylinders reported on 2003 - 2006 W211s.

In July 2012 a 2005 CLS 350 with the M272 V6 engine was diagnosed with worn timing mechanism, which was replaced at a cost of £3,000 , after a 75% discount on parts. Then in January 2013, car back with MB workshops displaying the same problem. This time a worn balance shaft was replaced at a cost of £2,000 again after a 75% discount on parts. Same problem has occurred in Europe and in the USA with M272 V6s built from 2004-2006.

Report of routine replacements of ABS sensor and front wheel bearing on 65k mile post facelift E220 CDI.

Turbo failed on a 72k mile 2009 E280 CDI estate due to carbon build-up in the bearing and oil supply pipes to the bearing (from failing to idle the turbo from red hot before switching off). MB paid 23% as a Goodwill gesture.

Turbo oil seal failed on 2008 E280 CDI and was not covered by the Mercedes Benz used car warranty so cost the owner £700.

Engline lube oil leak reported on 2009 E320 CDI. Turned out to be the engine oil cooler, and cost the reader £1,000, after a £500 contribution from Mercedes. Apparently a common fault.

Swirl flap motors of inlet manifold of 2005 Merceded E280 CDI failed twice in three years. 2011, then again in 2014, just 32k miles later.

One of the six glowplugs in a 50,000 mile 2007 E320 CDI was too fused to the head to remove.

Complaint that on 44k mile 2008/58 Mercedes E320 CDI Sport Estate, both door mirrors failed, front offside coil spring failed and engine suffered injection system problems.

Repeat Sensotronic Brake Control failure of 2005 W211 Mercedes E-Class, bought in 2007 (after the original recalls). This occurred in 2012 and again in 2014, maybe because the original 2005 recall work had not been carried out (see 'Recalls')

Problems with a 73k mile 2009 E63 AMG estate include a failed steering rack (MB World quoted £2,500 to replace it), failure of one of the two fuel pumps and non availability of the parts to replace them.

Sensotronic Brake Control failure reported on 43k miles 2003 E320. Owner quoted £1,825 to fix.

Apparently, SBC has a life of 300,000 brake pedal applications. Failed on reader's 138k miles 2003 E200k and he was quoted £1,909 by MB dealer to repair. Found a specialist: http://www.fleetroadgarage.co.uk/mercedes-sbc-pump-repair More under Google 'Mercedes SBC Repair.

RG comments on the W211 SBC brake issue as follows: " The W211 SBC unit does indeed have a counter which would record how many times the brake pedal was pressed, and after approx. 300,000 activations the SBC unit normally sets a C235F fault code indicating it should be replaced. It is true that technicians with the right equipment can reset the counter and then clear the fault code, restoring operation of the pump. However the units had a specified lifetime for a reason. After the counters have been reset, some may work for a long time, while some fail quite quickly - I've heard of SBC's mechanically failing within 6-12 months of being reset. Obviously once it has mechanically failed, it will not correctly work, and the first notification of this often is when all power braking is lost and the red message comes back again. If this is to happen, the car still would have braking functionality without any power assistance which I believe is enough to comply with safety regulations and to avoid a mandatory recall, but a driver was to experience this failure when depending on the brake for an emergency application, they could find the brake does not perform in the way they thought they could safely depend on. With this in mind, my personal opinion is that the pumps should never be reset once they have exceeded their design parameters."

Another Sensotronic Brake Control failure reported, this time on a 144,500 E220CDI Avantgard.

Report of transmission heat exchanger in radiator failing in 2006/55 Mercedes W211 E220CDI at 175k miles, leading to contamination of automatic transmission fluid by engine coolant. Owner charged £2,200 + VAT for job of replacing radiator, heat exchanger and transmission torque converter, including £1,529.30 for essential parts after a discount of £282.83.

Report of Sensotronic Brake Control programmed shut down after 300,000 applications on 2004 W211 E320 estate at 152,000 miles. Dealer offered 10% discount, reducing repair bill to £1,625.

Report of transmission problems with 2003 Merceded Benz E270 CDI automatic: "automatic gear change failed to operate on a number of occasions, recently becoming more frequent. It occurs after a longish motorway trip of over 100 miles when, on coming off the motorway, the auto does not function. The remedy appears to be to park, switch off the ignition, then restart when the auto then performs normally. Previous investigations by Merc Agents and others have failed to detect a fault." Could be due to failure of transmission heat exchanger in the radiator as 22-7-2016.

Report of glow plug warning light coming on for about 2 minutes after a cold start. Only becan to occur after a service 5 days before.

13-13-3-2017: Report of severe rust to suspension of 2008 Mercedes-Benz W211 E220.

Report of dash warnings concerning rear number plate light and 3rd brake light of 2006 facelift Mercedes Benz E320CDI. When warnings occur, boot lid cannot be opened electrically. Reads like a broken wire in the wiring loom from the body to the boot lid.

Report of 2005 Mercedes-Benz W211 E280 breaking its front springs three times in 120,000 miles from new.

Report of repeated battery failures on Mercedes Benz E63 AMG, aparently not caused by a draindown.

Report of Sensotronic Brake System of 2003/53 Mercedes Benz W211 E-Class failing after 13 years and 133,382 miles. MB has been replacing these systems at up to 10 years old but then draws the line.