Mercedes-Benz CL C215
Weaknesses, engine ratings and buying advice
500 PS
CL 600 · Benzin
Most Elegant V12 Coupé of Its Era — No Tantrums
Fun to Drive!500–630 PS
5.5L V12 BiTurbo Benzin
9 weaknesses
Stay Away!Generations
Engine Overview
The Mercedes-Benz CL C215 is available with 5 engine variants — from 272 to 630 hp. 1 variants had engine changes — the model year is crucial.
Naturally aspirated V8 in three displacements from 4.3 to 5.5 litres — old-school character with no turbo lag. Linear power delivery, deep rumble from 2,000 rpm building to a hoarse roar above 5,000. Peak torque at 3,000; beyond that it thins out — yet it's silky in part-throttle and surprisingly economical. Achilles heel is the seals: rear crankshaft oil seal practically universal above 150,000 km (gearbox removal required, 600–900 EUR), valve covers and oil filter housing seep with age. All cheap parts. The one critical point: the rubber damper on the crankshaft pulley hardens with age — when it fails the pulley machines into the sump. Replace preventively every 150,000 km. Oil changes every 10,000 km with 5W-40, 16 spark plugs every 60,000–80,000 km — then 400,000 km is realistic.
- !! Vibration Damper/Pulley — Rubber Hardens from 170,000 km
The rubber damper in the crankshaft pulley hardens with age and can eat into the sump — catastrophic consequential damage. Preventive replacement every 150,000 km strongly recommended.
Symptoms: Unusual vibrations at idle, in worst case metallic scraping from below. Often no prior warning — sudden failure. - !! Rear Crankshaft Seal Leaking from 150,000 km
The rear crankshaft seal is leaking on virtually all M113 engines above 150,000 km. Gearbox removal required — 600–900 EUR workshop costs. If oil creeps into the torque converter it becomes expensive.
Symptoms: Oil drops or oil film visible at the engine-gearbox interface, oil loss without any other apparent leak on the engine. - !! Engine Mounts Worn Prematurely from 90,000 km
Engine mounts can fail before 100,000 km. Practical test: finger between the stabiliser bar and front sump — no clearance means the mount is dead. Not visually checkable without removal.
Symptoms: Vibrations in interior especially at idle, dull rumbling on acceleration, in worst case contact between engine and bodywork.
+ 7 more engine weaknesses + vehicle weaknesses
Naturally aspirated V8 in three displacements from 4.3 to 5.5 litres — old-school character with no turbo lag. Linear power delivery, deep rumble from 2,000 rpm building to a hoarse roar above 5,000. Peak torque at 3,000; beyond that it thins out — yet it's silky in part-throttle and surprisingly economical. Achilles heel is the seals: rear crankshaft oil seal practically universal above 150,000 km (gearbox removal required, 600–900 EUR), valve covers and oil filter housing seep with age. All cheap parts. The one critical point: the rubber damper on the crankshaft pulley hardens with age — when it fails the pulley machines into the sump. Replace preventively every 150,000 km. Oil changes every 10,000 km with 5W-40, 16 spark plugs every 60,000–80,000 km — then 400,000 km is realistic.
- !! Vibration Damper/Pulley — Rubber Hardens from 170,000 km
The rubber damper in the crankshaft pulley hardens with age and can eat into the sump — catastrophic consequential damage. Preventive replacement every 150,000 km strongly recommended.
Symptoms: Unusual vibrations at idle, in worst case metallic scraping from below. Often no prior warning — sudden failure. - !! Rear Crankshaft Seal Leaking from 150,000 km
The rear crankshaft seal is leaking on virtually all M113 engines above 150,000 km. Gearbox removal required — 600–900 EUR workshop costs. If oil creeps into the torque converter it becomes expensive.
Symptoms: Oil drops or oil film visible at the engine-gearbox interface, oil loss without any other apparent leak on the engine. - !! Engine Mounts Worn Prematurely from 90,000 km
Engine mounts can fail before 100,000 km. Practical test: finger between the stabiliser bar and front sump — no clearance means the mount is dead. Not visually checkable without removal.
Symptoms: Vibrations in interior especially at idle, dull rumbling on acceleration, in worst case contact between engine and bodywork.
+ 7 more engine weaknesses + vehicle weaknesses
5.4-litre V8 with Eaton Lysholm twin-screw supercharger — the legendary 'Kompressor' AMG. 476–500 hp depending on model, 700+ Nm from 2,650 rpm. The sound is unmistakable: a deep V8 rumble overlaid with the characteristic supercharger whine under load — at full throttle a mechanical scream that's instantly addictive. Torque arrives like a wave: gently swelling then brutal. No turbo lag, no throttle delay — the supercharger delivers boost from idle. Tuning potential is enormous: a pulley swap (83 mm instead of 87 mm) adds 40–50 hp at the rear wheels, and the community has pushed the engine beyond 800+ hp. Critical maintenance points: supercharger magnetic clutch (check air gap 0.35–0.45 mm), charge air cooler pump (low-temperature circuit), rear crankshaft seal. Oil changes with 0W-40 every 10,000 km. Pre-2004 engines had more teething problems — noticeably more mature from 2004. One of the most robust AMG engines ever built when maintained properly.
- !! Supercharger Bearings — Wear at High Mileage from 120,000 km
The Eaton supercharger bearings wear after 100,000+ km — mechanical noise increases, in worst case the supercharger seizes. Check supercharger oil (120–130 ml) regularly. Replacement supercharger from 1,200 EUR, complete with installation 2,500–3,500 EUR.
Symptoms: Increasing mechanical whining/howling from the supercharger even at low rpm, metallic grinding under load, supercharger oil loss. - !! Cooling System — Hoses and Thermostat Age from 80,000 km
Coolant hoses become brittle after 10+ years and can burst without warning — particularly critical on a supercharged V8 with high heat rejection. Thermostat occasionally sticks open. Complete coolant hose set as prevention from 60,000 km recommended.
Symptoms: Coolant temperature rises above 100°C, coolant steam under the bonnet, coolant loss, sweet smell from vents. - !! Supercharger Magnetic Clutch — Wear and Slipping from 80,000 km
The Eaton supercharger magnetic clutch wears over time — friction material wears, supercharger sporadically fails to engage. Air gap (clearance) must be 0.35–0.45 mm; above 0.8 mm the clutch no longer engages reliably. Aftermarket pulley modifications worsen the problem if air gap is not correctly set.
Symptoms: Sporadic power loss at full throttle, supercharger does not engage (no supercharger whine audible), EPC fault message in instrument cluster, releasing and re-applying throttle helps briefly.
+ 6 more engine weaknesses + vehicle weaknesses
The last naturally aspirated V12 from Mercedes before the switch to the biturbo era with the M275. The M137 uses SOHC valve actuation with three valves per cylinder — two intake, one exhaust — an architecture Mercedes pursued nowhere else with such consistency. A hydraulic-electric cylinder deactivation system (CDA) was fitted to save fuel; when it fails the CDA valves shut off half the cylinder bank. The same applies to the two encapsulated ignition module banks — completely inseparable, non-repairable, and expensive to replace. A well-maintained M137 delivers one of the smoothest engine notes imaginable: silky, uniform, inaudible at motorway speeds. The price is a maintenance burden that is not for tight budgets.
- !! ZAS Cylinder Deactivation Valve Defective from 120,000 km
The hydraulic-electric ZAS cylinder deactivation valves fail with increasing age. Suddenly only 6 cylinders are active, MIL illuminates. Repair costs approx. 880 EUR per valve.
Symptoms: Engine runs rough with strong vibration, significant power loss, check engine light, faults P0307–P0312 - !! Ignition Module Bank Failure (Both Banks) from 130,000 km
The two ignition module banks (one per cylinder bank) fail after 10–15 years — often in quick succession. Fully potted components, not repairable; OEM replacement approx. 1,400 EUR each.
Symptoms: Severe power loss, rough engine, multiple cylinder misfire codes P0300–P0312, fuel smell from exhaust - !! Cylinder Bore Wear and High Oil Consumption from 200,000 km
At high mileage cylinder bore walls become oval, oil enters the combustion chamber. Consequential costs from contaminated lambda sensors and catalytic converters are extremely high.
Symptoms: Blue smoke on start, steadily increasing oil consumption (>0.5 L/1,000 km), contaminated lambda sensors
+ 3 more engine weaknesses + vehicle weaknesses
Twelve cylinders, two turbochargers, a V-valley layout — technically fascinating and maintenance-intensive in equal measure. The fully encapsulated ignition module system with two banks at 1,400 EUR each is the most well-known cost factor; failure of both banks usually follows in quick succession. The oil-water heat exchanger in the V-valley almost always leaks eventually — factor in engine removal for the repair. The four camshaft solenoids fail to seal reliably after 80,000–100,000 km; oil creeps into the wiring harness and corrodes control units. Both turbochargers sit deep under the engine bay — removal and installation costs more than the turbo itself. Runs without issue beyond 300,000 km with diligent maintenance; what kills it is deferred servicing. Purchase requirement: complete service history, documented wiring harness check, no ABC alarm backlog, fresh ignition modules.
- !! Ignition module bank failure (two banks at ~€1,400 each) from 120,000 km
Both ignition module banks are fully potted wear items with a typical service life of 10–15 years. Failures tend to follow each other quickly. OEM cost approximately €1,400 each.
Symptoms: Jerking and power loss, rough running, misfire codes P0307–P0312, petrol smell from the exhaust - !! Turbocharger wear and wastegate wear from 180,000 km
The two turbochargers show bearing and wastegate wear at high mileage. Engine removal is required for replacement; repair costs €2,000–4,000 per turbo.
Symptoms: Whistling or rattling turbo noises, power loss under hard acceleration, blue smoke from oil loss - !! ABC hydraulic lines and engine mounts — double defect from 100,000 km
The M275 V12 Biturbo in the S600/CL600 puts extreme stress on the engine mounts due to its weight (>300 kg engine). At the same time, the ABC hydraulic lines age and leak. Both issues frequently occur together.
Symptoms: ABC suspension hydraulic oil loss, engine sitting lower, vibrations in the cabin, ABC warning message
+ 6 more engine weaknesses + vehicle weaknesses
The last naturally aspirated V12 from Mercedes before the switch to the biturbo era with the M275. The M137 uses SOHC valve actuation with three valves per cylinder — two intake, one exhaust — an architecture Mercedes pursued nowhere else with such consistency. A hydraulic-electric cylinder deactivation system (CDA) was fitted to save fuel; when it fails the CDA valves shut off half the cylinder bank. The same applies to the two encapsulated ignition module banks — completely inseparable, non-repairable, and expensive to replace. A well-maintained M137 delivers one of the smoothest engine notes imaginable: silky, uniform, inaudible at motorway speeds. The price is a maintenance burden that is not for tight budgets.
- !! ZAS Cylinder Deactivation Valve Defective from 120,000 km
The hydraulic-electric ZAS cylinder deactivation valves fail with increasing age. Suddenly only 6 cylinders are active, MIL illuminates. Repair costs approx. 880 EUR per valve.
Symptoms: Engine runs rough with strong vibration, significant power loss, check engine light, faults P0307–P0312 - !! Ignition Module Bank Failure (Both Banks) from 130,000 km
The two ignition module banks (one per cylinder bank) fail after 10–15 years — often in quick succession. Fully potted components, not repairable; OEM replacement approx. 1,400 EUR each.
Symptoms: Severe power loss, rough engine, multiple cylinder misfire codes P0300–P0312, fuel smell from exhaust - !! Cylinder Bore Wear and High Oil Consumption from 200,000 km
At high mileage cylinder bore walls become oval, oil enters the combustion chamber. Consequential costs from contaminated lambda sensors and catalytic converters are extremely high.
Symptoms: Blue smoke on start, steadily increasing oil consumption (>0.5 L/1,000 km), contaminated lambda sensors
+ 3 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| ABC suspension valve block defective The ABC hydraulic suspension on the C215 is the most expensive weak point. Each axle has a valve block (approximately €1,000 without fitting). Contaminated hydraulic oil damages the proportional valves. Symptoms: Vehicle drops after parking, uneven ride height, ABC warning message, pump noise from 100,000 km | High | |
| ABC Suspension: Valve Block Wear The two valve blocks of the ABC suspension wear through hydraulic contamination. Once the vehicle immediately sags after being switched off, the valve block is defective. Delayed intervention leads to pump and line damage. Symptoms: Vehicle sinks noticeably immediately after switching off; one-sided sagging front or rear; hydraulic oil leaks under vehicle from 100,000 km | High |
Test Reports
TÜV Report 2024
The complex coupé shows considerable fault rates with age, comparable to the W220 platform.
2023-11Alternatives
BMW 5er E60
Full-Size (2003–2010)
BMW 6er E63
Full-Size (2003–2010)
Lancia Thesis 841
Full-Size (2002–2009)
Lancia thesis 841
Full-Size (2002–2009)
Renault Vel Satis I
Full-Size (2002–2009)
VW Phaeton I
Full-Size (2002–2010)
Explore more
Known Problems and Issues +
A total of 40 weaknesses have been documented for the Mercedes-Benz CL C215 (1999–2006) — 34 engine-related and 6 vehicle-related. 2 problem engines: M137 (5.8L V12), M275 (5.5L V12 BiTurbo). Typical issues affect Suspension, Electronics, Rust, HVAC.
CL (M113, 1999–2006) — Be Careful: Vibration Damper/Pulley — Rubber Hardens, Rear Crankshaft Seal Leaking, Engine Mounts Worn Prematurely. Power: 299–306 PS.
CL (M113, 1999–2002) — Be Careful: Vibration Damper/Pulley — Rubber Hardens, Rear Crankshaft Seal Leaking, Engine Mounts Worn Prematurely. Power: 360–367 PS.
CL (M137, 2000–2002) — Stay Away!: ZAS Cylinder Deactivation Valve Defective, Ignition Module Bank Failure (Both Banks), Cylinder Bore Wear and High Oil Consumption. Power: 367 PS.
CL (M137, 2001–2002) — Stay Away!: ZAS Cylinder Deactivation Valve Defective, Ignition Module Bank Failure (Both Banks), Cylinder Bore Wear and High Oil Consumption. Power: 443 PS.
CL (M275, 2002–2006) — Stay Away!: Ignition module bank failure (two banks at ~€1,400 each), Turbocharger wear and wastegate wear, ABC hydraulic lines and engine mounts — double defect. Power: 500 PS.
CL (M113K, 2002–2006) — Be Careful: Supercharger Bearings — Wear at High Mileage, Cooling System — Hoses and Thermostat Age, Supercharger Magnetic Clutch — Wear and Slipping. Power: 500 PS.
What to watch out for with the Mercedes-Benz CL? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Mercedes-Benz CL C215 have? +
What should I look for when buying a used Mercedes-Benz CL C215? +
Which engine is recommended? +
Which Mercedes-Benz CL C215 engine is the most fun? +
Is the Mercedes-Benz CL C215 worth buying used? +
What horsepower variants are available for the Mercedes-Benz CL C215? +
Last updated: February 2026 · All information without guarantee