Mercedes-Benz CLS X218
Weaknesses, engine ratings and buying advice
The CLS Shooting Brake X218 is the estate version of the CLS C218 — one of the most unusual cars Mercedes ever built. The coupé roofline extended to the rear with a shallow tailgate instead of a conventional wagon rear. More lifestyle than utility, which is exactly the appeal.
Engines are identical to the CLS C218: M276 V6 at 225 to 245 kW, and the M157 V8 BiTurbo at 386 kW in the CLS 63 AMG Shooting Brake — one of the world's most exclusive estates.
The trunk at 590 liters is significantly larger than the CLS sedan (520 liters), but the shallow tailgate limits loading height. An interesting compromise for dog owners and active sports types.
Technology is identical to the C218 — same strengths, same weaknesses. The Shooting Brake was discontinued in 2017 without replacement — a niche model that has its fans and is rare on the used market.
Test-drive checklist: As CLS C218. Additionally: test electric tailgate operation. Check trunk seal for moisture — the flat design can allow water ingress with a failing seal.
2026 market: CLS 350 Shooting Brake from $17,600, CLS 63 AMG Shooting Brake from $38,500. Prices above the CLS sedan — rarity pays off.
Insider pick: CLS 400 Shooting Brake (M276, 245 kW) — the most stylish estate on the market, with appreciation potential as a discontinued niche model.
Generations
Engine Overview
The Mercedes-Benz CLS X218 is available with 3 engine variants — from 252 to 585 hp.
Four-valve V6 in two basic variants: 3.5L naturally aspirated (DES 35, 185–225 kW) with direct injection and stratified charge — refined, linear, no classic naturally aspirated feel. And the 3.0L BiTurbo family (DEH 30 LA, 245–295 kW) with Nanoslide coating, twin turbochargers and water-air charge air cooler. The BiTurbo sings sonorously from 2,500 rpm and screams at the top — exceptional for a V6. Weak points: timing chain wears early when oil change intervals are pushed. Oil cooler in the V-block doesn't seal forever. Camshaft solenoids leak. On the 3.5L stratified-charge variant add NOx sensor failures from short-trip use. Early DES 35 (2011–2013) had piston slap issues. The BiTurbo unit with Nanoslide is considered more robust. Maintained with short oil change intervals (10,000–12,000 km) the engine easily lasts beyond 200,000 km.
- !! Oil cooler leaking in the V-block from 120,000 km
Known weak point: the oil cooler gasket in the V-block of the M276 ages and starts leaking. Repair is extremely labour-intensive because the engine must be partially disassembled — cost €1,700–3,800.
Symptoms: Oil spots under the vehicle, rainbow sheen on wet road, dropping oil level, oil smell - !! Camshaft adjuster leaking — wiring harness contaminated from 100,000 km
Known damage pattern on all newer Mercedes engines: solenoid valves leak, oil migrates into the wiring harness. First the lambda sensors die, then the ECU. Repair documented up to €1,970.
Symptoms: Check engine light with camshaft fault code, lambda sensor failure, oil film on connectors, in extreme cases ECU failure - !! Piston slap (early 3.5L variants) from 150,000 km
On early M276 DES 35 (build years 2011–2013) pistons can loosen due to cylinder bore wear. Knock noise on cold start, worst case engine damage.
Symptoms: Clacking and knocking on cold start from the engine area, getting louder over time, rough idle when cold
+ 7 more engine weaknesses + vehicle weaknesses
Four-valve V6 in two basic variants: 3.5L naturally aspirated (DES 35, 185–225 kW) with direct injection and stratified charge — refined, linear, no classic naturally aspirated feel. And the 3.0L BiTurbo family (DEH 30 LA, 245–295 kW) with Nanoslide coating, twin turbochargers and water-air charge air cooler. The BiTurbo sings sonorously from 2,500 rpm and screams at the top — exceptional for a V6. Weak points: timing chain wears early when oil change intervals are pushed. Oil cooler in the V-block doesn't seal forever. Camshaft solenoids leak. On the 3.5L stratified-charge variant add NOx sensor failures from short-trip use. Early DES 35 (2011–2013) had piston slap issues. The BiTurbo unit with Nanoslide is considered more robust. Maintained with short oil change intervals (10,000–12,000 km) the engine easily lasts beyond 200,000 km.
- !! Oil cooler leaking in the V-block from 120,000 km
Known weak point: the oil cooler gasket in the V-block of the M276 ages and starts leaking. Repair is extremely labour-intensive because the engine must be partially disassembled — cost €1,700–3,800.
Symptoms: Oil spots under the vehicle, rainbow sheen on wet road, dropping oil level, oil smell - !! Camshaft adjuster leaking — wiring harness contaminated from 100,000 km
Known damage pattern on all newer Mercedes engines: solenoid valves leak, oil migrates into the wiring harness. First the lambda sensors die, then the ECU. Repair documented up to €1,970.
Symptoms: Check engine light with camshaft fault code, lambda sensor failure, oil film on connectors, in extreme cases ECU failure - !! Piston slap (early 3.5L variants) from 150,000 km
On early M276 DES 35 (build years 2011–2013) pistons can loosen due to cylinder bore wear. Knock noise on cold start, worst case engine damage.
Symptoms: Clacking and knocking on cold start from the engine area, getting louder over time, rough idle when cold
+ 7 more engine weaknesses + vehicle weaknesses
5.5-litre V8 BiTurbo — AMG's first forced-induction V8 and the successor to the naturally aspirated M156. 525–585 hp depending on model, up to 900 Nm in the S version. The character is fundamentally different from the M156: instead of a high-revving scream, a brutal torque wave from 1,750 rpm. The sound is deeper, more bass-heavy, with a characteristic turbo hiss on lift-off. Less emotional than the naturally aspirated engine, but in a different league on the motorway — above 200 km/h the M157 still accelerates like others do at 100. Timing chain is the known Achilles heel: chain tensioner failure at 80,000–120,000 km, Mercedes has improved the design (non-return valve in cylinder head oil gallery). Piezo injectors are sensitive to fuel quality, service life 100,000–150,000 km. Turbos last 200,000+ km with proper warm-up and cool-down — shut off immediately after a motorway run and they'll fail significantly earlier. Warm up the engine, allow cool-down after hard use, oil changes every 10,000 km with 0W-40 — then 300,000 km is realistic.
- !! Timing Chain Stretch — M157 BiTurbo V8 from 100,000 km
The timing chains on the M157 5.5L BiTurbo V8 stretch, especially on vehicles with frequent cold starts and short trips. Engine damage possible if chain jumps. Extensive repair on the V8.
Symptoms: Metallic rattling on cold start, camshaft position fault codes, rough running, in extreme cases engine damage - !! Oil Consumption from Piston Ring Wear from 120,000 km
Under heavy use the piston rings on the M157 wear prematurely. Oil consumption above 1 L/1,000 km is possible. Engine overhaul required with advanced wear.
Symptoms: Rising oil consumption, blue smoke on acceleration, oil mist from exhaust, oil level warnings - !! High-Pressure Fuel Pump Fails — No Fuel Pressure from 100,000 km
The high-pressure fuel pump on the M157 can wear internally at high mileage. Pressure drop in the rail causes difficult starting and power loss.
Symptoms: Difficult starting, power loss under load, hesitation at high rpm, fuel pressure fault codes
+ 8 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Brake Pads Squeal Chronically Brake pads squeal persistently on many C218 — repeated replacements do not solve the problem. Particularly pronounced on the large AMG brake systems due to design. Symptoms: Squealing when braking at low speeds, especially in the morning and in wet conditions. Persists even after multiple pad and disc replacements. | Medium |
Alternatives
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Known Problems and Issues +
A total of 29 weaknesses have been documented for the Mercedes-Benz CLS X218 (2012–2018) — 21 engine-related and 8 vehicle-related. One problem engine: M157 (5.5L V8 BiTurbo). Typical issues affect Brakes, Interior, Gearbox, Body.
CLS (M276, 2011–2014) — Be Careful: Oil cooler leaking in the V-block, Camshaft adjuster leaking — wiring harness contaminated, Piston slap (early 3.5L variants). Power: 306 PS.
CLS (M157, 2011–2017) — Stay Away!: Timing Chain Stretch — M157 BiTurbo V8, Oil Consumption from Piston Ring Wear, High-Pressure Fuel Pump Fails — No Fuel Pressure. Power: 525 PS.
CLS (M276, 2014–2018) — Be Careful: Oil cooler leaking in the V-block, Camshaft adjuster leaking — wiring harness contaminated, Piston slap (early 3.5L variants). Power: 333 PS.
What to watch out for with the Mercedes-Benz CLS? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
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Last updated: February 2026 · All information without guarantee