Mercedes-Benz E 500
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.
V8 Estate with Cylinder Deactivation — Highway Miser
V8 estate that manages single-digit consumption at 130 km/h — the M113 E50's cylinder deactivation makes it possible. When needed, 306 hp pulls the 1.9-tonne estate out of any gap. Boot space for a family holiday, V8 sound when overtaking. SBC brakes and Airmatic as W211-typical additional costs. 7G-Tronic shifts imperceptibly — the automatic is brilliantly tuned.
Engine Weaknesses 10
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.
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 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.
Faulty thermostat leads to permanently low engine temperature (increased wear) or overheating in traffic jams. Part costs 24 EUR — swap it immediately on suspicion, do not wait.
Symptoms: Temperature gauge permanently below mid-point (thermostat opens too early) or engine overheats in traffic (thermostat stuck closed).
The front crankshaft seal hardens with age. More accessible than the rear seal, but the pulley bolt is a single-use part. Oil on the drive belt damages it additionally.
Symptoms: Oil film on underside of belt drive, oil visible on drive belt.
Both valve cover gaskets harden with age and allow oil through. Cheap parts (18 EUR each), but caution: aluminium bolts on the valve cover — no over-torque or the threads strip.
Symptoms: Oil smell in engine bay, visible oil film on lower valve cover edge, smoke when oil drips onto exhaust manifold.
PCV hoses become brittle and crack. Leads to pressure increase in the crankcase, elevated oil consumption and false air ingestion. All hoses together under 31 EUR — worth replacing as a set.
Symptoms: Elevated oil consumption without visible leak, white smoke from exhaust, idle fluctuations from false air.
O-ring seals on the oil filter housing and oil cooler connection harden and seep oil. Classic ageing, cheap to fix if caught early — all three seals under 30 EUR.
Symptoms: Oil film around the oil filter area, drips under the vehicle at the front of the engine.
The bolts on the intake manifold switchover loosen. They cannot fall out but cause noise and functional disturbance. Recommendation: remove intake tract, clean, secure bolts with Loctite.
Symptoms: Clattering or rattling from the intake area, irregular throttle response, slight power drop at certain rpm.
The 16 original injectors (black) wear at high mileage. Mercedes introduced revised blue injectors. O-ring seals on the injectors can leak and allow fuel into the oil.
Symptoms: Elevated fuel consumption, idle fluctuations, fuel smell on dipstick from leaking O-rings.
Vehicle Weaknesses 7
Sensotronic Brake Control on pre-facelift models (2002–2006) suffered hydraulic failure. Approximately 1.3 million vehicles were recalled worldwide. Repair cost €2,200–3,500.
Airmatic air suspension fails due to compressor failure and defective air reservoirs. Replacement is only possible with the rear axle removed.
The Signal Acquisition and Actuation Module (SAM) fails, particularly when water ingress occurs. Leads to loss of lighting, windscreen wipers and instrument cluster.
SBC electrohydraulic brake (2002–2006) suffered from faulty high-pressure pump control. Two recalls in 2004 and 2005. SBC vehicles require specialist workshop.
AIRMATIC air suspension wears heavily. Air reservoir and compressor fail frequently. Replacement requires complete rear axle disassembly — very costly.
Control arm and track rod end bearings develop play. A common MOT failure point. Regular cause for failed MOT inspection.
SAM modules (front and rear) control lighting, wipers and door functions. Moisture damage and ageing lead to complete failures.