Mercedes-Benz S-Klasse W220
Weaknesses, engine ratings and buying advice
The Mercedes S-Class W220 (1998–2005) was technologically revolutionary — Airmatic air suspension, Distronic, COMAND. But 20+ years on, it's a cost trap for the unprepared.
Engine choice: M112 (3.2 V6, 160–165 kW) — most sensible entry, robust. M113 (4.3/5.0 V8) — smooth but chain + oil consumption from 200,000 km. Diesel OM613 (3.2 CDI) — frugal and durable.
Airmatic air suspension: defines the W220 experience — and is the most expensive ongoing topic ($550–3,300 per corner from 120,000 km). ABC on S55/S600: even pricier. SAM modules can fail ($550–1,650). NOT fully galvanised — rust on wheel arches and sills.
Test-drive checklist: Airmatic all 4 corners level? Drop test overnight (max 2 cm). All electronics. Underside rust.
2026 market: 2002–2004 with 95,000 miles $4,400–11,000. S55 AMG $13,200–27,500. Insider pick: S350 (M112) with working Airmatic and full Mercedes history. Budget $3,300/year for repairs.
500 PS
S 600 · Benzin
S 600 W220 — V12 in the First BiTurbo S-Class
Fun to Drive!500–630 PS
5.5L V12 BiTurbo Benzin
9 weaknesses
Stay Away!Generations
Engine Overview
The Mercedes-Benz S-Klasse W220 is available with 12 engine variants — from 163 to 630 hp. 2 variants had engine changes — the model year is crucial.
Inline-six CDI as the top diesel of its era. Powerful and torquey but complex. Check injectors and high-pressure accumulator.
- !! Injector Sealing Washers Burnt In — Injectors Seized from 120,000 km
Copper sealing washers under injectors burn through from combustion heat. Soot leakage around injectors and seized nozzles are the result. Washers not changed in time require a laborious removal procedure.
Symptoms: Soot deposits visible around injector mountings, rough running, increased consumption, starting problems when engine is hot - !! Turbocharger Oil Supply Insufficient — Bearing Failure from 180,000 km
Oil supply lines on the OM613 turbocharger coke up, oil flow decreases. The under-supplied turbo wears its bearings prematurely. When replacing, the oil feed line must always be replaced at the same time.
Symptoms: Whistling or rattling noise during acceleration, blue smoke from exhaust, power loss, oil loss at turbo housing - !! Injector failure at high mileage from 200,000 km
The piezo injectors of the OM613 wear internally at high mileage. Increased return quantities and seating face leaks are typical.
Symptoms: Poor starting, rough idle, individual cylinders fading, increased fuel consumption
+ 3 more engine weaknesses + vehicle weaknesses
Development of the OM613 R6-CDI. Powerful six-cylinder diesel, complex and maintenance-intensive. Check common rail system.
- !! High-Pressure Pump — Common Rail Pressure Dropping from 250,000 km
The Bosch high-pressure pump can cause rail pressure drop at high mileage. Difficult starting and erratic injection behaviour follow.
Symptoms: Hard starting (especially cold), engine only starts after several attempts, hesitation under load - !! CDI Injector Failure from 150,000 km
The OM648 uses Bosch high-pressure injectors that tend to leak at high mileages. A faulty injector leads to poor combustion and increased soot production.
Symptoms: Rough idle, black smoke, power loss, frequent DPF regeneration, rising oil level - !! Turbocharger Bearing Failure from 180,000 km
The OM648 turbocharger suffers bearing damage from insufficient oil supply or contaminated oil. Faulty oil return lines and blocked oil drillings contribute to the damage.
Symptoms: Whistling or rattling from the turbo area, blue smoke under acceleration, oil loss at the turbo
+ 5 more engine weaknesses + vehicle weaknesses
Mercedes' first V8 diesel in automotive history — world premiere in 2000. Common rail at 1,350 bar, two turbos in tandem, 4.0 litres. Result: 570 Nm from 1,600 rpm, a character that no petrol engine of that class could match in composure at the time. Maintenance-intensive. Timing chain and tensioners are due around 150,000 km — not optional, mandatory. The right-hand turbocharger is the known weakness and will need replacing sooner or later. Injectors and high-pressure pump dislike poor-quality fuel. Oil every 10,000 km, Mercedes approval 229.51 or better — the engine does not forgive cutting corners on lubricant. With thorough maintenance 300,000 km is realistic. None of this is cheap, but anyone who buys a V8 diesel budgets for it.
- !! Timing chain and tensioner worn from 160,000 km
Timing chain stretches from around 150,000 km; chain tensioner and guides wear. Cold-start rattling is a typical early warning. Left untreated, chain jump and total engine failure threaten.
Symptoms: Metallic rattling on cold start that subsides after 3-5 seconds. With severe stretch also audible at operating temperature. - !! Bi-turbo failure (right turbocharger preferentially) from 100,000 km
The right turbocharger is the classic weak point of the OM628. Total failure of both turbos from around 90,000-100,000 km has been documented. Repair on the V8 diesel is correspondingly labour-intensive.
Symptoms: Significant power loss, blue or white smoke from exhaust, whistling noise under load. - !! Coolant loss through cylinder head from 200,000 km
Under extreme pressure loading, head gaskets fail. CO2 enters the cooling system; increased pressure pushes coolant out through the expansion tank. Engine removal required for repair.
Symptoms: Coolant warning light, coolant overflows from expansion tank, coolant level drops continuously.
+ 3 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
Three-valve V6 with individual ignition coils. Smooth and strong. Typical weak points: crankcase breather and intake manifold flaps. High mileages achievable.
- !! Camshaft Adjuster Leaks Oil into Wiring Harness from 130,000 km
The camshaft adjuster solenoid on the M112 develops a leak and draws oil by capillary action into the wiring harness. Oil can migrate as far as the engine ECU and destroy it.
Symptoms: Cold-start rattling that disappears after 1–2 seconds, camshaft adjuster fault code, oil traces at wiring connector, later ECU faults - !! Intake Manifold Vacuum Hose Breaks from 120,000 km
The vacuum hose for the variable intake manifold on the M112 becomes brittle and breaks. The swirl flaps stick. The hose is not available individually — the entire intake manifold is needed.
Symptoms: Power drop, slight hesitation at part throttle, engine runs but without full power - !! Valve Cover Gasket and Front Cover Gasket Leaking from 130,000 km
On the M112 V6 the valve cover gaskets become porous over time. Especially the rubber seals on the front cover between the timing cover and engine block fail on virtually all high-mileage M112 engines.
Symptoms: Oil spots on the floor, oil smell after driving, oily engine bay, dropping oil level
+ 4 more engine weaknesses + vehicle weaknesses
Three-valve V6 with individual ignition coils. Smooth and strong. Typical weak points: crankcase breather and intake manifold flaps. High mileages achievable.
- !! Camshaft Adjuster Leaks Oil into Wiring Harness from 130,000 km
The camshaft adjuster solenoid on the M112 develops a leak and draws oil by capillary action into the wiring harness. Oil can migrate as far as the engine ECU and destroy it.
Symptoms: Cold-start rattling that disappears after 1–2 seconds, camshaft adjuster fault code, oil traces at wiring connector, later ECU faults - !! Intake Manifold Vacuum Hose Breaks from 120,000 km
The vacuum hose for the variable intake manifold on the M112 becomes brittle and breaks. The swirl flaps stick. The hose is not available individually — the entire intake manifold is needed.
Symptoms: Power drop, slight hesitation at part throttle, engine runs but without full power - !! Valve Cover Gasket and Front Cover Gasket Leaking from 130,000 km
On the M112 V6 the valve cover gaskets become porous over time. Especially the rubber seals on the front cover between the timing cover and engine block fail on virtually all high-mileage M112 engines.
Symptoms: Oil spots on the floor, oil smell after driving, oily engine bay, dropping oil level
+ 4 more engine weaknesses + vehicle weaknesses
Three-valve V6 with individual ignition coils. Smooth and strong. Typical weak points: crankcase breather and intake manifold flaps. High mileages achievable.
- !! Camshaft Adjuster Leaks Oil into Wiring Harness from 130,000 km
The camshaft adjuster solenoid on the M112 develops a leak and draws oil by capillary action into the wiring harness. Oil can migrate as far as the engine ECU and destroy it.
Symptoms: Cold-start rattling that disappears after 1–2 seconds, camshaft adjuster fault code, oil traces at wiring connector, later ECU faults - !! Intake Manifold Vacuum Hose Breaks from 120,000 km
The vacuum hose for the variable intake manifold on the M112 becomes brittle and breaks. The swirl flaps stick. The hose is not available individually — the entire intake manifold is needed.
Symptoms: Power drop, slight hesitation at part throttle, engine runs but without full power - !! Valve Cover Gasket and Front Cover Gasket Leaking from 130,000 km
On the M112 V6 the valve cover gaskets become porous over time. Especially the rubber seals on the front cover between the timing cover and engine block fail on virtually all high-mileage M112 engines.
Symptoms: Oil spots on the floor, oil smell after driving, oily engine bay, dropping oil level
+ 4 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
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 | |
|---|---|---|
| Airmatic compressor worn The Airmatic compressor runs continuously when there are leaks in the system and burns out. Without swift intervention, total suspension failure and blocked ride-height control follow. Symptoms: Vehicle drops continuously, warning 'vehicle too low', compressor runs audibly without stopping from 180,000 km | High | |
| Air struts leaking Air spring bag seals age and become leaky. The vehicle drops on one side or completely. All four struts typically need replacement by around 250,000 km. Symptoms: Vehicle sits lopsided, front wheel arches touch bodywork, vehicle drops overnight from 200,000 km | High |
Test Reports
TÜV Report 2024
The high complexity of the range leads to above-average defect rates at main inspection with age.
2023-11ADAC Breakdown Statistics 2023
High breakdown frequency driven by the complex electronics and numerous comfort systems.
2023-04Top Reported Issues
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Known Problems and Issues +
A total of 67 weaknesses have been documented for the Mercedes-Benz S-Klasse W220 (1998–2005) — 61 engine-related and 6 vehicle-related. 3 problem engines: M137 (5.8L V12), M275 (5.5L V12 BiTurbo), OM613 (3.2L R6 CDI). Typical issues affect Suspension, Electronics, Rust.
S-Klasse (OM613, 1999–2002) — Stay Away!: Injector Sealing Washers Burnt In — Injectors Seized, Turbocharger Oil Supply Insufficient — Bearing Failure, Injector failure at high mileage. Power: 197–204 PS.
S-Klasse (OM628, 2000–2005) — Be Careful: Timing chain and tensioner worn, Bi-turbo failure (right turbocharger preferentially), Coolant loss through cylinder head. Power: 250 PS.
S-Klasse (OM648, 2002–2005) — Be Careful: High-Pressure Pump — Common Rail Pressure Dropping, CDI Injector Failure, Turbocharger Bearing Failure. Power: 197–204 PS.
S-Klasse (M112, 1998–2005) — Be Careful: Camshaft Adjuster Leaks Oil into Wiring Harness, Intake Manifold Vacuum Hose Breaks, Valve Cover Gasket and Front Cover Gasket Leaking. Power: 204 PS.
S-Klasse (M112, 1998–2005) — Be Careful: Camshaft Adjuster Leaks Oil into Wiring Harness, Intake Manifold Vacuum Hose Breaks, Valve Cover Gasket and Front Cover Gasket Leaking. Power: 224 PS.
S-Klasse (M113, 1998–2005) — Be Careful: Vibration Damper/Pulley — Rubber Hardens, Rear Crankshaft Seal Leaking, Engine Mounts Worn Prematurely. Power: 279 PS.
S-Klasse (M113, 1998–2005) — Be Careful: Vibration Damper/Pulley — Rubber Hardens, Rear Crankshaft Seal Leaking, Engine Mounts Worn Prematurely. Power: 299–306 PS.
S-Klasse (M113, 1999–2002) — Be Careful: Vibration Damper/Pulley — Rubber Hardens, Rear Crankshaft Seal Leaking, Engine Mounts Worn Prematurely. Power: 360 PS.
S-Klasse (M137, 1999–2002) — Stay Away!: ZAS Cylinder Deactivation Valve Defective, Ignition Module Bank Failure (Both Banks), Cylinder Bore Wear and High Oil Consumption. Power: 367 PS.
S-Klasse (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.
S-Klasse (M113, 2002–2005) — Be Careful: Vibration Damper/Pulley — Rubber Hardens, Rear Crankshaft Seal Leaking, Engine Mounts Worn Prematurely. Power: 500 PS.
S-Klasse (M275, 2002–2005) — 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.
S-Klasse (M113K, 2002–2005) — Be Careful: Supercharger Bearings — Wear at High Mileage, Cooling System — Hoses and Thermostat Age, Supercharger Magnetic Clutch — Wear and Slipping. Power: 500 PS.
S-Klasse (M112, 2003–2005) — Be Careful: Camshaft Adjuster Leaks Oil into Wiring Harness, Intake Manifold Vacuum Hose Breaks, Valve Cover Gasket and Front Cover Gasket Leaking. Power: 245 PS.
What to watch out for with the Mercedes-Benz S-Klasse? 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 S-Klasse W220 have? +
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Which engine is recommended? +
Which Mercedes-Benz S-Klasse W220 engine is the most fun? +
Is the Mercedes-Benz S-Klasse W220 worth buying used? +
What horsepower variants are available for the Mercedes-Benz S-Klasse W220? +
Last updated: February 2026 · All information without guarantee