Mercedes-Benz S-Klasse W222
Weaknesses, engine ratings and buying advice
The Mercedes S-Class W222 (2013–2020) is the most ambitious German luxury saloon of its era — and the most expensive used car to maintain. Bought new for €90,000+, now available used from €15,000–25,000 for early cars. The price gap is tempting. The repair bills are not.
The core problem with the W222: every option adds complexity and cost. Magic Body Control, Multibeam LED, COMAND NTG5, soft-close doors, massage seats — all these systems age together. A 130,000 km W222 can have €15,000 in deferred maintenance.
Engine guide: The OM656 (S 350d/400d, diesel) is the most reliable powertrain — a straight-six derived from the truck segment. The M276 (S 400/450, petrol V6) is solid. The M278 biturbo V8 (S 500) is enjoyable but has more to go wrong. Avoid M157/M279 (S 63/65 AMG) unless you have a specialist and deep pockets — repair costs start where normal S-Class ends.
Airmatic vs. Magic Body Control: Standard S-Class saloons have Airmatic. Coupés and Cabriolets (C217/A217) mostly have Magic Body Control — the more complex hydraulic system. Air strut leaks from 100,000 km, MBC valve block failures from 120,000 km. Budget €3,000–8,000 for suspension work on a high-mileage example.
What to look for: COMAND NTG5 screen freeze is the most common complaint. PSE pump (soft-close + massage seat function) fails around 80,000 km. Multibeam LED headlights cost €3,000–4,500 each to replace. The A217 Cabriolet has additional soft-top hydraulic and headliner cable issues.
Best buy: 2016–2018 facelift S 350d limousine, <100,000 km, full Mercedes service history. Avoid pre-2015 with Magic Body Control at high mileage.
630 PS
S 65 AMG · Benzin
630 hp V12 in the State Car — Total Propulsive Supremacy
Legendary!408–455 PS
4.7L V8 BiTurbo Benzin
9 weaknesses
Stay Away!Body Variants
The Mercedes-Benz S-Klasse W222 is available as Sedan and Coupé and Convertible — choose your body type for specific insurance data:
Generations
Engine Overview
The Mercedes-Benz S-Klasse W222 is available with 12 engine variants — from 190 to 630 hp. 3 variants had engine changes — the model year is crucial.
V6 diesel with common rail and piezo injectors. Powerful and refined. Known for blocked oil coolers, swirl flap failure and EGR problems. High mileages possible with good maintenance.
- !! Oil Cooler Gaskets Leaking — Oil and Coolant Loss from 120,000 km
The best-known problem of the OM642: the oil cooler gaskets in the V-section of the engine fail. Oil leaks into the coolant or externally. Particularly prone on vehicles built up to 2009.
Symptoms: Oil loss warning, oil spots under the left side of the vehicle, oil streaks visible on the belt tensioner - !! Swirl Flap Linkage Breaks — Plastic Joint Fails from 100,000 km
The plastic linkages of the swirl flaps in the OM642 intake manifold break. Aluminium repair kits are available and more durable. In the event of complete failure there is a risk of debris entering the engine.
Symptoms: Engine warning light, fault codes for intake flap/swirl flap, power loss particularly at low rpm - !! Injector Seal Leaking — Soot Deposits and Diesel in Oil from 120,000 km
Piezo injectors seal poorly from heat, diesel enters the engine oil. Oil loses lubrication properties, tar-like residue around injectors is the typical telltale sign.
Symptoms: Rough idle, increased fuel consumption, knocking noises, oil level rising due to diesel contamination, engine oil smells of diesel
+ 4 more engine weaknesses + vehicle weaknesses
Modern inline-six diesel with aluminium block and steel pistons. Efficient and powerful, few known weaknesses to date. Timing chain long-lived.
- !! Recall Coolant Pump — Fire Hazard (Action Code 2090008)
The vacuum-controlled coolant pump can develop leaks between the coolant and vacuum circuits. Coolant enters the EGR solenoid valves; an electrochemical reaction creates a fire hazard.
- !! Bosch CP4 Pump Sensitive to Fuel Quality from 120,000 km
The Bosch CP4 high-pressure pump is more sensitive to fuel contamination than its predecessors. Poor diesel quality can damage the pump and injectors.
Symptoms: Power loss, hesitation, injection system fault codes, in severe cases engine damage from metal swarf - !! Coolant Pump Leaking — Fire Risk (Recall) from 50,000 km
The switchable coolant pump does not reliably seal between the coolant and vacuum circuits. Coolant can overheat electrical solenoid valves — fire risk. Campaign code 2090008.
Symptoms: No direct driver symptoms — preventive recall. Possible coolant loss, electrical faults, unusual odour
+ 3 more engine weaknesses + vehicle weaknesses
Modern inline-six diesel with aluminium block and steel pistons. Efficient and powerful, few known weaknesses to date. Timing chain long-lived.
- !! Recall Coolant Pump — Fire Hazard (Action Code 2090008)
The vacuum-controlled coolant pump can develop leaks between the coolant and vacuum circuits. Coolant enters the EGR solenoid valves; an electrochemical reaction creates a fire hazard.
- !! Bosch CP4 Pump Sensitive to Fuel Quality from 120,000 km
The Bosch CP4 high-pressure pump is more sensitive to fuel contamination than its predecessors. Poor diesel quality can damage the pump and injectors.
Symptoms: Power loss, hesitation, injection system fault codes, in severe cases engine damage from metal swarf - !! Coolant Pump Leaking — Fire Risk (Recall) from 50,000 km
The switchable coolant pump does not reliably seal between the coolant and vacuum circuits. Coolant can overheat electrical solenoid valves — fire risk. Campaign code 2090008.
Symptoms: No direct driver symptoms — preventive recall. Possible coolant loss, electrical faults, unusual odour
+ 3 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
The M177 is AMG's most widely used V8 biturbo today and is considered technically mature and long-lived. The hot-V turbocharger arrangement delivers spontaneous response with barely perceptible lag. Weaknesses are manageable: wastegate rattle in cold weather, ignition coil recall for early 2015 model years, valve cover gaskets with age. Regular oil changes with attention to oil quality deliver a very robust engine. In direct comparison with the M156 less emotional, but significantly more reliable and efficient.
- !! MCT Gearbox — Clutch Wears in City Traffic from 60,000 km
The MCT Speedshift gearbox (wet launch clutch instead of torque converter) wears the clutch significantly faster in frequent stop-and-go. Clutch replacement requires gearbox removal.
Symptoms: Judder on pull-away, clutch slip at full load, gearbox warning message, delayed engagement from standstill - !! Camshaft Adjuster Solenoid Draws Oil into Wiring Harness from 70,000 km
Identical issue to the M176/M278: the solenoid leaks, oil migrates by capillary action through the wiring harness. On AMG vehicles this is even more frequent due to higher oil temperatures.
Symptoms: Cold-start rattle, camshaft adjuster fault code, oil traces on connector, potential ECU consequential damage - !! Camshaft Cover Gasket Leaking — Hot-V Area from 60,000 km
The camshaft cover gaskets on the M177 AMG V8 become brittle from the high heat exposure in the hot-V. Oil escapes onto turbochargers and exhaust system.
Symptoms: Oil smell on hot engine, oil film on turbochargers, smoke from engine bay
+ 5 more engine weaknesses + vehicle weaknesses
Hand-built in Affalterbach to the One Man, One Engine principle — plaque with signature on the cam cover. Architecture: two separate six-cylinder banks, SOHC, three valves per cylinder (2 intake, 1 exhaust), derived directly from the M120 V12. 1,000 Nm from 2,300 rpm, electronically limited — the actual mechanical torque is estimated at 1,200 Nm. Dual ignition with 24 spark plugs, four catalytic converters (one pre-cat and one main cat per bank). At idle at 600 rpm virtually vibration-free — a deep, silky rumble. At full throttle a baritonal-metallic hiss that expands into a roar. No turbo lag: the torque plateau is so wide that boost build-up is barely perceptible. At 130 km/h the engine turns at approximately 1,700 rpm. 12.7 litres of oil capacity, major service from 1,500 EUR, 24-plug change from 900 EUR. ABC system overhaul can run into five figures. Maintained properly, one of the most effortlessly capable powerplants available.
- !! Ignition module bank failure — two potted units at ~€1,400 each from 80,000 km
The M279 uses two fully potted ignition module banks for six cylinders each. Not repairable — replacement only. Failure documented from 60,000–100,000 km. Labour time is high due to tight packaging in the V-valley.
Symptoms: Misfires on one cylinder bank, rough running, power loss, check engine light with ignition fault code. - !! Turbocharger bearing wear — full turbo pair replacement from 120,000 km
Both turbochargers wear at their bearing surfaces at high mileage. Replacing both turbos on the V12 requires extensive disassembly. Parts and labour costs run into five figures.
Symptoms: Metallic whine under load, oil loss at turbo mounting, power drop, blue smoke at full throttle. - !! Oil cooler gasket leaking in the V-valley from 90,000 km
The oil cooler sits centrally in the V-valley between the cylinder banks. The gasket becomes brittle under temperature cycling. Complete failure risks oil-coolant emulsification and overheating. Access is labour-intensive due to intake system removal.
Symptoms: Oil weeping visible in V-valley, possible oil-coolant emulsion on dipstick, oil smell after engine shutdown, coolant discolouration.
+ 9 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
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
Return to the inline-six after years of the M276 V6 — and the difference is immediately noticeable. Smoother, more even rev build-up, torque plateau from 1,600–4,000 rpm without any weakness. The 48V mild-hybrid system with integrated starter-generator (ISG) is not a marketing term: 16 kW of boost on pull-away fills turbo lag completely; measurable fuel saving in sail mode. When buying, check the 48V battery — failure costs 2,000–4,000 EUR, primarily affecting build years up to 2022. Electric coolant pumps can fail from 80,000 km. Change oil every 10,000 km, do not rely on Longlife — HPFP and camshaft adjusters are sensitive to old oil. Cold-start wastegate bushing rattle is by design and not a fault. Overall a very accomplished engine that holds 250,000 km without issues when maintained correctly.
- !! 48V ISG Battery Failure from 70,000 km
Frequently reported problem: 48V battery of the EQ Boost system fails and costs 2,000–4,000 EUR to replace. Design issue with earth connection in early vehicles.
Symptoms: EQ Boost deactivated, start-stop system failed, hybrid warning light, sporadic starting problems - !! Camshaft Adjuster Solenoid Leaking — Oil in Wiring Harness from 100,000 km
The known Mercedes problem of leaking camshaft solenoids also affects the M256 (same solenoid technology as M276/M270). Oil migrates by capillary action and destroys lambda sensors and the ECU.
Symptoms: Lambda sensor fault codes, MIL, rough running. Multiple electrical faults simultaneously as it progresses - !! Elevated Oil Consumption at Higher Mileage from 100,000 km
M256 shows elevated oil consumption from approx. 100,000 km, attributable to the PCV system and cylinder walls. Regular oil level checks necessary.
Symptoms: Dropping oil level, occasional bluish smoke after warm-up phase
+ 6 more engine weaknesses + vehicle weaknesses
4.7-litre BiTurbo V8 with direct injection (CGI), 90-degree bank angle and hot-V layout — turbos sit between the cylinder banks. Timing chain and tensioners are the first thing to check on used examples: cold-start rattle is a warning sign. Alusil bores react badly to wrong oil or extended intervals; piston slap develops gradually from oil film loss, often triggered by fuel-washing injectors. Ignition coils rarely last beyond 120,000 km. The oil separator should be checked after 100,000 km — when faulty it forces oil vapour into the intake and accelerates intake valve carbon build-up. Sound character: subtle BiTurbo rumble, no naturally aspirated roar. Shorten maintenance intervals to 10,000 km, oil MB 229.5 with low Noack value. Engine long-lived with correct maintenance — problem cars are almost always those with missed oil changes.
- !! Timing chain tensioner failure (early production) from 60,000 km
All M278 built before Feb. 2013 are affected by prematurely wearing chain tensioners. Mercedes responded with a goodwill campaign: new tensioners plus a check valve in the cylinder head.
Symptoms: Metallic rattle on cold start (2–5 seconds), later also rattling when warm and on hot restart - !! Cylinder bore scoring (Silitec coating) from 120,000 km
No M278 with over 120,000 km known without cylinder bore damage. Silitec coating is sensitive to knock. Full rebuild approximately €14,000–18,000, replacement engine approximately €20,500.
Symptoms: Increased oil consumption (1–1.6 L/1,000 km), engine knock, rough idle, brass swarf in oil - !! Camshaft adjuster solenoid — oil destroys ECU from 80,000 km
The M278 is the best-known example of Mercedes' oil migration problem. Oil seeps from the camshaft adjuster solenoid capillary-style through the entire engine wiring harness to the ECU. Costs up to €11,000 if ECU and harness both need replacing.
Symptoms: Cold-start rattle, fault codes P0010/P0011 camshaft adjuster, oil traces on connectors, sporadic engine misfires, complete ECU failure
+ 6 more engine weaknesses + vehicle weaknesses
4.0-litre V8 with two turbochargers in the cylinder valley — the so-called hot-inside-V arrangement keeps the exhaust paths short and virtually eliminates turbo lag. The M176 is the civilian variant of the AMG V8: same basic architecture, different mapping, not a hand-built individual unit. Water-cooled charge air coolers in the cylinder valley reduce intake charge temperature from over 140°C to near ambient. Cylinder deactivation silences four cylinders at part-load — only perceptible as minimal steering wheel vibration. Maintenance note: do not push oil change intervals, as the oil separator in the crankcase breather reacts badly to old oil and, when blocked, pushes out the valve cover gasket — extensive front-end disassembly required. Change spark plugs every 80,000 km, plan intake valve carbon cleaning after 70,000 km. When buying used, listen for wastegate rattle at part-load — addressable via Xentry. Check camshaft adjuster solenoids for oil traces at the connector.
- !! Timing Chain Stretch — M176 4.0L V8 from 120,000 km
The timing chains on the M176 V8 can stretch at high mileage. Due to the hot-inside-V design the repair is very complex as the turbochargers sit between the cylinder banks.
Symptoms: Chain rattling on cold start, camshaft fault codes, rough idle - !! Camshaft Adjuster Solenoid Draws Oil into Wiring Harness from 80,000 km
The camshaft adjuster solenoid on the M176 leaks and oil migrates by capillary action through the wiring harness to the ECU. A known Mercedes V8 issue since the M278.
Symptoms: Cold-start rattle for 1–2 seconds, camshaft adjuster fault code, oil traces on connector, in extreme cases ECU failure - !! Coolant Pump Leaking from 80,000 km
The coolant pump on the M176 can develop a leak at the seal. Coolant loss leads to engine overheating if not addressed.
Symptoms: Coolant level drops, coolant puddle under the vehicle, temperature gauge rises
+ 6 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
Development of the M275 with increased displacement. Exclusive V12 for S 600 and Maybach. Identical weaknesses to M275, spare parts very expensive.
- !! Ignition module bank failure (two banks at ~€1,400 each) from 130,000 km
Despite a revised design, the fully potted ignition module banks are wear items. Failures can be expected from around 100,000–150,000 km or after 10+ years.
Symptoms: Misfire codes P0307–P0312, rough running, power loss, check engine light - !! Turbocharger bearing wear and oil loss from 180,000 km
At high mileage the turbocharger bearings wear; oil enters the intake tract. Engine removal needed for turbo replacement.
Symptoms: Whistling or rattling noises, blue-white smoke, declining power, P0299 fault code - !! ABC Lines Leaking — Hydraulic Fluid Loss from 80,000 km
The M277 is paired with the ABC active suspension. The high-pressure hydraulic lines age and develop leaks. Hydraulic fluid drips onto the hot exhaust — fire hazard.
Symptoms: Dropping ABC fluid level, oil puddles under vehicle, ABC warning message, suspension sinks on one side
+ 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
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| ABC/Magic Body Control hydraulics leaking The active electro-hydraulic ABC suspension requires intensive maintenance. Hydraulic lines, valve blocks and pumps can develop leaks. Hydraulic oil change required every 50,000 km. Symptoms: Warning 'visit workshop — ABC', vehicle rides harshly, bouncy handling from 120,000 km | High | |
| AIRMATIC air suspension failure Air bags and pressure hoses develop leaks. The compressor runs continuously and overheats. Repair: air bag pair 2,500–3,500 €, compressor 1,000–1,300 €. Symptoms: Vehicle sags on one side, compressor runs longer after starting, AIRMATIC fault message. from 100,000 km | High |
Test Reports
TÜV Report 2024
Despite high complexity the range shows good to very good results at main inspection.
2023-11ADAC Breakdown Statistics 2023
Very low breakdown frequency for a technically highly complex vehicle segment.
2023-04Top Reported Issues
Alternatives
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Known Problems and Issues +
A total of 110 weaknesses have been documented for the Mercedes-Benz S-Klasse W222 (2013–2020) — 96 engine-related and 14 vehicle-related. 4 problem engines: OM642 (3.0L V6 Diesel), M157 (5.5L V8 BiTurbo), M275 (5.5L V12 BiTurbo), M278 (4.7L V8 BiTurbo). Typical issues affect Suspension, Electronics, Brakes, Body.
S-Klasse (OM642, 2013–2017) — Stay Away!: Oil Cooler Gaskets Leaking — Oil and Coolant Loss, Swirl Flap Linkage Breaks — Plastic Joint Fails, Injector Seal Leaking — Soot Deposits and Diesel in Oil. Power: 252–258 PS.
S-Klasse (OM656, 2017–2020) — Be Careful: Recall Coolant Pump — Fire Hazard (Action Code 2090008), Bosch CP4 Pump Sensitive to Fuel Quality, Coolant Pump Leaking — Fire Risk (Recall). Power: 286 PS.
S-Klasse (OM656, 2017–2020) — Be Careful: Recall Coolant Pump — Fire Hazard (Action Code 2090008), Bosch CP4 Pump Sensitive to Fuel Quality, Coolant Pump Leaking — Fire Risk (Recall). Power: 340 PS.
S-Klasse (M157, 2013–2017) — Stay Away!: Timing Chain Stretch — M157 BiTurbo V8, Oil Consumption from Piston Ring Wear, High-Pressure Fuel Pump Fails — No Fuel Pressure. Power: 585 PS.
S-Klasse (M275, 2013–2019) — 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: 530 PS.
S-Klasse (M278, 2013–2017) — Stay Away!: Timing chain tensioner failure (early production), Cylinder bore scoring (Silitec coating), Camshaft adjuster solenoid — oil destroys ECU. Power: 455 PS.
S-Klasse (M276, 2014–2017) — Be Careful: Oil cooler leaking in the V-block, Camshaft adjuster leaking — wiring harness contaminated, Piston slap (early 3.5L variants). Power: 367 PS.
S-Klasse (M275, 2014–2019) — 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: 630 PS.
S-Klasse (M277, 2014–2020) — Be Careful: Ignition module bank failure (two banks at ~€1,400 each), Turbocharger bearing wear and oil loss, ABC Lines Leaking — Hydraulic Fluid Loss. Power: 530 PS.
S-Klasse (M279, 2014–2019) — Be Careful: Ignition module bank failure — two potted units at ~€1,400 each, Turbocharger bearing wear — full turbo pair replacement, Oil cooler gasket leaking in the V-valley. Power: 630 PS.
S-Klasse (M276, 2015–2017) — Be Careful: Oil cooler leaking in the V-block, Camshaft adjuster leaking — wiring harness contaminated, Piston slap (early 3.5L variants). Power: 333 PS.
S-Klasse (M176, 2017–2020) — Be Careful: Timing Chain Stretch — M176 4.0L V8, Camshaft Adjuster Solenoid Draws Oil into Wiring Harness, Coolant Pump Leaking. Power: 469 PS.
S-Klasse (M177, 2017–2020) — Be Careful: MCT Gearbox — Clutch Wears in City Traffic, Camshaft Adjuster Solenoid Draws Oil into Wiring Harness, Camshaft Cover Gasket Leaking — Hot-V Area. Power: 612 PS.
S-Klasse (M256, 2017–2020) — Be Careful: 48V ISG Battery Failure, Camshaft Adjuster Solenoid Leaking — Oil in Wiring Harness, Elevated Oil Consumption at Higher Mileage. Power: 367 PS.
S-Klasse (M276, 2013–2017) — Be Careful: Oil cooler leaking in the V-block, Camshaft adjuster leaking — wiring harness contaminated, Piston slap (early 3.5L variants). Power: 306 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 W222 have? +
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Which Mercedes-Benz S-Klasse W222 engine is the most fun? +
Is the Mercedes-Benz S-Klasse W222 worth buying used? +
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Last updated: February 2026 · All information without guarantee