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CLS problem

I'm with Jay on this.
Really sorry to hear of your CLS issues, but I'm coming up to about 200K miles powered by varoius V6 cdi Mercedes engines now with no drama at all:o

All of yours well newish cars. You've done 200k miles cars all within warranty more or less and when they were too young to develop niggles.

I've done about 20% of your miles and I am pretty sure, as fun and powerful for the economy that you get, that this will be my last V6CDI and 7g car, and possibly my last Mercedes.
 
Theres no point blaming it all on mercedes... all cars have issues.. older cars had more mechanical issues... newer ones have more electronic based problems.
Remember most modern cars are actually mostly bosch, lucas, siemens etc etc... doesnt really matter what car you drive from a reliability persepctive as the electronics are mostly all the same..
It staggering how similar problems occur with many different brands..

Mercedes will always be my choice for their looks, comfort, and prestige. In those aspects not many other brands come close.
 
The fact that Mercedes repair this probelm under good will, even if out of official warranty proves they know it's an issue of their making. Personally I think it's unacceptable for such an expensive (when new) car to not be able to take some serious driving and go pop after 50K miles. I'm not happy at all..
 
Maybe... but I won't trust this engine again so really will need to get shot after the repair.

I don't think I'll buy another. Time for an efficient petrol or a bullet proof 4 pot diesel again.
 
Don't know if this is of interest?

Complaint
The engine makes ticking/crackling noises at idle speed and at speeds up to approx. 1500 rpm.
Notes:
The noise occurs after driven distances as of approx. 20,000 km or after an oil change.
Noise is clearly noticeable in area of 1st crankshaft main bearing.
Noise can no longer be heard when the poly-V belt is removed for diagnostic purposes.
The complaint noise must in all cases be compared with the example noise.
The noise is not regular. Pulse-like crackling noises occur at irregular intervals; compare with example noise.
20 pulses (ticking) for which complaints are justified can be heard in the attached noise example.
File
Designation
Tickern OM642_neu.mp3 [N/A] Crackling noise, isolated ticking/crackling

Cause

Run-in effect of 1st crankshaft main bearing.

Remedy

Check procedure:



1. Remove/install poly-V belt (AR13.22-P-1202GZB)
Note: Use the operation number G13-1202.

Note:

If the ticking noise can still be heard after removal of the poly-V belt, MSB 1 is not the cause of the defect.
If the ticking noise can longer be heard after removal of the poly-V belt, there is a defect at MSB 1. The crankshaft bearing shell of the 1st crankshaft main bearing must be changed.

Repair scope:

Replacement of crankshaft bearing shells of 1st crankshaft main bearing



Note:

It is important to ensure that only the new/lead-free bearing shells are used.

Always check that the part number is XXXXX before unpacking the components - no object number is XXXXX on the component.

The old and new bearing shells differ in appearance. Pictures showing these differences are provided in the attachment.





Note:

The main bearing shell has various type and tolerance classifications which are subdivided into various color codes.

The top main bearing shell of a bearing can have a different color code to the bottom main bearing shell.

It is important to select the correct main bearing shell for the specific position - in accordance with the defined specifications.



Here the following applies for the positioning of the bearings:
The bearing class information runs from left (1st main bearing) to right (2nd - 4th main bearings).



Meaning of color codes (color index):
G = yellow (54), R = red (56), B = blue (52), W = white (57), V = violet (58)



The specification on the following components is used for determining the tolerance classification (see bearing classification in the attachment):

- the cylinder crankcase - for the top bearing shell

- the front crankshaft stub - for the bottom bearing shell The vibration damper must be removed so that the information on the crankshaft is visible.



Procedure for replacement of bearing shells of 1st crankshaft main bearing:

Remove oil pump
Model series 164 + 251: AR18.10-P-6020GZB
Model series 211: AR18.10-P-6020TI
Model series 219: AR18.10-P-6020T
Model series 203 + 209: AR18.10-P-6020PI
Model series 204: AR18.10-P-6020CO
Model series 221: AR18.10-P-6020SXI
Model series 461 + 463: AR18.10-P-6020GY
Loosen AC compressor
Note: Removal of the AC compressor is not necessary. Then tighten again to following torques:
BA83.55-P-1000-01R: Bolt, refrigerant compressor to timing case and left engine support - 20 Nm. The connected lines must be tied back when doing so.
Loosen crankshaft bearing cap of 1st main bearing and remove
Model series 164 + 251: AR03.20-P-4351GZB
Model series 211: AR03.20-P-4351TI
Model series 219: AR03.20-P-4351TQ
Model series 203 + 209: AR03.20-P-4351PI
Model series 204: AR03.20-P-4351CO
Model series 221: AR03.20-P-4351SXI
Model series 461 + 463: AR03.20-P-4351GY
Note: Do not remove the remaining main bearing caps. Do not loosen the chain tensioner.
Using a soft tool (plastic wedge, brass strip with approx. 4 mm wall thickness), push main bearing shell out from one side and pull it out from other side by means of holes in main bearing shell. Ensure that the crankshaft bearing surface is not damaged or scratched (see the picture of the brass strip in the attachment).
Coat new bearing shell with engine oil. Note: Ensure that the main bearing shell/guide lug is inserted correctly.
Assemble in the reverse order

Note: The operation number 02-6485 for the respective model series must be applied for the repair scope "Replacement of main bearing shells of 1st crankshaft main bearing".



Tightening torques:

Crankshaft bearing cap to crankshaft bearing bracket:

35 Nm (from inside to outside)
2x 95° (from outside to inside)

Cross bolting (side bolt, crankshaft housing to crankshaft bearing cap):

50 Nm
1x 95°
 
That's the sound!! Looks like a HUGE job!!
 
Don't know if this is of interest?

Complaint
The engine makes ticking/crackling noises at idle speed and at speeds up to approx. 1500 rpm.
Notes:
The noise occurs after driven distances as of approx. 20,000 km or after an oil change.
Noise is clearly noticeable in area of 1st crankshaft main bearing.
Noise can no longer be heard when the poly-V belt is removed for diagnostic purposes.
The complaint noise must in all cases be compared with the example noise.
The noise is not regular. Pulse-like crackling noises occur at irregular intervals; compare with example noise.
20 pulses (ticking) for which complaints are justified can be heard in the attached noise example.
File
Designation
Tickern OM642_neu.mp3 [N/A] Crackling noise, isolated ticking/crackling

Cause

Run-in effect of 1st crankshaft main bearing.

Remedy

Check procedure:



1. Remove/install poly-V belt (AR13.22-P-1202GZB)
Note: Use the operation number G13-1202.

Note:

If the ticking noise can still be heard after removal of the poly-V belt, MSB 1 is not the cause of the defect.
If the ticking noise can longer be heard after removal of the poly-V belt, there is a defect at MSB 1. The crankshaft bearing shell of the 1st crankshaft main bearing must be changed.

Repair scope:

Replacement of crankshaft bearing shells of 1st crankshaft main bearing



Note:

It is important to ensure that only the new/lead-free bearing shells are used.

Always check that the part number is XXXXX before unpacking the components - no object number is XXXXX on the component.

The old and new bearing shells differ in appearance. Pictures showing these differences are provided in the attachment.





Note:

The main bearing shell has various type and tolerance classifications which are subdivided into various color codes.

The top main bearing shell of a bearing can have a different color code to the bottom main bearing shell.

It is important to select the correct main bearing shell for the specific position - in accordance with the defined specifications.



Here the following applies for the positioning of the bearings:
The bearing class information runs from left (1st main bearing) to right (2nd - 4th main bearings).



Meaning of color codes (color index):
G = yellow (54), R = red (56), B = blue (52), W = white (57), V = violet (58)



The specification on the following components is used for determining the tolerance classification (see bearing classification in the attachment):

- the cylinder crankcase - for the top bearing shell

- the front crankshaft stub - for the bottom bearing shell The vibration damper must be removed so that the information on the crankshaft is visible.



Procedure for replacement of bearing shells of 1st crankshaft main bearing:

Remove oil pump
Model series 164 + 251: AR18.10-P-6020GZB
Model series 211: AR18.10-P-6020TI
Model series 219: AR18.10-P-6020T
Model series 203 + 209: AR18.10-P-6020PI
Model series 204: AR18.10-P-6020CO
Model series 221: AR18.10-P-6020SXI
Model series 461 + 463: AR18.10-P-6020GY
Loosen AC compressor
Note: Removal of the AC compressor is not necessary. Then tighten again to following torques:
BA83.55-P-1000-01R: Bolt, refrigerant compressor to timing case and left engine support - 20 Nm. The connected lines must be tied back when doing so.
Loosen crankshaft bearing cap of 1st main bearing and remove
Model series 164 + 251: AR03.20-P-4351GZB
Model series 211: AR03.20-P-4351TI
Model series 219: AR03.20-P-4351TQ
Model series 203 + 209: AR03.20-P-4351PI
Model series 204: AR03.20-P-4351CO
Model series 221: AR03.20-P-4351SXI
Model series 461 + 463: AR03.20-P-4351GY
Note: Do not remove the remaining main bearing caps. Do not loosen the chain tensioner.
Using a soft tool (plastic wedge, brass strip with approx. 4 mm wall thickness), push main bearing shell out from one side and pull it out from other side by means of holes in main bearing shell. Ensure that the crankshaft bearing surface is not damaged or scratched (see the picture of the brass strip in the attachment).
Coat new bearing shell with engine oil. Note: Ensure that the main bearing shell/guide lug is inserted correctly.
Assemble in the reverse order

Note: The operation number 02-6485 for the respective model series must be applied for the repair scope "Replacement of main bearing shells of 1st crankshaft main bearing".



Tightening torques:

Crankshaft bearing cap to crankshaft bearing bracket:

35 Nm (from inside to outside)
2x 95° (from outside to inside)

Cross bolting (side bolt, crankshaft housing to crankshaft bearing cap):

50 Nm
1x 95°

^Bang goes the theory that barrys problem is a one off or isolated incident,mb clearly know & have fault codes & a fix procedure inplace,not sure how many failures would trigger this sort of response from mb but i'm guessing more than just a few.......
 
CLS500 time?

Think although these problems must be fairly rare it leaning more to me keeping mine for a bit...

Hope you get it sorted, how many miles have you done since owning it?

Could you return it?
 
Not even 200! Sad isn't it!
 
^ surely thats a case for returning it?

that's pathetic isn't it.

I know how much you wanted a CLS and that's just not on.
 
Note:

It is important to ensure that only the new/lead-free bearing shells are used.

Always check that the part number is XXXXX before unpacking the components - no object number is XXXXX on the component.

The old and new bearing shells differ in appearance. Pictures showing these differences are provided in the attachment.

Does this mean there are updated parts for this engine, mine being one of the 1st 642 engines and all that....

Olly and Colin from MBS are both very aware of this fault. Its a general weakspot on the engine.
 
CLS500 time?

Think although these problems must be fairly rare it leaning more to me keeping mine for a bit...

Hope you get it sorted, how many miles have you done since owning it?

Could you return it?

^Just hope the 7g valve body issue doesn't crop up:eek:,my next mb in a year or so will be an early 2011 5 speed auto(last in production)either c200/220/250cdi sport or c250cgi sport.(just hope the 7g valve body holds out on the cls until then:o)
 
So having a yearning for an S320 Diesel. Is the same fault likely to crop up on the early engine, I'm talking "W" Reg here.
 
So having a yearning for an S320 Diesel. Is the same fault likely to crop up on the early engine, I'm talking "W" Reg here.

No. They are the straight six which is generally robustly built apart from injectors and EGR valve.
 
Seems this prpoblem has been known about for a couple of years now. Here's an exert from another MB forum I found just now...

"Cole@MBS
22-12-2008, 09:03 PM
The v6 642 engine is starting to show its faults now, front main bearing knocking, import shut of motors seizing, crank sensors failing, teeth wearing off the balance shaft needing major strip down, started out well but showing its faults now.
Uncle Benz
Any idea of what sort of mileage the heavy metal faults start appearing?? The bearing shells have been very low demand from parts dept, so I am told... Are MB changing engines to rectify this??
Cole@MBS
22-12-2008, 10:47 PM
As low as 20000 miles uncle, no not replacing engines,replacing the shells!!"


Forum page: http://forums.mercedesclub.org.uk/archive/index.php/t-43556.html

Worrying, eh!
 
Last edited:
Seems this prpoblem has been known about for a couple of years now. Here's an exert from another MB forum I found just now...

"Cole@MBS
22-12-2008, 09:03 PM
The v6 642 engine is starting to show its faults now, front main bearing knocking, import shut of motors seizing, crank sensors failing, teeth wearing off the balance shaft needing major strip down, started out well but showing its faults now.
Uncle Benz
Any idea of what sort of mileage the heavy metal faults start appearing?? The bearing shells have been very low demand from parts dept, so I am told... Are MB changing engines to rectify this??
Cole@MBS
22-12-2008, 10:47 PM
As low as 20000 miles uncle, no not replacing engines,replacing the shells!!"


Worrying, eh!

If only you'd had come accross this when researching the cls diesel v6 Barry.
 
Yup!! For now I'd have stayed with my 211 and looked at other options... ah well... hindsight is a wonderful thing...
 

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