There are practically no complaints about the braking system. The calipers do not turn sour, the discs run for a long time, the original pads have quite a decent resource. Unless they are afraid of overly aggressive movement and can catch fire when driving on a race track in a car with a powerful engine. Failures on the part of the ABS / ESP system are mainly associated with either a failure of the steering wheel position sensor, or corrosion of the hub combs, which can cause numerous system errors.
Suspensions are of two types: conventional spring and pneumatic. The image of a particularly troublesome and unreliable thing, and even very expensive to repair, was entrenched behind the "pneuma". But now, in practice, the prices for parts are not so great. The pneumatic sleeve costs less than 15 thousand rubles with a replacement, and the permeability of a car with pneumatics is still noticeably higher. Although opinions differ about comfort: everything is not so obvious here.
In the photo: Mercedes-Benz ML 420 CDI (W164) "2005–08
Front air strut
55 802 rubles
The design of the suspension as a whole is quite reliable. With careful operation up to runs of a hundred to one and a half thousand, the main components, such as levers and shock absorbers, are held very firmly. On cars with low-profile tires, the resource is smaller, even with purely urban use, but, nevertheless, higher than that of passenger cars in the same conditions. Many suspension components are replaceable, and components such as the upper arm in the front have learned to be restored by cutting in a new ball joint. For machines with spring suspension, the rear springs are at risk, they often break off the lower coils. And for pneumatics at the back, the working conditions are just easier than at the front. The condition of the cylinders on the front axle is usually worse.
Air suspension does not need to be demonized. An assembled air strut from a good manufacturer costs about 24-33 thousand rubles, which is comparable to the price of a new shock absorber and spring, and the price of a pneumatic hose even with replacement work, as I already wrote, is below 15 thousand rubles. Kits for minor repairs are even cheaper. At the same time, the pneumatic hose resource is on average about 150 thousand kilometers, and even for fans of off-road attacks it does not fall below “hundreds”.
In the photo: Mercedes-Benz ML 420 CDI (W164) "2005–08
A very expensive system compressor will fail only if you do not pay attention to constant leaks in the system, a planted battery due to its work in the parking lot, and similar signs. To prolong compressor life, remember to replace the silica gel drier insert every two years.
Of course, pneumatics as a whole noticeably increases the number of breakdowns. For example, the level control system also fails and has wear parts, electronics adds to the hassle. To achieve the calculated resource, the pneumatics must be regularly washed in the “upper position”. All this is also an expense and trouble, albeit insignificant. And there will always be a risk of breakage in the most improbable situation. But do not give up cars with "pneuma" just because "they said in the garages" ...
The resource of wheel bearings is below average, sometimes they serve less than 50 thousand kilometers. The high weight of the machine, the low profile of the rubber, the long reach and the heavy load on the hubs do their dirty work.
Radiator
22 985 rubles
The steering on the W164 turned out to be relatively troublesome. The main reasons for capriciousness lie in the use of wide rubber, a weak system radiator and a weak power steering pump. After a run of 100 thousand or more, the pump no longer works at full capacity and often howls slightly. They greatly reduce its leakage resource, and they often happen due to overheating of the tubes. A very small area of \u200b\u200bthe "radiator" of the power steering - a tube segment in front of the radiators - increases the operating temperature of the system too much, and hence the wear of all rubber elements. Replacing the high-pressure power steering pump with a cheaper low-pressure pump from passenger models leads to a slight weighting of the steering.
The rail itself is quite reliable, but if the pump howls, then it supplies debris to the system, which usually leads to leakage of the glands of the rail itself. The same debris often clogs the filter in the pump reservoir, which gradually worsens the operating conditions of the pump even more and contributes to the rapid wear of this unit.
Transmission
Theoretically, there are rear-wheel drive versions of the W164, such were sold in the USA, but they cannot be found in Russia. So all-wheel drive relies on every car.
The Mercedes ML transmission is completely classic, with a transfer case and a center differential. As options, locking front and rear differentials were offered, as well as a two-stage "razdatka" with a reduction gear. However, most of the cars still do not have these options, and the “self-blocking” at the back is most often a sign of installing some kind of tuning on cars with powerful engines. In principle, the classic design, very, very reliable. But the fact that nothing is eternal should not be forgotten.
Even on low-power cars with a 3.5-liter gasoline engine, the front driveshaft will require a hinge replacement with runs of about 120-150 thousand kilometers. The rear one, at least with the same mileage, will ask for checks of the crosses and intermediate support, but there is a direct dependence on the style of movement. Mud trips, of course, greatly reduce the resource, but regular washing and careful handling of the gas pedal can allow you to step over this threshold.
Gearbox failure is not uncommon. The front one suffers more often: its bearing can crank due to overheating in the summer, when the bearing fit in the housing is weakened.
In the photo: Mercedes-Benz ML 500 (W164) "2008–11 The transfer case also does not last forever; with runs of more than 200 thousand, the assembly requires at least a thorough diagnosis. When inspecting the car, be sure to hang it on a lift and spin the wheels with the engine at idle. And do not forget to create a load with the brakes and listen to the transmission under load and when reversing. At the same time, it is possible to assess the condition of the supports of the units visually.
The gearbox on the W164 is a non-alternative “automatic” of the 722.9 series in versions 7G-tronic or 7G-tronic plus. The restyled version of the box has a different selector, a design optimized for work with start-stop systems and, in general, a significantly smaller number of electrical problems. But mechanically and compositionally, this is still the same automatic transmission.
The design of the seven-speed gearbox, which gradually began to replace the reliable and familiar “five-speed” 722.6 from all models since 2005, received all the main “novelties” in the box. Firstly, a "mechatronic" is used here - a unit that combines the electronic and electro-hydraulic parts of the box; secondly, the operating temperature of the box has been significantly raised, and with a slow movement, you can see oil temperatures of more than 130 degrees. The GDT works with even tighter lockup modes and is mainly used as a wet clutch. And, of course, the box is lightened in every possible way, it has a magnesium body, a very light “bell” and a lightweight mechanical part.
Not without fine electronic settings and a rich set of adaptations, which increases the possibilities of electronic diagnostics to almost limitless. The entire automatic transmission is like an open book for a knowledgeable person, the vast majority of faults are perfectly read by the scanner. Well, about the fact that as a result of choosing the original kinematic scheme, the box has two reverse gears, you probably know. But this is a sign of all multi-stage automatic transmissions of the latest generations.
Unfortunately, the gearbox is the weakest part of the car. In terms of the number of critical failures and warranty repairs, it far exceeds even not the most successful gasoline engines of the first years of production. And when buying a Mercedes ML in this body, it is she who should be given the closest attention.
Why did it happen? W164 turned out to be one of the first cars to try on this box. In addition, the SUV has an average higher transmission load, even compared to large sedans. Excessive lightening of the box gave rise to such an anecdotal malfunction as cracks in the "bell" - the interface element between the box body and the engine. The combination of technologies from different generations of transmissions in one design led to the presence in the design of the automatic transmission ISM-servo drive unit, which is not the most reliable part.
The steering column module on cars after restyling also turned out to be not the strongest part and at first often failed. But the bulk of the problems are connected precisely with the thermal regime of the automatic transmission and the consequences arising from it in the form of harsh operating conditions for mechanics and electronics.
I must say right away that the regular operation of the box with the heat exchanger in the main radiator of the European versions occurs with a serious excess of the optimal transmission fluid temperature parameters. If the temperature rises above 130-140 degrees, then the wear processes are sharply accelerated. A small remote radiator on cars with diesel engines and gasoline V8 M273 almost does not save the situation. But the installation of a larger one from cars with an AMG M156 engine already allows it to be noticeably improved.
The units have the hardest time in traffic jams, where automatic transmissions (like engines) work. Here we can recommend the installation of a large remote radiator in the flow of the main engine fan. And if, at the same time, measures are taken to reduce the operating temperature for a gasoline engine, then transmission failures will become less common.
Already with runs up to one hundred thousand kilometers, this box can usually “please” the wear of the mechanical part. The gas turbine engine blocking pads can already be significantly worn out and contaminate the oil with an adhesive layer, and the oil pump, cover and separator plate with seals require urgent replacement. The clutch packs K1 and K2 also burn, possibly the needle bearing in the K2 pack dies due to overheating of the separator. And if the pressure drop due to wear of the oil pump and contamination of the valve body progresses, then they can completely burn out. Often, cars that come to the “just change the control board” service are sent to a complete automatic transmission bulkhead due to visible serious contamination and pressure drop. True, there are also enough cases of a banal “divorce” for expensive repairs or direct forgery.
The most common problem with this automatic transmission is the failure of the ECM - the brain of the "mechatronics". The electronic control board combines the main control unit, wiring to the sensors, the sensors themselves and the solenoid valve housings. Siemens-VDO clearly did not count on such a temperature regime, and constant failures, primarily chipping of wiring and failures of input and output shaft speed sensors, became regular. Cars before restyling often went through warranty repairs three to five times to replace these boards.
Problems also occur on 7G-tronic Plus boxes, albeit much less frequently. Replacing the board is complicated by the fact that it requires mandatory binding by a dealer scanner and firmware via the Internet. Although now there is an alternative software that allows you to get around this complexity. When repairing an original part, which has recently been widely practiced, bindings are not needed. Unless it's worth resetting the adaptations.
In the photo: Mercedes-Benz ML 500 (W164) "2005–08 Add to the number of problems of oil leakage due to warping of the lower case cover and high temperature at the gas turbine engine seal and the absence of an oil dipstick - and we will get a lot more trouble due to loss of fluid level. The low resource of solenoids further increases the costs, they are extremely expensive.
I think it is now clear why repairs with the replacement of all parts with new ones are often extremely ruinous. Here, only spare parts, if desired, can be dialed for 200-400 thousand rubles. "Masters" proudly talk about what expenses they bred the owners of the car. Listen and you will understand what not to do.
Now the average "price" of repair 722.9 is approximately 150 thousand rubles. You will be “persuaded” for this amount, even if your ECM has failed, which can be repaired. And in fact, it costs about 10 thousand for the work and another 8 thousand maximum for oil for the box. If your first "planetary" is dead, clutches and steel disks need to be replaced, gas turbine engines require replacement of linings and half of the solenoids have failed, you risk getting washed used units or your own under the guise of new ones.
And a little about the service. Mercedes automatic transmissions are one of the few that require only "their own" oil. And the newer the generation of the box, the more important it is. Oils from the tolerance list 236.14, for example, Mobil ATF 134 or Fuchs TITAN ATF 4134, are poured into the pre-styling automatic transmission, and oil from the tolerance list 236.15 is poured into boxes after restyling, with oval recesses on the pallet. True, the “old” oil is used for the V8 diesel engine, and the box works well with it.
For a full refueling of an automatic transmission, from 7 to 10 liters of oil are needed, all indications for a larger volume are only for losses during replacement by displacement, in practice these are unnecessary losses. It is better to just change the oil at least once every 20-30 thousand kilometers partially than once every 60, or not change it at all. And remember, a serviceable box of this series works extremely softly, and self-adaptation takes place in a couple of trips, so jerks and bumps are not a consequence of the fact that the battery was running low or something else. Unfortunately, this is how the error manifests itself. And it’s better to fix it right away, any neglected trouble in this design is extra tens and hundreds of thousands for spare parts.
In the photo: Mercedes-Benz ML 420 CDI (W164) "2005–08 Feel free to improve. With a stock cooling system to run a hundred thousand in the city, the automatic transmission is usually already dead or repaired. And sometimes it is repaired not especially qualitatively. But with a good radiator and ATF temperature control at the level of 80-90 degrees, it will not even require replacement of gas turbine overlays, and the number of electronics failures is reduced by an order of magnitude. Moreover, even if the “first bell” sounded, an external filter and radiator very often save the situation for a long time.
Motors
Like automatic transmissions, many ML engines evoke the adage “the rich cry too.” On cars before restyling, you can find one really excellent motor of the M113 series, this was installed on the ML500 until the spring of 2007. He, of course, also has drawbacks, besides, his silum sleeves are sensitive to dirty oil, dirty air, poor lubrication and overheating, but such machines have the maximum chances to go 300-400 thousand kilometers without major repairs. Of course, the design with three valves and two candles per cylinder looks strange, and the power is 306 hp. for five liters of working volume, it’s far from God knows what, but this is really a good option with good dynamics and consumption.
Three-liter diesel engines of the OM642 series, in general, are also a reliable thing. But, as with any diesel engine, a million nuances are associated with it and an increased chance of “getting” for repairs. The list of problems with this excellent motor is by no means exhausted by souring injectors and scale in the exhaust manifolds. A complex pressurization system, a capricious EGR valve, heat exchanger leaks with antifreeze getting into the oil and into the intake, a capricious crankcase ventilation system with a slowly and steadily spreading membrane and extruded seals - it's all the same. We also add here a small resource of piezo injectors on cars of the first releases in urban operation, an intake manifold clogged with soot and damper failures.
In the photo: Under the hood of the Mercedes-Benz GL 320 CDI (X164) "2006–09 OM642 Turbines with variable geometry on all powerful engine options are also not a gift; when the exhaust temperature is exceeded or poor combustion, they become clogged with soot, and the servo fails.
The particulate filter on the W164 relies on any diesel engine. In addition, remember that any problem with the nozzles will most likely lead to cracks in the pistons, and in advanced cases and when refueling with sulfuric diesel fuel, the cylinder head will fall into the risk zone.
In the photo: Under the hood of the Mercedes-Benz ML 320 BlueTec (W164) "2008–11 Illiterate tuning exceeding the optimal EGT often kills both pistons and valves. Scuffing and wear of the piston group at the motor occur at runs up to 200-300 thousand kilometers. In general, with all the “reliability”, a diesel engine with a solid mileage is still a much more risky option. Savings on fuel can end immediately, after the first breakdown.
In the case of the ML, the diesel is still good in that its variants fall into the “up to 250 hp” niche. This allows you to save at least 25 thousand rubles a year on taxes, but now this is not at all such a large amount, especially when servicing Mercedes.
The OM629 4.0-litre diesel V8 isn't as demonic as the OM628, but it's not particularly popular. Of the pluses, except that we note a very quiet operation at low load. But otherwise, the three-liter OM642 is no worse, but they have fewer nozzles, they are simpler in design and a little, but lighter.
About the shortcomings of the gasoline engines of the M272-M273 series, which together are the most common for the ML W164, I will not particularly expand. There are those who want to know. Moreover, on this generation of the M-class, these motors are just in the very first versions, which means that they sin with the greatest number of problems. So the bad guys of the piston group and the small resource of the timing did not pass them by.
On cars after restyling, there are much fewer problems, with very careful maintenance, engines can run more than 300 thousand kilometers without any wear of the piston group without any problems, but the chances are small. It is worth buying a car with these engines only with endoscopy, it is advisable to take it already with a well-lined cast iron block and with modifications to reduce the operating temperature of the engine.
Of course, you will have to monitor the cleanliness of the radiators and frequent oil change intervals. But in any case, these motors are still a lottery. Often they end up being cheaper than diesel ones, but no one will give guarantees, and a lot depends on your temperament.
The power unit on the AMG ML63 versions is the M156, and perhaps all you need to know about it is that Mercedes in the USA was twice invited to court to satisfy class action lawsuits over the quality of these engines. But with quality care and the availability of funds for your favorite toy, this is an interesting option. The motor has little in common with the usual M273, but it could not do without global “jambs” either.
In the photo: Under the hood of the Mercedes-Benz ML 63 AMG (W164) "2006–08 М156 A miscalculation with the material of the camshafts and pushers and scuffing of the piston group are also available for sports engines of selective assembly. And the limitation on the "thermal package" puts an end to attempts to get maximum performance in urban conditions in the summer. However, there are many solutions for any problem. As I said, with the availability of funds, this is all solvable.
In the photo: Mercedes-Benz ML 63 AMG (W164) "2006–08 Summary
The car in this body has prestige, beauty and comfort. And the costs ... Well, any car in this body will be expensive. Even if it doesn’t break down especially, you will fall into the “downtrend” in terms of breakdowns and get off with small things. Of course, it's best to take a well-maintained ML500 with M113, but where can you find them all? It is more profitable and cheaper to take power units with a guaranteed resource, but even a major overhaul against the background of other “small” costs in the end is only fraught with a loss of time and the search for a contractor. Spring suspension, of course, requires less money, but it also gives less. And simpler interior equipment and fewer options reduce the number of failures, but you kind of wanted a chic car, not a Solaris with all-wheel drive?
In the photo: Mercedes-Benz ML 320 BlueTec (W164) "2008–11 If you do not expect to spend less than 200 thousand rubles a year on maintaining a car, then back off, this car is too tough for you. You will either work for her or put up with trouble. If there is money, then the less popular GL is richer equipped, but ... often cheaper in the secondary market. True, it will have worse cross-country ability, slightly higher consumption, worse dynamics, but this is essentially a very similar car. It just won’t have more democratic options for execution, which still don’t make much sense at such an operating price. And in secret, I'll tell you that if you need a car for more than one year, and you choose among relatively fresh cars, then it will be cheaper to take a newer W166. In any case, calculations on operating costs clearly indicate that it is better to pay 800 thousand more than to invest them in operation within a couple of years.
Do you want a used ML?
The US auto market, with sales hovering around 15 million vehicles a year, has always been a sweet spot for automakers. In the mid-90s, the Mercedes-Benz company, whose position in the American market is already strong, decided to organize its outpost on the reclaimed territory
In the city of Tuscaloosa (Alabama), a plant was built, which cost the company $ 300 million. At this enterprise, a model was to be produced, specially created taking into account the characteristics of the local market and the tastes of Americans. This model was the M-class, the first Mercedes-Benz SUV, where they abandoned the use of a frame structure in favor of a load-bearing body. When it was announced that the novelty would be denoted by its own letter “M”, BMW representatives protested, since the letter “M” had long been used by them to denote “charged” modifications of their cars, so the model was hastily renamed ML.
The launch of the car, which received the factory index W163, was accompanied by a massive advertising campaign, the most striking moment of which was the participation of the car in the second part of Steven Spielberg's film Jurassic Park: The Lost World. However, all this hype could not hide the disappointment of the first buyers with a closer acquaintance with the car. Although the new model was head and shoulders above the G-class in terms of its driving characteristics and level of comfort, this could not compensate for the very mediocre workmanship, design miscalculations of the engineers and the poor quality of interior decoration, unworthy even for lower-class cars. In order not to lose the huge funds invested in this project, as well as the trust of its customers, Mercedes-Benz restyled the car in 2001, curing most of its “childhood sores” along the way, and already in 2005 the next generation of the model appeared with factory index W164. It is this generation that is now most widely represented in our secondary market, and what to look for when choosing, we will be helped by the advice of the General Director of the ReCar company, auto expert Elena Lisovskaya.
The heart of the machine
In general, in Russia, the most common version of the engine for the Mercedes-Benz ML is a 3.5-liter gasoline V-shaped “six” with a capacity of 272 hp. Its weak point is the accelerated wear of the ceramic-metal gears of the balancing shaft, which makes itself felt already at a run of 40-50 thousand km. It’s good if the previous owner managed to carry out repairs under warranty, otherwise it will cost at least 100 thousand rubles. With a bad development of events, this breakdown can lead to a violation of the position of the camshafts, metal chips are formed from their friction, which can “kill” the oil pump. Another problem with this engine is that by 50,000 km of run, the control flaps of the intake manifolds may fail, which causes the engine speed to “float” and the “Check engine” lamp on the instrument panel lights up. The cost of repairing the intake manifold is 45 thousand rubles.
In large cities, where there are many network filling stations that maintain an acceptable level of diesel quality, diesel power units are more common. For operation in megacities, such engines have several advantages: lower fuel consumption, high torque, which means a dynamic start, and a lower transport tax due to less power. So, in Moscow, the first place in sales is occupied by the Mercedes-Benz ML with a diesel 3-liter V6 engine, which meets four boost levels - from 190 to 230 hp. It is extremely rare to find cars with a 4-liter V8 diesel engine, and even then they are best avoided. A car with such an engine, of course, demonstrates excellent dynamics, but the engine itself has a lot of operational problems and is very expensive to maintain. The weak point of all diesel engines is that soot from the exhaust manifolds kills the turbine, and its repair will upset even wealthy car owners, as it will cost about 250 thousand rubles.
Whatever engine the Mercedes-Benz ML is equipped with, they are all aggregated with a 7G-Tronic 7-speed automatic transmission, which has a typical problem: hydraulic valve blocks fail so often that the manufacturer has released a special repair kit, which is a board and themselves valve. Although dealers do not always have such a set in stock, it significantly reduces the cost of repairing automatic transmissions - from 90 thousand rubles for the entire electro-hydraulic gearbox control unit to 32 thousand for a repair kit.
Body and under it
Compared to the first generation of the model, the quality of the materials used and the assembly of the interior is not even discussed. Although many find it too austere, this is already a matter of personal preference. One thing is for sure: there can be no complaints about the quality of the interior trim.
The body of the car is assembled perfectly and is not subject to corrosion. Chips and small scratches are not covered with rust - subject to factory painting, of course. But the chrome-plated elements of the external decor are poorly tolerated by Moscow's salty streets and are covered with sloppy spots. On some machines, the regular place for the back number is also covered with rust. In winter, especially after washing, the fifth door lock often starts to act up.
Of the other electrical and electronic failures, it is worth noting problems with the signal processing module of the electronic unit, which is extremely poorly located under the driver's feet. Moisture under the rug does not contribute to the accurate operation of the electronics, and as a result - a flickering instrument panel and button failure. Module replacement - 30 thousand rubles.
The car was produced with two suspension options - independent spring and air suspension. Cars with a traditional suspension scheme are an order of magnitude cheaper to maintain, but they are not easy to find, since they were produced much less. The air suspension rewards the Mercedes-Benz ML with a smooth ride without loss of controllability and the ability to increase ground clearance, and therefore cross-country ability, but in Russia, unfortunately, it does not last long - the reagents quickly corrode the material that envelops and protects the pneumatic elements, so they rarely live up to the run 100 thousand km.
At service stations there is a service - preventive cleaning of air springs. It does not radically solve the problem, but it prolongs the service life of the elements. Expensive are not only the cylinders themselves, but also the compressor responsible for pumping them. If it starts to rumble, then there is an air leak from the system and it is urgently time for service. Replacing the pump costs about 22 thousand rubles.
Service station workers recommend paying attention to the fluid level in the power steering reservoir, where leaks occur. If you do not keep track and “drain” the power steering, then the chips from its worn gears can fall into the steering rack, which officially cannot be repaired at all - only replaced.
The front and rear brake pads wear out at the same time: after 30 thousand kilometers. Brake discs, on average, outlive a couple of sets of pads. The cost of replacing the front pads is more than 16 thousand rubles, the rear ones are about 15 thousand. The discs are 22 thousand rubles. All prices quoted are from official dealers' price lists. However, the prices for car maintenance in official and unofficial services differ many times over. You can also save money by purchasing dealer-recommended consumables yourself.
It is believed that after the restyling of 2009, the problem areas of the Mercedes-Benz ML were eliminated, and the owners of cars of the last years of production can only do maintenance. As for the cost, for example, the market price of the car in the photographs is about 2 million rubles, and it was purchased in 2010 for 3.14 million rubles. Needless to say, a good buy. As long as the car is in good condition, of course.
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Mercedes ML 164 - Common problems and how much does maintenance cost?
The choice of 164 body, so as not to be left without pants.
The main problem with both gasoline and diesel engines Mercedes ml is swirl flaps and their plastic rods. The reasons for the failure of the flaps are soot (or soot in the case of a diesel engine) in the intake manifold. Symptoms of faulty swirl flaps can include lack of bottom end traction, skipping, and tripping. In the last stages, this malfunction generates a burning Check Engine light.
The solution to the problem is possible in two ways: replacing the manifold, which is not cheap (50 thousand for the M272, 100 thousand for the M273, 50-60 thousand for the OM642 and up to two hundred thousand on the OM629 engine, where the manifold consists of two parts.) On a diesel engine, in addition to losing power and unstable operation, quite fatal consequences are possible when the dampers stick in the closed state. Possible preventive measures to disassemble and clean the intake manifold. It is necessary to choose ML350 or ML320d only on the basis of checking the condition of the dampers, it is significantly cheaper than repairing.
Worn fuel injectors or injection pump- relevant to a greater extent for diesel engines, a very expensive problem for Mercedes. Taking into account the price for 2017 - 30-35 thousand rubles for the replacement of one nozzle (there are 6 in total). Replacement for refurbished used ones from 15-20 thousand per nozzle. Typical symptoms are poor starting in cold weather, mixture corrections, increased smoke when idle. They are easily checked before purchase, however, to varying degrees, the problem exists on the vast majority of cars. To diagnose injectors, you need a test drive and a warm engine, a lift is not needed. We recommend that you pay the most attention to the diagnosis of fuel equipment when choosing W164 / W166 with diesel engines.
"Kicks automatic transmission Mercedes 7G-tronic" or in other words, cleaning / overhauling the hydraulic plate or replacing the gearbox control board is required - this Mercedes ML w164 disease exists on every second car. A hydraulic plate malfunction cannot be solved by flashing, the problem of kicks at low speeds can only be solved by repairing the automatic transmission valve body. Do not confuse the problem with a malfunction of the transmission control board. Checking is possible only during a test drive and is not diagnosed on the lift. ML and GL gearboxes do not die on a mileage of 100 or 150 or even 200, how long the box runs directly depends on the operating style and frequency of maintenance, so choosing a Mercedes by mileage is extremely incorrect.
We strongly recommend that you check the Mercedes ML automatic transmission problems before buying, otherwise you risk getting a faulty automatic transmission or a “half-functional one” when repairs are not yet required, but the car is not comfortable to drive.
Depreciation of injection pump or high pressure pump. A rather rare malfunction, which, in a state of disrepair, can kill all fuel injectors and clog the fuel rail with shavings. Usually, computer diagnostics and a test drive in certain modes allow you to find out the condition of the pump.
Mercedes ML w164 and not obviously costly problems
Broken door locks- one door lock 25 thousand rubles, there are no non-originals and the mechanism is not repairable. Locks from a showdown cost 15-20 thousand rubles and their service life is extremely short. Be sure to check the operation of the central lock.
The silent blocks of the front lower levers are a cheap part, but the original one is not sold separately, the non-originals “go” for half a year and require replacement, and the assembled lever costs about 40 thousand rubles.
The Rear SAM block flooded with water, the cost of a new one is about 20 thousand rubles. The unit is responsible for the operation of the electronics of the rear of the car. Burning brake lights, an incorrect or non-functioning fuel level sensor, or a power failure of the fuel pumps can seriously spoil the mood due to the manner of services to change serviceable pumps instead of the control unit.
In addition to the resource of engine components, there is a certain set of age-related and factory diseases of Mercedes. Consider some of the problems of Mercedes engines for a good example:
The main problem of the aged Mercedes ml350 w164 and the M272 engine in principle is scuffing of the block of cylinders. There are many reasons, and even more cases of detection of scuffs. Buying Mercedes with bullies is stupid, so the editors don’t see much point in seriously revealing this topic. The only cure for scuffing on the M272/M273 is the engine sleeve.
In order not to deal with sleeves and not write angry reviews on the Internet, it is necessary to check the problems of scuffing on the Mercedes ML / GL before buying, first of all, if there are suspicions in the form of knocking or uneven speed with a clean throttle and a working MAP / MAF sensor.
Another problem with the M272 Mercedes motor is soft timing stars. The problem was fixed on the M276 successor motor, where only a factory defect in the chain tensioner remained from the problems of the ML350 timing belt, which manifests itself during runs of about a hundred thousand kilometers.
The problems of the Mercedes w164 ML, as well as the diesel engine, can also include the current heat exchanger, automatic transmission oil seal, weak steering rack and especially steering rack silent blocks, because of which many services sentence a working rack to be replaced.
Diagnosing problems with Mercedes engines does not necessarily involve disassembling the engine with hanging the body on a lift. Such measures are necessary when the malfunction has already been identified as a result of diagnostics and repair is necessary. Most often, it is enough to diagnose the engine using a set of direct and indirect parameters, both physically and electronically. It is in the knowledge of the nuances of each individual type of engine that professionalism lies. Diagnostics is especially necessary for a diesel engine, because with a huge margin of safety of the internal combustion engine itself, some components have increased wear due to improper operation (turbines, nozzles, manifold) and the cost of their repair can shock an ordinary car enthusiast who just wanted to enjoy the car.
Many potential buyers very afraid of the unreliability of the air suspension, however, pneuma is a relatively reliable and cheap unit to maintain. To emphasize the importance of diagnosis and the wrong priorities among buyers, we will give the cost of eliminating other sores after the point of critical wear.
Current fuel injectors - 6 pieces for 35 thousand rubles - 210,000 rubles + work.
Water hammer due to running overflow of fuel injectors - engine replacement or sleeve. (200-400 thousand rubles)
High pressure fuel pump caught up with metal shavings into the fuel line, symptoms are low pressure, inefficient acceleration, skip errors. A new high-pressure fuel pump - 45-55 thousand rubles, cleaning the fuel line with analysis ~ 50 thousand rubles. In especially advanced cases, replacement of fuel injectors is required.
The problems of the Mercedes diesel do not end there, due to a long drive with a clogged particulate filter excessive pressure in the crankcase ventilation system and cracking of the cylinder head is possible (especially true on the OM628 V8). Solved only by a major overhaul.
Air bag explosion risks on the track due to the age of the material - absolute nothing compared to the problems described above.
Determining the original mileage of a Mercedes
“At the wizard Suleiman, everything is honest, without deceit.”
You can not “completely” twist the mileage in all blocks. The actual mileage or engine hours are still determined with an accuracy of five hundred kilometers.
Real or original Mercedes mileage is not determined by pedal or interior wear. Serious interior wear on the ML W164 or GL X164 appears much later than Japanese classmates. Estimating mileage by interior wear is a counterproductive test and only helps inexperienced buyers engage in self-deception.
How to find out the real mileage of a Mercedes?
All cases of twisted run can be divided into two categories:
1. The seller twisted the mileage only on the dashboard.
Computer on-site diagnostics of Mercedes using Star Diag will simply reveal the fraud and show the exact mileage numbers. The seller will either have to admit or continue to repeat that “it was not he who twisted it, but maybe before him.”
Most twisted Mercedes can be "kicked off" at the stage of viewing ads - in the dashboard photo they usually have the "Trip A / B" counter recently reset to zero or the value is extremely low. Usually this is accompanied by an empty tank.
Small readings of the trip counter are associated with the dismantling of the dashboard to correct the odometer using the programmer, while the dashboard is de-energized and the values are reset. No one specifically resets the Trip counter before creating photos for sale.
2. The seller spent money on correcting the real mileage in several ECU units.
There are three ways to understand the real mileage of a Mercedes. In addition to separate mileage counters in various ECUs, there are "side" counters that count from certain events - they cannot be twisted, only overwritten by new events (for example, forced burning of a particulate filter or events in the electronic hand brake unit).
In addition to the “side” counters, there is an Assyst Plus block, where all maintenance and the number of oil change interval resets are recorded, so if the odometer shows 100,000 on the dashboard and the number of interval resets is 20, there will be no doubt that the real Mercedes mileage is significantly higher.
The last and most important criterion is engine hours. This is a counter of engine operation in hours, which we consider to be a more objective value than the actual mileage of a car, and we look at it first of all. Despite the low mileage in Moscow, the number of engine hours can be very significant, so we carefully weigh the pros and cons before recommending a specific mercedes to our client.
Computer diagnostics Mercedes ML/GL W164
On-site diagnostics of Mercedes is not only reading errors with checking the body. This is a test of all the main components of the car with knowledge of the specifics of the engine, transmission and electronics.
Computer diagnostics of a diesel Mercedes always begins with checking the throughput of the EGR valve, the degree of clogging of the particulate filter and the maximum pressure of the injection pump in the load. Half of these pre-purchase checks are done on the move, due to the ECU features of some engines blocking the maximum use of aggregates in Parking or Neutral.
At idle on a cold and hot engine, Mercedes computer diagnostics allows you to check the chain tension at the angles of the camshafts, as well as fuel injection corrections to determine the wear of the engine's fuel injectors.
After a test drive in various modes, if the auto expert has suspicions about the wear of individual components of the automatic transmission, a second test drive is performed with a request for transmission streaming data. This measure allows you to accurately understand the clogging of the valve body and solenoid valves with wear products of the clutches of the main pairs.
Evaluation of the clogging of the particulate filter, the pressure in the USR valve is also an integral part of the diagnosis of a diesel Mercedes.
Is it worth buying a Mercedes ML w164?
What is the difference between restyling 2008 and dorestyle
A reasonable question, especially when you consider that it is 2018 and cars aged about 10 years do not inspire much confidence in terms of reliability. This choice is often faced by our specialists, because, following our own philosophy, we buy a premium at an age. The point is that after a certain age of the car, the probability of certain breakdowns is almost the same, and the difference in condition is not due to the number of owners and mileage, but to the pocket of these owners. If you really like the Mercedes ML / GL 164, then buying a car is definitely worth it, but you need to be very careful in the selection process. We will give a few rules for choosing a live car from our experience:
Don't buy cars from car dealerships. Why you should not buy cars in showrooms? Because the whole industry of reselling cars in Russia, unfortunately, is tied to lies and buying cars for next to nothing. A polished body, dry cleaning of the interior and photos on a professional SLR camera are not yet a sign of excellent condition. Car dealerships do not provide any guarantee for the box or engine, this is a PR move and, at best, in the event of a breakdown, managers will refer to a malfunction due to your fault.
Do not choose cars aged 7-10 years by the number of owners and entries in PTS. This indicator is absolutely useless and counterproductive. Only the technical condition of the engine, automatic transmission and other units matters. There are no old Mercedes, there are owners without money. Our practice is full of examples when a car with 5 owners is much better serviced and does not cause complaints, while a car with 1-2 owners was frankly used for all the money and only an engine oil change was maintenance.
Don't pay much attention to the car's mileage indicated in the ads, as well as on the rest of the description. All sellers lie to a greater or lesser extent. Two-thirds of all cars, once or several times, have been subjected to mileage twisting, so the real mileage can only be found out upon inspection.
Don't buy anyway avoid cars from outbid. Where the sale of a car is a business, there is a lot of kroilovo in the "pre-sale preparation". An external gloss is applied and all traces of malfunctions are washed out (the hood, turbine nozzles are washed, additives are poured in, headlights are put on self-tapping screws or on glue, etc.). Outbid buyers buy beaten, problematic or simply in pursuit of profit may not notice a broken car in theft. There are more than enough such cases.
Never rely on your knowledge alone. Checking a car in a specialized service or a specialized specialist can not only add reasons for bargaining, but can also protect against serious problems, whether it be repairs for several hundred thousand or a chance to lose all the money along with the car due to the iron horse’s criminal past.
Checking a car before buying should be carried out only by a specialized organization. Anyone who does not have a specialization is not able to check anything other than suspension units. If you are looking for a Mercedes service, look for club services. They know all the characteristic sores and their symptoms. If you need on-site diagnostics before buying, you need to look for an organization with a large portfolio of diagnostics and selection of Mercedes. You can verify competence by asking leading questions on typical malfunctions.
Mercedes GL and ML in 164 body is a great comfortable car, which is not worth abandoning because of fear of expensive breakdowns and is rather illogical. It is important not to repeat the mistakes of our careless fellow citizens and carefully check the Mercedes before buying.
Mercedes ML w164 restyling differences from dorestayl
The most significant difference between restyling ML and dorestyle is fixing problems with the automatic transmission valve body 722.9 (7G-Tronic). Any forum is full of feedback and discussion of the problems of jerking, hitting and falling into neutral (service mode). The malfunction associated with the electronic control board of the valve body has been largely corrected. However, if the car has suffered from racing use and the oil in the box has never been changed, there is a high probability of such problems, because. the control board is bathed in hot oil.
Rear lights replaced with LED. The service life of the rear stops has increased many times over, and the problem of drainage of the rear pillars has also been partially corrected, as a result of which the Rear Sam block floods much less frequently. On dorestyle, a common problem was the frequent burnout of rear stop bulbs and incorrect fuel level readings.
The head unit (cassette recorder in the common people) has been replaced by Command NTG 2.5.
A new range of engines, a line of gasoline engines received a new gasoline engine with a volume of 5.5 liters M273 388 hp. instead of 5.0 M113 306 hp You can read about the problems of this gasoline engine based on the M272 in the selection problems section above. Diesel engines received only new power indices (320d was replaced by 350d).
The headlights are modified, and the appearance of the grille and front bumper has also changed.
The steering wheel and some decorative elements of the interior have been changed. In some trim levels since 2010 (Grand Edition), a steering wheel from the ML 63 AMG has become available.
Selection of a Mercedes car with mileage in Moscow
The diagnostic laboratory has been providing Mercedes ML/GL W164/X164 auto-selection services for many years. Our main difference from competing organizations is our open portfolio and narrow focus on premium brands. We have the greatest experience in the Mercedes brand in the diagnosis and selection of ML w164 and w166 diesel engines with indices 300/320/350/420/450 CDI and gasoline ML 350/500 and 63 AMG, as well as diesel GL 320/350/420/450 CDI (including blue efficiency) and petrol GL 470/500 as well as GL 350 CDI/GL 500 and GL 63 AMG.
Our approach to diagnostics can be briefly described as “less attention to small things, more to diagnostics of large and expensive components to repair.”
We start work on the selection of a turnkey Mercedes ML W164
- Mercedes ML (ML300, ML350, ML500, Diesel priority)
- 1-2 owners, 1 priority
- Salon in good condition.
- No need for costly repairs
- Without duplicate TCP
- Legally clear.
- No major accidents.
- Only a serviceable automatic transmission without the classic flaws of an aged 7GTronic
- Mileage preferably up to 100,000 km
- Full legal and forensic expertise before purchasing the selected option
Mercedes-Benz M-class The second generation was introduced at the 2005 Detroit Auto Show.
Unlike the first generation SUV, which had a frame structure, the new ML-class received a load-bearing body, consisting of 62% of high-strength steels. The drag coefficient decreased from 0.4 to 0.34.
The car has become larger: the wheelbase has increased to 2915 mm, and the length of the SUV is 4790 mm. The interior of the SUV is designed to carry five people, although the previous ML-class had 7 seats.
The trunk of the ML-class has a volume of 551 liters. The rear seatbacks can be folded down to increase luggage space by up to two cubic meters. The rear seat no longer moves in the longitudinal direction as in the previous generation of the M-Class. There is also no curtain covering the luggage compartment - this is what the factory tinted side and rear windows are for. But it became possible to place the cargo in the trunk using the Easy-Pack system. The spare wheel is now installed on the ML-class for an extra charge from the outside on a special bracket on the tailgate, and under the floor there is a removable tow hook, a tire repair kit and a place for a small bag.
Mercedes-Benz ML-class offered in the following modifications:
- ML 280 CDI(V6 190 hp, 440 Nm),
- ML 320 CDI(V6 224 hp 510 Nm).
Diesel engines 280 CDI and 320 CDI are actually three-liter, and differ only in power.
Of the gasoline provided:
- ML 350(V6 272 hp, 350 Nm),
- ML 500(V8 306 hp, 460 Nm).
The second-generation Mercedes-Benz ML-Class is only offered with seven-speed 7G-Tronic automatic transmissions. In the American manner, the gear selector is now located on the steering column. And the place between the front seats on the tunnel is fenced with handrails, between which there are cup holders and drawers for small items. Transmission - with permanent all-wheel drive: in addition to the usual "free" center differential, an upgraded 4ETS system has been added, which slows down slipping wheels. But for those who are still going to move off the asphalt, a more serious option is offered - with a two-stage transfer case and with lockable center and rear differentials (automatically or forcibly).
The suspension of all wheels is seriously modified, as before, independent: in front - on double wishbones, in the back - a four-link design. An air suspension is available for an extra charge, which allows you to raise the body by 110 mm, while the ground clearance reaches 300 mm, and the depth of the ford to be overcome increases to 600 mm. At high speed, the SUV automatically squats by 15 mm.
The dual-zone climate control control unit looks like an A-class. There are airflow deflectors for rear passengers, but for an extra charge, you can also install a control unit at the back - climate control becomes three-zone (for the ML 500 version, all this is available as standard).
In the basic configuration, the ML-class has six airbags, including inflatable “curtains”, which, when rolled over, work simultaneously with the belt pretensioners. Side airbags for rear passengers are available at an additional cost.
