More E240 woes

[E240 Owner]

New to this forum, so hope I do it right... sorry if it's a long story!

My E240 Elegance, first reg July 2000 has always been maintained by Mercedes since I bought from new. No problems running, 44,770 miles done.
May 21st.: Cruising down the M6, 80 miles from home, a brief flicker of "Check oil level". Stopped at next service station for a coffee, then dipped to find oil only just wetting botom of dipstick :-( The level had been normal before setting off.
This is the first time I had ever needed to put any oil in it, but topped up with expensive synthetic anyway. (Display said add 1.5L)

While accelerating onto the motorway again there was a dull noise and I saw only smoke in the rear view mirror. There was also a marked lack of power. Not being keen on stopping on the hard shoulder I saw an exit one mile ahead so cruised gently - and smoking - down the slip road and stopped.

A call to the magic 00800 number brought an official Mercedes van & rep who hooked up the diagnostics machine and said the only thing he could see was misfiring. He said I should follow him to the main Merc dealer/workshop. I was hesitant, but he said it would be OK.

The garage called next day to say it was repaired: they had replaced the MAS, replaced oil with mineral (?) and done filter change. £600 bill and I drove away.

All seemed normal until leaving the motorway after some 60 miles. On accelerating onto roundabout exactly the same happened again: clouds of smoke and no power. Limped the short distance home and called my local Merc garage - and notified the original one in no uncertain terms!

This garage said the MAS had not been boot-strapped (?) which they did, gave it a hard road-test and gave it back to me, but kindly charged me nothing. They said I should take it away and report if any other problems arose.

I then ran only locally for about 500 miles, keeping an eagle eye on the oil state which seemed to be stable, and all seemed normal.

September 24th: Cruising down the M6, some 60 miles gone I accelerated to let a bus overtake and exactly the same happened for the third time: clouds of smoke and no power. Drove it gently into the original garage (seemed the most logical thing to do) and ranted a bit.
September 25th: garage rang to say valve stem seals are knackered and need replacement. Their explanation for loss of oil. Also #1 cylinder lack of compression and plug oiled up....
October 2nd: garage rang to say the valve stem seals change has made no difference, but removing the head on the one side has revealed deep scoring of the bore - so bad that an engine change is the only remedy.

I kept Mercedes Customer Service informed all the way through and that is how things stand today. My complaint has been made and it still "under review". Any good suggestions welcome as to how I should proceed from here - assuming Mercedes don't say they will cover it!! They expect to resolve the question next week. What the bill is up to now with the first garage, I don't yet know.....

 

[robbo]

Has the engine been run with mineral oil throughout its life, or has synthetic oil been used?

This sounds like the engine sludging/coking problem that happened in the US caused by MB USA specifying mineral oil instead of synthetic oil for the FSS extended service intervals.

Basically, the lower quality mineral oil degrades and can coke up around the rings, causing scoring of the cylinder wall and engine failure.

A class action lawsuit was won in the US against MB, and they had to warrant all engines up to 150K miles for this problem.

I know of people in the UK who have had this problem too.

 

[robbo]

Take a look at this TSB from the USA:

Engine - Oil Sludging/Consumption Diagnosis & Repair

Date: December 5, 2003

Order No.: T-B-18.00/21

Supersedes:

Group: 18

SUBJECT:
All Models with FSS or FSS+ Starting Model Year 1998

Inspection, Diagnosis and Repairs Of Engine Performance Complaints Due to

Excessive Oil Consumption and/or Oil Sludging

Note : In case of any complaints relating to oil sludging and sludging caused engine damage complaints relating to model year 1998 through model year 2001 (Sold through March 2001). Please also review and comply with O'Keefe Class Action Settlement and Service Guidelines Document available on May 9, 2003.

Note : These guidelines must be strictly followed or warranty claims will be debited back to the dealer.

In case of engine performance complaints relating to excessive oil consumption and/or oil sludging, the vehicle must be inspected to verify the complaints and diagnosis must be performed in the following order.

1. The FSS history should be accessed via SDS. The FSS history read out should be used to confirm the maintenance history of the vehicle. If the FSS history read out shows that the vehicle was improperly maintained, i.e., the maintenance intervals were materially overdrawn; and in addition, if the review of all the customer's service records indicate that at the time of the subject oil change, engine oils not approved at the time the change was made were used, the vehicle is not covered by the Mercedes-Benz Limited Warranty. Additionally, the O'Keefe Class Action Settlement Service Commitment applies only where the oil used was one that was approved at the time of the oil change. Further, please note that under the O'Keefe settlement (1) there will be no coverage where there is evidence of vehicle abuse or neglect in failing to properly maintain the vehicle according to MBUSA's recommendations including the recommended service schedule; and (2) coverage shall not apply to vehicle's with other product alterations that would void warranty coverage on the vehicle. It should be further noted however that in addressing these issues with consumers that the O'Keefe settlement provides that if there is a legitimate dispute as to whether oil sludging or related engine damage was caused by the use of conventional motor oil during the times when it was recommended, MBUSA and thus, its authorized dealers, will err on the side of the customer class member in determining whether to provide coverage.

At this point, inspection and diagnosis of the vehicle are complete; do not proceed to Step 2. Advise the owner of the vehicle that the cost of repair will be at the owner's expense since the engine performance complaint is due to maintenance neglect.

Note : For vehicles subject to O'Keefe Class Action, see accompanying service guidelines document for additional steps, including contacting MBUSA Market Team.

Note : Prior to March 1, 2001, only engine oils with at least SH and/or SJ API classification were approved for use. Starting March 1, 2001, only engine oils with MB229.1 or MB229.3 certification were approved for use. Starting model year 2003, only engine oils with at least MB229.3 certification were approved for use.

For future model years, refer to the latest version of Factory Approved Service Products, Order No. S-0473.

If the FSS history read out indicates that the vehicle was properly maintained or if otherwise authorized by MBUSA pursuant to O'Keefe Class Action Settlement, proceed to Step 2.

2. Perform an oil consumption test. Reference WIS Doc. AR18.00-P-0025AV (using service calibrated dipstick) or 0025CB (using SDS)

Note : One (1) oil consumption test is sufficient to verify if an engine has excessive oil consumption condition; and pursuant to the O'Keefe Class Action Settlement, MB will pay for one oil consumption test. Oil losses due to external leaks such as porous crankcase, porous cylinder heads, oil leakage through gaskets, seals, or 0-rings are not considered oil consumption. As indicated in WIS Doc. AR 18.00-P-0025AV or 0025 CB, you must perform repairs on these external leaks as outlined as the first step in any engine oil consumption test process as a normal repair; and for vehicles out of warranty this cost of repair is at the owner's expense.

If oil consumption is not excessive ( Note : Severe oil sludging, sticking piston rings, and scored cylinder walls will result in excessive oil consumption.


If oil consumption is excessive (= or > than one quart/660 miles), check for oil sludging and/or oil sludging related engine damage. Reference S-B-18.00/16a and any subsequent updates.

If oil sludging is found, perform tests and/or inspections as outlined in Steps 3 and 4 below to check for sticking piston rings or cylinder bore damage, respectively. If any or all of the above damages related to oil sludging are found, perform their respective remedies in Steps 3 and 4. Remedy the oil sludging by taking corrective measures as identified in S-B-18.00/16a and any subsequent updates. If these correct all these conditions, repairs are complete.

If an engine has excessive oil consumption and only oil sludging is found, take corrective measures as identified in S-B-18.00/16a and any subsequent updates.

Note : If an engine is replaced, solely due to excessive oil consumption and/or oil sludging, instead of the performance of the corrective measures as identified in S-B-18.00/16a and any subsequent updates, the engine will be debited back to the dealer.

3a. If an engine has excessive oil consumption and/or oil sludging as confirmed by the above two steps and, in addition, sticking piston rings are found to have been caused by oil sludging, as verified by performing a cylinder compression test per WIS Doc. # BE01.00-Z-9999AZ; remove, install and replace piston rings, refer to WIS Doc. # AR03.10-P-7311BV.

3b. Check for evidence of increased levels of dirt/dust entering through the vehicle's air intake system. Reference DTB P-B-07.65/31. If the engine shows no such dirt/dust intake and cylinder walls are not scored as confirmed by performing test and inspection in step 4; remove, replace and install piston rings as per WIS Doc. No. AR03.10-P-7311BV. If this corrects the condition, repair is complete.

Note : Engine damage arising from dirt/dust entering through the vehicle's intake system is not covered by the O'Keefe Class Action Service Commitment. It is also not covered by the warranty unless the entry of dust/dirt resulted from some warrantable defect in the product.

4. If cylinder walls are found scored as verified by performing a cylinder compression test per WIS Doc. BE01.00-Z-9999AZ and further confirmed by borescope inspection, refer to various WIS document in group number 01.10; replace crankcase with long block. If long block is not available, replace with complete engine.

Note : Engine damage arising from dirt/dust entering through the vehicle's intake system is not covered by the O'Keefe Class Action Service Commitment. It is also not covered by the warranty unless the entry of dust/dirt resulted from some warrantable defect in the product.

Note : Any return long block or complete engine whose cylinder walls and it's components are found to be within specification will be debited back to the dealer

 

[BlackC55]

I know what the problem is.

there is a blocked oilway at the rear of the engine.

I have seen two to date with this problem.

if you need anymore info PM.

 

[E240 Owner]

Robbo wrote:

"Has the engine been run with mineral oil throughout its life, or has synthetic oil been used? "

Thanks very much for the long explanation, I was unaware of all this.

To answer your question: no, the engine was provided with synthetic oil and had used synthetic all the time up to May 21st this year when I took it in to the midlands garage with the smoking & loss of power. When I took the car back, the last item was 8 Ltrs mineral oil with the comment "Replaced engine oil and filter changed oil to mineral oil as recommended by Mercedes."

This seems a rather strange decision in view of your posting!

John

 

[robbo]

If it is filled with MB 229.1 or better spec oil and previous fills were full synthetic then I'd say it'd be OK. I'd follow up blackC55s suggestion.

 

[E240 Owner]

My car has now been transported to Dronsfields and it is the first time I have been able to see inside the engine. The cylinder scoring is not what I expected: it can be seen but barely felt, is a fairly uniform mark almost an inch wide down the rear side of the cylinder wall.
The curious thing is that the piston appears to be skew in the cylinder. When wound down to the bottom there is evidently more gap on the front side of the wall than on the rear. When wound up to TDC there is a noticeable difference in the distance from the block face to each side of the piston head.
Any bright ideas as to what might have happened? I may possibly be able to drop the sump and remove the #1 assembly when I go to fetch the car next week - not sure how possible that will be.
As a further question - do the heads have a market value? If so, where could I sell them?

 

[E240 Owner]

I also meant to ask: someone has suggested that the catalytic converter may have been damaged. What is the likelihood of this, and what are the ramifications?