Mercedes-benz C250 D 2018

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Bulletins are notices put out by manufacturers in conjunction with the NHTSA to notify the public of manufacturing issues or changes.

• Desiccated air bag inflator rupture investigation # EA21002

  From 2000 through 2017, takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("psan") propellant -- propellant 2004 and propellant 2004l. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 blomquist report at www.Nhtsa.Gov/sites/nhtsa.Gov/files/documents/expert_report-hrblomquist.Pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in us vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004l that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated psan inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All takata inflators produced with propellant 2004l contain desiccant, and none of these desiccated inflators using propellant 2004l are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated psan inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- takata (now known as tk global), the independent testing coalition, and exponent -- have been studying the long-term behavior of takata desiccated psan inflators using propellant 2004l (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004l is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004l.The office of defects investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated psan frontal inflators manufactured by takata. This investigation will require extensive information on takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated psan inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.Gov/recalls?Nhtsaid=ea21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede ea15-001, which remains open.
  

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I bought a car in april 2018. The first accident occurred on the highway in may 2018. I was driving at a speed of 75 km / h. I saw the car in front of me stepping on the brakes and i also stepped on the brakes, but my car did not slow down. Mercedes-benz korea claimed that there was no problem with the car, although the car collided with the car as it was. In july 2018, the second accident occurred in the underground parking lot of the apartment where i live. I started the car, i saw a car in front of 60m. As soon as i found the car and stepped on the brakes, my car suddenly started to run at high speed. I was surprised and braked harder. The harder the brakes were, the faster the car drove. Fortunately, i did not hit the car that was on the opposite side, but my car was pushed into the wall. On cctv, you can see that i was pushed into the wall with my brakes on. It is because the brake light of my vehicle comes in. By the way, mercedes-benz korea says that there is no problem with my vehicle for five months and that everything is my fault. I have also reported several times that there is a problem with the abs modulator of a c-class car made by mercedes-benz at a korean broadcasting station. Mercedes-benz korea told me that when i first had a conversation, the abs modulator was working and that the car slipped because of it. I accidentally hit the brake pedal. My car was turning on the brake lights all the way up to 60m straight ahead (i was still on the brakes) and the car eventually hit the wall. When i protested to mercedes-benz korea, they said to me, "the brake light is on, but the brake assist light is off. You did not brake." they had an obviously different answer from the beginning. "i ride the car again. How will you be responsible if you have an accident?" when asked them, they "do not have to answer anything that has not happened yet."

Common OBD-II Error Codes

• B129C [1] B129C
• P0234 [1] Engine Turbocharger/Supercharger Overboost Condition