{"vehicle":{"id":"2024_freightliner_sprinter","year":2024,"make":"Freightliner","model":"Sprinter"},"as_of":"2026-10-19","counts":{"count":72,"by_type":[{"id":"service_bulletin","name":"Service bulletin","count":68},{"id":"service_campaign","name":"Service campaign","count":3},{"id":"warranty_extension","name":"Warranty extension","count":1}],"components":[{"id":"engine","name":"Engine","count":31},{"id":"fuel-system","name":"Fuel system","count":13},{"id":"powertrain","name":"Transmission and driveline","count":11},{"id":"structure-body","name":"Body and frame","count":4},{"id":"electrical","name":"Electrical system","count":3},{"id":"brakes","name":"Brakes","count":1},{"id":"visibility","name":"Glass, wipers and mirrors","count":1},{"id":"wiper","name":"Wipers and washers","count":1}],"codes":[{"id":"P3004","name":"P3004","count":8},{"id":"P203B","name":"P203B","count":6},{"id":"P206B","name":"P206B","count":6},{"id":"P13DF","name":"P13DF","count":5},{"id":"P3006","name":"P3006","count":5},{"id":"P300A","name":"P300A","count":4},{"id":"P300C","name":"P300C","count":4},{"id":"P202E","name":"P202E","count":3},{"id":"P20F4","name":"P20F4","count":3},{"id":"P3007","name":"P3007","count":3},{"id":"P3009","name":"P3009","count":3},{"id":"P300D","name":"P300D","count":3},{"id":"P300E","name":"P300E","count":3},{"id":"P2556","name":"P2556","count":2},{"id":"P3005","name":"P3005","count":2},{"id":"P06DA","name":"P06DA","count":1},{"id":"P2787","name":"P2787","count":1}],"topics":[{"id":"maintenance","name":"maintenance","count":4}]},"bulletins":[{"nhtsa_id":11038170,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-10-06","date":"2026-09-19","document_id":"LI82_85_N_080972_1","mfr_campaign":null,"component":"UNKNOWN OR OTHER","summary":"Unavailability of MB Apps Complaint A popup is seen on the HU with the message \"data connection temporarily not available\". Cause MB Apps is officially sundowned for all vehicles with NTG5 Head Unit Variant. Remedy No support available for NTG5 Head Unit Variants for MB App related topics.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11038170-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11038170-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11038170"},{"nhtsa_id":11038169,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-10-06","date":"2026-09-29","document_id":"LI54_71_N_080985_1","mfr_campaign":null,"component":"SERVICE BRAKES","summary":"Brakes may lock up when reversing at slow speeds Complaint When reversing slowly, the vehicle erroneously triggers an emergency braking event, causing the brakes to lock up. Engine may not start following a key cycle. Cause The vehicle triggers a maneuvering or emergency braking event while reversing. The customer must then immediately park the vehicle (ignition Switched OFF) The hydraulic pressure release process within the ESP control unit may not be completed. Remedy Updating the software release of the RVC177 reversing camera","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11038169-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11038169-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11038169"},{"nhtsa_id":11036855,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-09-04","date":"2026-08-26","document_id":"LI28_00-N-079097_1_en","mfr_campaign":null,"component":"POWER TRAIN","summary":"Complaint While driving through muddy / sandy/ off road terrain \"4Matic Currently Unavailable\" message on the dash Cause This vehicle is not equipped with a fixed force distribution AWD, rather force is only applied to the front axle according to ESP calculations. As per GF28.00‑D‑ 9900A: \"vehicles with 4MATIC all‑wheel system and variable force distribution, an electronically regulated multiplate clutch integrated into the transfer case provides for the torque distribution. If the multiplate clutch is open during normal driving operation, only the rear axle drives the vehicle. If the clutch is closed, the front axle comes into play.\" The message \"All‑wheel drive temporarily unavailable\" is not indicative of a malfunction but rather informs the driver that all‑wheel drive is currently not available due to the transfer case clutch overheating. This occurs when the vehicle is driven in such a way that maximum front axle torque is needed for an extended period, causing the clutch to get excessively hot. If the vehicle is being driven under heavy load conditions, like in deep sand or snow, the rear axle may slip while the front axle does not deliver power. The transfer case then attempts to distribute torque to correct the slip, but it is limited to a maximum of 1150 Nm to protect the front axle transmission. In extended heavy‑load scenarios, the multidisk clutch in the transfer case slips, increasing the temperature. If the temperature model detects a critical temperature of 240°C, the system protects itself by disconnecting until it cools down to around 160°C, after which the all‑wheel drive becomes available again and the warning message disappears.Vehicles can handle flat terrain easily, but steep slopes or situations where wheels slip might cause additional resistance, leading to the described protection events and message in the dash. Remedy Recommendation is to release the vehicle back to the client with an explanation that the vehicle is operating as designed. Please advise the client to limit vehicle acceleration in limited traction situations to avoid disabling of the 4Matic system ‑ please see \"Notes on all‑wheel drive\" provided in the operators manual.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11036855-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11036855-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11036855"},{"nhtsa_id":11036853,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-09-04","date":"2026-08-03","document_id":"LI09_41-N-079165_2_en","mfr_campaign":null,"component":"ENGINE","summary":"Complaint Low Coolant warning with possible engine misfire caused by a leaking Charge Air Cooler (Intercooler), accompanied by one or more of the following possible fault codes related to the coolant system: P30040B: Component 'Temperature sensor downstream of charge air cooler' has an open circuit or short circuit to positive. P25567B: Sensor 'Coolant level' has a malfunction. The fluid level is too low. Cause The potential causes for this topic are: A. A leak in the Coolant System, other than the Charge Air Cooler. B. An Internal leak of the Charge Air Cooler. C. An unapproved/aftermarket upfit or modification to the coolant system. Remedy A. A leak in the Coolant System, other than the Charge Air Cooler 1. Complete a coolant system pressure test: •Refer to WIS Doc AR20.00‑D‑1011TS ‑ Check engine cooling system for leak tightness. •Use Tester Cap 210 589 00 91 and Pressure Pump 124 589 24 21 00. •Apply test pressure to the engine cooling system. Do not exceed the specified test pressure of 1.5 Bar to prevent damage to the engine cooling system. •Perform a visual check on the top and bottom of the engine compartment and in the vehicle interior. •If coolant loss or pressure loss is present, perform suitable repair measures depending on the vehicle equipment. •If NO signs of coolant loss are found but pressure loss is present, proceed to Step B. B. An Internal leak of the Charge Air Cooler 1. Inspect the Charge Air Cooler for an internal leak: •Remove either the Throttle Valve or Charge Air Temperature Sensor to inspect for coolant loss. See attachments for the failed Charge Air Cooler. •If coolant is found inside the Charge Air Cooler: •Perform a manual compression test to confirm the absence of internal engine failures per WIS Doc AR01.00‑D‑1201TSM ‑ Check compression pressure. •Remove and clean any coolant present in the Charge Air System, Intake System, and Cylinders. •Replace the Charge Air Cooler, the glow plugs, and then conduct an oil and filter change. Refer to AR09.41‑D‑6817TSM ‑ Remove/install charge air cooler. •If coolant is not found inside the Charge Air Cooler, proceed to Step C. C. An unapproved/aftermarket upfit or modification to the coolant system 1. Inspect the Coolant system for any unapproved/aftermarket upfits or modifications: •See the Attachments for examples of non‑approved upfits or modifications. •Note: The OM654 cannot have any aftermarket modifications made to the coolant system per the Body and Equipment Guidelines (BEG) under 4.4.3 Engine Cooling, \"Do not make modifications to the cooling system (cooler components, air ducting, hose, and other detachable parts that are part of the cooling system)\". •If there are modifications made to the coolant system that violate the BEG, do not complete any repairs on the system under warranty until either your Vans Aftersales Business Development Manager (VABDM) or facing Field Service Engineer (FSE) reviews the vehicle.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11036853-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11036853-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11036853"},{"nhtsa_id":11036851,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-09-03","date":"2026-08-05","document_id":"LI18_40-N-080867_1_en","mfr_campaign":null,"component":"POWER TRAIN","summary":"OM654 Engine Oil Consumption Complaint The customer may report repeated low engine oil level warnings in the instrument cluster. The customer may also state that engine oil must be added between scheduled maintenance intervals. During diagnosis, oil residue may be observed at the oil filler neck, cylinder head cover, crankcase ventilation connection, charge air pipes, charge air cooler, intake tract, or turbocharger area. In some cases, the complaint may be accompanied by increased diesel particulate filter (DPF) regeneration frequency or aftertreatment‑related fault entries. Cause Increased engine oil consumption may be caused by external oil leakage, crankcase ventilation system concerns, reduced oil separation efficiency in the cylinder head cover, turbocharger oil leakage, charge air system oil accumulation, fuel dilution, vehicle operating profile, oil level sensor plausibility concerns, or internal engine mechanical damage. A measured engine oil consumption test is required before a repair direction is determined. Customer‑reported oil additions or instrument cluster oil level messages alone are not sufficient to determine the repair. Remedy 1. Perform the engine oil consumption measurement according to AR18.00‑D‑ 0025TSM. 2. If the measured oil consumption is within specification, no repair related to engine oil consumption is required. • Verify the correct engine oil specification and review the vehicle operating profile, maintenance history, idle time, and regeneration frequency. If the complaint is based mainly on an oil level message and measured oil consumption is not confirmed, verify oil level sensor plausibility before continuing with engine oil consumption diagnosis. 3. If the measured oil consumption exceeds specification, inspect the engine for external oil leaks. • Pay close attention to the oil filler neck, oil filler neck seal, cylinder head cover area, oil filter housing, crankcase ventilation connections, turbocharger oil supply and return areas, and other visible sealing points. 4. If an external oil leak is identified, repair the leak according to the applicable repair instructions. • Correct the engine oil level and repeat the oil consumption measurement if necessary. 5. Inspect the crankcase ventilation connection, turbocharger inlet and outlet, charge air pipes, and charge air cooler for oil accumulation. • A light oil film alone does not confirm a turbocharger or engine failure. Oil pooling, heavy oil accumulation, debris, or oil migration into the intake tract requires further inspection. 6. If there is no clear external oil leak, no severe charge air system oil contamination, and no obvious turbocharger damage, inspect the crankcase ventilation system first. 7. Perform the crankcase ventilation shutoff valve leak‑tightness test according to AR01.40‑D‑0050TSM. 8. If the crankcase ventilation shutoff valve fails the leak‑tightness test, replace the shutoff valve and the cylinder head cover with integrated oil separator. Replace all required seals and hardware. 9. If the crankcase ventilation shutoff valve passes the leak‑tightness test, no external oil leak is identified, no abnormal turbocharger oil entry is found, and the engine mechanical condition is not suspect, replace the cylinder head cover with integrated oil separator. • Fill the engine with oil meeting MB 229.52 SAE 5W‑30 and repeat the engine oil consumption measurement according to AR18.00‑D‑0025TSM.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11036851-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11036851-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11036851"},{"nhtsa_id":11036850,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-09-03","date":"2026-08-06","document_id":"LI20_10-N-080868_1_en","mfr_campaign":null,"component":"POWER TRAIN","summary":"Complaint The coolant warning lamp may be displayed in the instrument cluster. The malfunction indicator lamp (MIL) may also be illuminated. Cause Moisture or corrosion may be present in the connector of the low‑temperature circuit switchover valve (Y97/6) or coolant pump 1 (M75/11). Remedy Inspect the connectors and pins at the low‑temperature circuit switchover valve and coolant pump 1 for moisture, corrosion, or terminal damage. If moisture, corrosion, or terminal damage is found, replace the affected connector or wiring harness and the corresponding component as required. If available, use the wiring harness as the repair measure. If the wiring harness is not available or is not applicable, replace the connector housing and required small parts in the wiring harness.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11036850-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11036850-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11036850"},{"nhtsa_id":11036846,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-09-03","date":"2026-08-05","document_id":"LI07_02-N-079573_2_en","mfr_campaign":null,"component":"FUEL/PROPULSION SYSTEM","summary":"Oil Leak at Crankcase Near the High-pressure Fuel Pump OM654 Complaint Visible oil leak at the crankcase near the mounting area of the high‑pressure fuel pump on OM654 engines. Cause Oil leakage near the high‑pressure fuel pump may result from insufficient sealing performance of the jump shaft seal and/or reduced sealing effectiveness at the interface between the high‑pressure fuel pump and crankcase. Relative movement of the high‑pressure fuel pump within the crankcase bore may reduce sealing effectiveness at the pump‑to‑crankcase interface and promote oil migration during engine operation. Remedy Install a new high‑pressure fuel pump together with the design‑optimized sealing ring.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11036846-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11036846-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11036846"},{"nhtsa_id":11035563,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-08-03","date":"2026-07-01","document_id":"LI54_30-N-080701","mfr_campaign":null,"component":"UNKNOWN OR OTHER","summary":"ASSYST PLUS service reminder appears earlier than expected due to vehicle operating conditions Complaint The ASSYST PLUS service reminder appears earlier than expected. The customer or dealer may report that the vehicle did not reach the starting maintenance interval shown in vehicle documentation, option coding, sales literature, or the Owner's Manual. The service reminder may appear significantly earlier than anticipated even though no faults are stored and no malfunction is present in the vehicle. The remaining distance and remaining time continue to decrease normally until the service reminder is displayed. Cause This condition is not caused by a malfunction of ASSYST PLUS. ASSYST PLUS is a dynamic maintenance management system that continuously evaluates vehicle usage and opera-ting conditions to determine maintenance requirements. The starting maintenance interval specified by variant coding represents a maximum interval that may only be achieved under favorable operating conditions. Actual maintenance intervals may be significantly shorter depending on vehicle use. Vehicle operating conditions such as driving conditions, engine load, engine operating conditions, idling, short-trip operation, environmental influences, oil aging, and Diesel Particulate Filter (DPF) regeneration activity may reduce the maintenance interval from its starting value. These conditions may accelerate engine oil aging through increased soot loading, fuel dilution, moisture accumulation, and additional engine operating stress. As a result, the remaining distance and remaining time until the next service may be reduced from the starting maintenance interval. Remedy Do not replace any parts. A due service must be assumed if the maintenance data calculated by ASSYST PLUS indicates that service is required.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11035563-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11035563-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11035563"},{"nhtsa_id":11035562,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-08-03","date":"2026-07-17","document_id":"LI33_30-N-080795","mfr_campaign":null,"component":"POWER TRAIN","summary":"Model 907 with all-wheel drive (A4M) – All-wheel drive inoperative Complaint The customer may report one or more of the following: • All-wheel drive is unavailable or inoperative. • Rear wheel slip during acceleration on low-traction surfaces. • Noise from the front axle area while driving. • Message in the instrument cluster indicating all-wheel drive is unavailable due to overheating. • Fault code P27874B - The temperature of the clutch is too high. There is a fault due to overtemperature may be stored in control unit N15 (Transfer Case). Cause An internal failure of the front axle differential may result in loss of torque transfer to the front wheels. In some cases, a fracture of the weld between the crown gear and differential housing may be present. Remedy Replace the front axle differential in accordance with: AR33.30-D-0525TSY – Replace Front Axle Differential.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11035562-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11035562-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11035562"},{"nhtsa_id":11035561,"type":"service_campaign","type_name":"Service campaign","date_added":"2026-08-03","date":"2026-07-24","document_id":"2026070003","mfr_campaign":null,"component":"UNKNOWN OR OTHER","summary":"An authorized Mercedes-Benz eSprinter dealer will update the drivetrain control unit on the affected vehicles. An authorized Mercedes-Benz Sprinter dealer will update the engine control unit on the affected vehicles.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11035561-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11035561-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11035561"},{"nhtsa_id":11034417,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-07-02","date":"2026-06-08","document_id":"LI80.20-N-079697","mfr_campaign":null,"component":"STRUCTURE:BODY","summary":"Acoustic Warning or message occurring when a closed sliding door is not recognized Complaint Customer may state the warning message or indicator accompanied by acoustic tone alerting the sliding door is ajar when the door is completely closed Cause There are several reasons that lead to the failure occurring: - Mechanical damage through bending when loading and unloading - Worn contact plates --> After detachment of silver plating, the coper plate is corroded - Movement of sliding door/body when driving --> Contact pins do not always make contact with contact plate --> Central locking system fault message in instrument cluster Remedy In a problem case, replace contact switch for vehicles with +T50/+T55/+EL9 or contact plate with A4478201903. Remember to check the fit of the sliding doors and make any necessary adjustments as per AR72.16-S-1023E (447/448) and AR72.16-D-1023TS (907/910). Further valid damage codes: 82326 Contact switch for central locking system on sliding door 82347 Contact plate for central locking system on sliding door 53196 K/Z contact plate for central locking system on sliding door 82645 Contact switch for sliding door","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034417-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034417-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11034417"},{"nhtsa_id":11034415,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-07-02","date":"2026-06-03","document_id":"LI09.41-N-080666","mfr_campaign":null,"component":"ENGINE","summary":"Check engine light with reduced power –P300A6D due to charge air system contamination Complaint The check engine light is activated, accompanied by fault code 'P300A6D The boost pressure is too low', indicating reduced boost pressure. Cause Charge air system restriction due to contamination: • Oil mist from the crankcase ventilation system can enter the intake tract and deposit within the charge air system • Under high thermal load and with soot-laden or aged engine oil, these deposits may carbonize • Carbonized deposits can loosen and accumulate in the charge air cooler and related components • This can result in partial or complete restriction of the charge air cooler, leading to underboost conditions and fault codes such as P300A6D Contributing factors may include: • High engine load operating profiles • Extended oil service intervals or degraded engine oil condition Remedy Prerequisite: Complete all guided diagnostic test steps for fault code P300A6D in Xentry Diagnostics and follow LI09.40-N-079144 before performing the repairs below. If carbonized oil deposits or restriction are identified within the charge air system: 1. Replace the following components as a set: • Charge air cooler • Exhaust turbocharger • Charge air pipe upstream of the charge air cooler 2. After completing repairs: • Perform engine oil and filter replacement using an approved specification oil. Approved oil specifications: • MB 229.52 SAE 5W-30 - BB00.40-P-0229-52A • MB 229.51 SAE 5W-30 - BB00.40-P-0229-51A 3. Perform control unit adaptations: • Reset intake air system adaptation values • Reset low-pressure exhaust gas recirculation (EGR) adaptation values 4. After repair completion: • Perform a test drive • Verify that the fault code does not return 5. If the vehicle is within warranty and the charge air cooler is determined to be obstructed by debris, use damage code 50301 B2 when submitting the warranty claim. Notes: • Additional component replacement is not required unless supported by further diagnostic results. • Do not replace the charge air distributor pipe or Clean Air Line unless additional faults (for example, air mass-related faults) are present. • After replacement of components, ensure proper initialization and learning procedures are completed in the control unit. • Creation of an XENTRY TIPS case is not required for this condition. • Please review the attached photos for previously identified causes of these fault codes.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034415-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034415-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11034415"},{"nhtsa_id":11034414,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-07-02","date":"2026-06-03","document_id":"LI05.30-N-080518","mfr_campaign":null,"component":"ENGINE","summary":"OM654 Extended engine crank or starting concerns and/or poor running characteristics Complaint One or more of the following may be reported: • Extended crank or hard start • Rough idle or misfire like condition • Engine stalls during low-speed maneuvering Cause In some cases, one or more exhaust valves may be leaking due to: • Burnt exhaust valve seat rings • Burnt valve faces • Heavy carbon buildup on the exhaust valve seat leading to poor sealing Remedy Follow the steps below in order. Do not replace components before completing verification. 1. Initial check • Perform a quick test with XENTRY Diagnosis • Check for stored or pending fault codes 2. Fuel system verification • Using XENTRY Diagnosis, monitor actual values during cranking under: “Engine start – starter turning, engine not starting” • Check rail pressure during cranking Evaluation: • If rail pressure is below specification: diagnose fuel system per WIS • If rail pressure is within expected range (approximately 250 to 300 bar): proceed with mechanical checks 3. Compression evaluation Perform compression test per WIS (engine at operating temperature if possible): • Manual compression test per WIS doc AR01.00-D-1201TSM • If compression is out of specification, continue to leak down testing 4. Cylinder leakage test • Perform cylinder leakage test on all cylinders per WIS doc AR01.00-D-1300TSM • Ensure test equipment is calibrated before testing Evaluation: • Leakage confirmed through exhaust path → suspect exhaust valve sealing • Leakage into crankcase → do not proceed; submit TIPS case for further direction 5. Additional validation (if needed) • Smoke test may be used to confirm leakage path Repair If leaking or burnt exhaust valves are confirmed: • Replace the complete cylinder head assembly with valves pre-installed Do not attempt partial repair of affected valves or seats.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034414-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034414-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11034414"},{"nhtsa_id":11034412,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-07-02","date":"2026-06-02","document_id":"LI00.20-N-080626","mfr_campaign":null,"component":"POWER TRAIN","summary":"Complaint ASSYST values in XENTRY actual values and workshop menu of instrument cluster are implausibly excessive. Infor-mation: According to ASSYST values in XENTRY Diagnosis and the instrument cluster workshop menu, a larger jump (for example 20,000 km or 12,500 miles) has been detected within one ignition cycle that does not match the usual customer usage pattern/maintenance history. Cause Differences between the ASSYST memory in the control units for the drivetrain (N127) (CPC) and the instrument clus-ter (A1) (IC) Remedy 1. Connect 12 V charger (see AR54.10-D-1127TS for models 907). Note: An adequate voltage from the on-board electrical system battery must be guaranteed for the entire duration of the work procedure. Otherwise the control units could be damaged if an undervoltage occurs. Information: Observe the operating instructions of the 12 V charger. Information: Use the 12 V charger to ensure a sufficient voltage (minimum 12.5 V) from the on-board electrical system battery.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034412-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034412-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11034412"},{"nhtsa_id":11034411,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-07-02","date":"2026-06-16","document_id":"LI47_00-N-069565","mfr_campaign":null,"component":"FUEL/PROPULSION SYSTEM","summary":"Fuel Level Unchanged After Refueling Complaint The customer reports that the fuel gauge shows inaccurate readings or remains unchanged after refueling. Cause A. The Fuel Supply Control Unit (FSCU) fails to detect a refueling event B. The Fuel Level Sensor provides incorrect readings due to mechanical interference or installation issues","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034411-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034411-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11034411"},{"nhtsa_id":11034410,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-07-02","date":"2026-06-15","document_id":"LI14.20-N-073867","mfr_campaign":null,"component":"POWER TRAIN","summary":"Complaint Complaint A: The engine is jolting/bucking between 1700 and 1900 rpm. Complaint B: One or more mechanical related fault codes for EGR Valve stored in CDI control unit, with possible Check Engine Light. Review list of mechanical fault codes in table below. NOTE: If one or more electrical related fault codes for EGR Valve are also present in CDI, utilize Complaint C. Review list of electrical fault codes PDF document in attachments. Complaint C: One or more electrical related fault codes for EGR Valve stored in CDI control unit, with possible Check Engine Light. Review list of electrical fault codes PDF document attached. NOTE: This LI supersedes LI14.20-N-073813, which is no longer valid. Cause Cause of Complaint A: Increased friction between the EGR Valve blade and seat due to soot deposits causing a delay of the EGR Valve being able to reach the target value of the EGR Valve position controller. NOTE: This causes the EGR Valve blade and potentially the boost pressure controller to oscillate. Cause of Complaint B: Soot deposits between the EGR Valve blade and seat leading to the EGR Valve no longer being able to meet the de-sired target of the EGR Valve position controller. Cause of Complaint C: Internal EGR Valve or other electrical faults related to the EGR Valve function. Remedy Remedy for Complaint A: Perform the following steps: 1. Disable the EGR Valve (Y27/17) by disconnecting the electrical connector. 2. Perform a test drive to check if the jolting/bucking issue resolves. 3. If the jolting/bucking is resolved, proceed to Remedy for Complaint B. 4. If jolting/bucking is still present, proceed with diagnosis to determine the root cause. Consider checking the follo-wing, but not limited to: •EGR system including the EGR Cooler, EGR Bypass Flap, EGR Temperature Sensor, and pipes for proper operati-on, excessive sooting and/or clogging, as well as EGR Bypass Flap vacuum element, switchover valve, and vacuum system. •Visually check the leak oil line or T-piece; reference LI07.00-N-059118.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034410-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034410-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11034410"},{"nhtsa_id":11034409,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-07-02","date":"2026-06-03","document_id":"LI09.40-N-079144","mfr_campaign":null,"component":"FUEL/PROPULSION SYSTEM","summary":"Complaint The check engine light is activated, accompanied by one or more of the following fault codes related to the Boost Pressure Positioner: • P300A6D The boost pressure is too low. Charge Air Cooler. • P300974 Component 'Boost pressure positioner' has a malfunction. The boost pressure is too low. • P300DFB Component 'Boost pressure positioner' has a malfunction. • P300DE8 Boost pressure control A has a malfunction after the cold start. Cause The potential causes for these fault codes are: A. Leak or Blockage in the Intake or Charge Air System: This can prevent the proper flow of air, affecting the boost pressure. B. Insufficient Source Vacuum, Vacuum Leak, or Sticking/Weak Vacuum Component: These issues can prevent the boost pressure positioner from functioning correctly. • For Model Year 2023-Cuurent vehicles operating at approximately 4,000 ft elevation or above, reduced ambient pressure and/or high brake demand may contribute to reduced available vacuum differential and under boost com-plaints, even when no discrete vacuum component failure is identified. C. Internal Malfunction of the Boost Pressure Positioner: The component itself may be faulty. D. Internal Defect with the Variable Turbine Geometry (VTG) System inside the Turbocharger: Issues within the turbo-charger can affect boost pressure control. Remedy A. Leak or Blockage in the Intake or Charge Air System 1. Perform a Pressurized Smoke Test: •Conduct a smoke test on the intake, the charge air system, and the exhaust to identify any leaks.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034409-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034409-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11034409"},{"nhtsa_id":11034408,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-07-02","date":"2026-06-29","document_id":"LI09_40-N-079144","mfr_campaign":null,"component":"POWER TRAIN","summary":"Complaint The check engine light is activated, accompanied by one or more of the following fault codes related to the Boost Pressure Positioner: • P300A6D The boost pressure is too low. Charge Air Cooler. • P300974 Component 'Boost pressure positioner' has a malfunction. The boost pressure is too low. • P300DFB Component 'Boost pressure positioner' has a malfunction. • P300DE8 Boost pressure control A has a malfunction after the cold start. Cause The potential causes for these fault codes are: A. Leak or Blockage in the Intake or Charge Air System: This can prevent the proper flow of air, affecting the boost pressure. B. Insufficient Source Vacuum, Vacuum Leak, or Sticking/Weak Vacuum Component: These issues can prevent the boost pressure positioner from functioning correctly. • For Model Year 2023-Cuurent vehicles operating at approximately 4,000 ft elevation or above, reduced ambient pressure and/or high brake demand may contribute to reduced available vacuum differential and under boost com-plaints, even when no discrete vacuum component failure is identified. C. Internal Malfunction of the Boost Pressure Positioner: The component itself may be faulty. D. Internal Defect with the Variable Turbine Geometry (VTG) System inside the Turbocharger: Issues within the turbo-charger can affect boost pressure control. Remedy Engineering Review Required: For vehicles operating at approximately 4,000 ft elevation or above, a TIPS case MUST be opened before replacing any component for fault codes P300A6D, P300974, P300DFB, or P300DE8.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034408-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034408-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11034408"},{"nhtsa_id":11034407,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-07-02","date":"2026-06-18","document_id":"LI07.16-N-080732","mfr_campaign":null,"component":"FUEL/PROPULSION SYSTEM","summary":"Complaint The customer reports that the engine cranks but does not start, or only starts after extended cranking. A check engine light may be present, and fault codes P300616 (The fuel pressure in the system is too low) and/or P300617 (The fuel pressure in the system is too low) may be stored, along with other fuel pressure-related fault codes. Cause Insufficient high-pressure fuel build-up during engine cranking. The fuel system does not achieve the required rail pressure of >120 bar, preventing engine start. This condition may be caused by internal leakage within the fuel injection system, inadequate fuel supply from the low-pressure circuit, or a malfunction of the high-pressure fuel pump. Remedy 1. Verify high-pressure fuel rail pressure during engine cranking using XENTRY actual values. • Evaluate the actual value “The starter turns and the combustion engine does not start” and monitor high-pressure fu-el rail pressure during cranking. (See attachment: XENTRY actual values – rail pressure not reaching >120 bar) • The system must achieve a minimum of >120 bar in order to enable engine start. → If the specified rail pressure is not achieved, perform the following checks: 2. Check low-pressure fuel supply • Verify fuel quality (color, clarity, separation, contamination) • Inspect fuel tank, fuel filter, and low-pressure fuel pump for debris, restriction, or damage • Measure low-pressure fuel supply before and after the fuel filter and confirm values are within specification • Perform a fuel volume test at the high-pressure pump inlet to ensure adequate delivery • Verify that the injector leak line is installed correctly, remains unmodified, and is not restricted or kinked → If low-pressure fuel supply is not within specification: Repair as necessary and recheck high-pressure fuel build-up 3. Check for internal leakage within the fuel injection system • Perform a fuel injector leak/return test using XENTRY • Evaluate injector leak-back during cranking NOTE: If the combustion engine does not start, perform the test by cranking the engine 3–4 times for approximately 15 seconds each, instead of allowing the engine to run for approximately 60 seconds → If injector leakage is present: Replace the affected injector(s) and perform injector teach-in 4. Check high-pressure fuel system • If no leakage is identified and low-pressure supply is sufficient, evaluate high-pressure fuel generation → If high-pressure fuel system does not generate sufficient pressure: Replace the high-pressure fuel pump 5. Final verification • Verify that rail pressure exceeds >120 bar during cranking • Confirm the engine starts normally without extended crank • Clear fault codes and perform final validation","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034407-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034407-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11034407"},{"nhtsa_id":11034406,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-07-02","date":"2026-06-18","document_id":"LI07.16-N-080731","mfr_campaign":null,"component":"ENGINE","summary":"Complaint The customer reports an exhaust odor from the engine compartment, potentially accompanied by a check engine light and/or engine misfire. Cause The injector hold-down may fracture due to material-related factors, allowing the injector to lift from its seat and resulting in combustion gas leakage past the sealing interface. Remedy Carry out repair measures in accordance with the extent of damage determined during inspection. Replace only tho-se components identified as faulty or compromised by the failure, including the fuel injector, sealing ring, injector hold-down, hold-down bolt, high-pressure fuel line(s), and, if required, the fuel distributor (rail). All work involving fuel injector removal and installation must be carried out in accordance with WIS document AR07.16-D-1020TSM. Particular attention must be given to the proper preparation of the injector bore and sealing in-terface. All carbon deposits, combustion residue, and surface contamination must be fully removed to ensure correct injector seating and sealing integrity, thereby preventing combustion gas blow-by and repeat failure.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034406-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11034406-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11034406"},{"nhtsa_id":11033165,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-06-02","date":"2026-05-08","document_id":"LI49.20-N-078466_4","mfr_campaign":null,"component":"FUEL/PROPULSION SYSTEM","summary":"Check engine light with fault code P3005CA in MRD1 (CDI) Complaint The check engine light is on, with a possiblility in a reduction of power and the presence of soot in the exhaust system. Fault code P3005CA: The diesel particulate filter efficiency is insufficient. Additional information: Additional fault codes may be present, related to the Diesel Particulate Filter (DPF) system or the Exhaust Gas Recirculation (EGR) system. Cause This fault code sets due to the following factors: 1. Damage to the Diesel Particulate Filter (DPF) unit. 2. The N74 (Soot Particulate Sensor Control Unit) identifies soot or debris located downstream of the SCR Catalyst (underbody). Remedy Note: The guided tests for fault code P3005CA have been revised in the XENTRY unit. It is important to complete these guided tests thoroughly. TIPS cases are NO longer required unless there is an absence of soot at the outlet of the Diesel Particulate Filter (DPF) unit. If there are any other fault codes present for component 'N74 (Soot Particulate Sensor Control Unit)', process these first. 1. Damage to the Diesel Particulate Filter (DPF) unit. • Complete the XENTRY guided tests: • Check the Exhaust system for leaks - Perform a visual inspection of the exhaust system from the Combustion Engine to Diesel Particulate Filter (DPF). Verify that there are no external damages and that all clamps and sensors are installed and leak-free. • Check component 'Exhaust pipe and Filter screen of Exhaust Gas Recirculation (low pressure)' for carbon fouling. If no soot is present at the Tailpipe outlet, recommended to separate the exhaust pipe downstream of the Diesel Particulate Filter (DPF) at the outlet to inspect.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11033165-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11033165-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11033165"},{"nhtsa_id":11033160,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-06-02","date":"2026-05-26","document_id":"LI35.00-N-080267_1","mfr_campaign":null,"component":"POWER TRAIN","summary":"Sprinter 907 - Rear Axle Noise Diagnosis Best Practices Complaint Various noises from area of rear axle while driving Cause A: Howling Noises The high‑frequency howling noise is caused by the normal meshing behavior of the rear axle gear set, consisting of the pinion and crown gear. Two example noise recordings are provided in the attachment for reference. The volume and perception of this noise can vary depending on vehicle weight and load condition. Due to the current design of the Sprinter rear axle, it is not possible to completely isolate or decouple the the vibration generated by the normal meshing of the rear axle gears from the vehicle body. As a result, this noise may be transmitted into the vehicle interior. This noise is considered a normal characteristic of the rear axle design and vehicle operation. As it is not the result of a technical failure, component repairs or replacements will not lead to an improvement. There is no negative impact on the function, durability, service life, or operational safety of the rear axle. B: Other Noises: Noises that differ from the described howling characteristic (for example grinding, droning, or chattering noises) are not considered normal and may indicate a technical concern. Possible causes may include, but are not limited to: • Damaged bearings • Increased or abnormal gear wear • Excessive play within the differential Remedy Remedy for Cause A: Do not replace any components. This noise is considered a normal characteristic of the rear axle design and vehicle operation. Remedy for Cause B: If the noise does not match the described howling characteristic, the concern must be diagnosed and documented using the guidance below, with the results included in the warranty claim as applicable. Documentation of Concern: In many cases, the concern can be remedied using available replacement parts, and a complete rear axle assembly replacement is not necessary. However, due to parts availability, tool availability and workshop constraints, a complete assembly replacement may be performed in select cases to mitigate vehicle downtime. IMPORTANT: This is not intended to be the default repair approach. Component replacement must not be performed without diagnostic findings that clearly support a technical defect. Replacing rear axle components without confirmed abnormal findings may result in a debit of the warranty claim. This document does not guarantee warranty coverage and is designed to aid in diagnosis and subsequent resolution of the complaint. Create a file with all of your documents, findings, photos and sound files. 1. To ensure there is a clear understanding of the customer complaint, collect and document the following information: - When did the noise start? - Verify whether any previous repairs or work were performed prior to the onset of the noise. - Did the noise occur suddenly, or did it develop progressively over time? - Is the vehicle upfitted, modified, or retrofitted? (List all modifications) - Attach photos of any modifications or added equipment. - Under which conditions does the noise occur? (Provide all that apply) • Vehicle speed • Selected gear • Load condition • Outside ambient temperature and/or weather conditions • Engine and drivetrain temperature Diagnosis and Inspection: 2. Collect a video or sound file of the noise concern, ensure the video is available if requested. 3. Perform an NVH recording and store the .pp data file. The file must be available if requested during warranty review or parts inspection.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11033160-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11033160-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11033160"},{"nhtsa_id":11031944,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-05-02","date":"2026-04-09","document_id":"LI91-18-N-080032","mfr_campaign":null,"component":"STRUCTURE:BODY","summary":"Complaint Crease formation on genuine leather seat covers in vehicles with low mileage Cause • objects left on the seats for extended periods of time (pressure marks) • objects wedged between the seat backrest and seat cushion (e.g. seat belt buckle) • light initial creases due to vehicle handling • light creases in the outer covers originating from the production process (missing finish) Remedy Heat treatment of the seat covers using heat gun and plastic wedge (Please see provided video)","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11031944-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11031944-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11031944"},{"nhtsa_id":11031942,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-05-02","date":"2026-04-29","document_id":"LI4700N069565","mfr_campaign":null,"component":"FUEL/PROPULSION SYSTEM","summary":"Complaint The customer reports that the fuel gauge shows inaccurate readings or remains unchanged after refueling. Cause A. The Fuel Supply Control Unit (FSCU) fails to detect a refueling event. B. The Fuel Level Sensor provides incorrect readings.","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11031942-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11031942-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11031942"},{"nhtsa_id":11030629,"type":"service_bulletin","type_name":"Service bulletin","date_added":"2026-04-02","date":"2026-03-23","document_id":"LI49-20-N-080376","mfr_campaign":null,"component":"FUEL/PROPULSION SYSTEM","summary":"The check engine light is illuminated, or the AdBlue warning is active, with recorded faults related to AdBlue quality or concentration. Complaint Customer reports an illuminated check engine light and or an AdBlue system warning indicating AdBlue quality out of specification. The vehicle may enter reduced performance mode. One or more of the following fault codes related to the AdBlue tank may be stored: P206B31: Malfunction of the concentration sensor for AdBlue; the signal is absent. P203B31: Malfunction of the AdBlue fill level sensor; the signal is absent. P300494: The quality of the AdBlue is insufficient. Background AdBlue must meet ISO 22241 quality requirements. ISO 22241 urea content limits for AdBlue are 31.8 percent to 33.2 percent by mass. AdBlue begins to crystallize and freeze at approximately 12 degrees F. Freeze-thaw does not degrade the product when uncontaminated, and the bulk concentration returns to normal after complete thaw and mixing. Cause In cold soak conditions and during freeze thaw exposure, the tank contents may not be uniform at the time of sampling or system checks. During freezing and partial thaw, ice formation can temporarily create concentration gradients in the tank. As a result, urea percent readings can vary based on sample location and the state of thaw and mixing, which can produce apparent out of range readings even though the bulk fluid returns to normal after mixing. Remedy Testing Do not use a single urea percent reading taken from frozen, partially frozen, or not fully mixed AdBlue to make a repair or responsibility decision. Confirm full thaw and ensure tank contents are mixed before sampling. 1. Confirm full thaw - Confirm the AdBlue tank and associated components are fully thawed before sampling. - Do not sample slushy or partially frozen fluid. 2. Mix tank contents - Perform a road drive intended to mix the tank contents before sampling. - Idle time alone is not a reliable substitute for mixing. 3. Sample and measure - Take the sample and measure with the MB refractometer per the MB tool instructions. - Record the urea percent value. 4. Interpret the result against ISO 22241 limits - Within specification is 31.8 percent to 33.2 percent urea by mass. 5. Repeat if out of specification - If out of specification, repeat after an additional mixing drive to reduce sampling variation. - If still out of specification after full thaw, mixing, and repeat measurement, treat as a true out of specification result and proceed with further diagnosis per applicable MB guidance. Acceptance criteria AdBlue is within the ISO 22241 specification when the urea percent is between 31.8 percent and 33.2 percent by mass. Values outside this range are out of specification and require further diagnosis after completing the full thaw and mi-xing procedure above. Cross reference For vehicles with fault codes P206B31, P203B31, or P300494, refer to LI49.20-N-078838 for the detailed diagnostic and repair procedure. If a SCR or AdBlue warning reset is required after correction, refer to LI49.20-N-075995. Complete the diagnostic and corrective steps first. Perform the warning reset only after the underlying fault condition has been corrected. Warranty information and claim handling","document":{"url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11030629-0001.pdf","alternate_url":"https://static.nhtsa.gov/odi/tsbs/2026/MC-11030629-9999.pdf","confirmed":false},"url":"https://open.wenmarpro.com/bulletins/11030629"}],"next_cursor":"2026-04-02_11030629","note":"A bulletin is a manufacturer's communication to its dealers, as NHTSA indexes it. The summary is NHTSA's. The document is the manufacturer's: read it at NHTSA. A bulletin is not a recall, and listing a model year does not mean every vehicle of it is concerned.","attribution":[]}