Can A 320 CDI Last 150 to 200,000 Miles?
12-20-2015, 01:06 PM
#1
Member
Thread Starter
Join Date: Jun 2007
Posts: 239
Likes: 0
Received 0 Likes
on
0 Posts
2007 GL450
Can A 320 CDI Last 150 to 200,000 Miles?
Been a while since I posted. I was more active and learned a great deal from this forum in 2007/2008the when I bought my 2008 GL320 and 2008 ML320.
Just before MB 4 warranty ran out I purchased an extended warranty directly form the dealership, not the MB extended, another reputable third party warranty that the dealer sells. That lasts until November of 2016 or 100,000 miles, whichever comes first.
We have had a number of repairs on both vehicles and the extended warranty has paid for itself and some more.
The GL320 now has 93,000 miles and the ML320 now has 79,000 miles. Both are garage kept and in basically perfect condition.
The GL has had all four air struts replaced and the compressor for it. AC compressor. A couple of different engine sensors. Power steering control head. Rear wheel bearing.
The ML has had a wheel bear replaced and the front steering assembly and the oil cooler.
But overall the diesel engines and the transmissions have been stable. I imagine and accept that some of the above wear items do fail and will continue to have some failure problems in the future.
We test drove a 2016 and 2016 GL450 recently and there is not much of anything in the new models that is better than the GL (ML) we own. The new models have better backup and side cameras, and blind spot collision avoidance and a better navigation interface. So other than electronics it doesn't seem like a 2016 GL320 is worth a change right now, other than re-starting the warranty period.
So the question is, once both vehicles are out of extended warranty later in 2016 how do you guys think the CDI engines and the transmissions will hold up? I would be willing to accept the cost of some annual repair items for minor to moderate issues. But what are my chances of NOT having a catastrophic drive train failure as these engines get to 150,000 or more?
Thanks. Your opinions and experiences are appreciated.
Just before MB 4 warranty ran out I purchased an extended warranty directly form the dealership, not the MB extended, another reputable third party warranty that the dealer sells. That lasts until November of 2016 or 100,000 miles, whichever comes first.
We have had a number of repairs on both vehicles and the extended warranty has paid for itself and some more.
The GL320 now has 93,000 miles and the ML320 now has 79,000 miles. Both are garage kept and in basically perfect condition.
The GL has had all four air struts replaced and the compressor for it. AC compressor. A couple of different engine sensors. Power steering control head. Rear wheel bearing.
The ML has had a wheel bear replaced and the front steering assembly and the oil cooler.
But overall the diesel engines and the transmissions have been stable. I imagine and accept that some of the above wear items do fail and will continue to have some failure problems in the future.
We test drove a 2016 and 2016 GL450 recently and there is not much of anything in the new models that is better than the GL (ML) we own. The new models have better backup and side cameras, and blind spot collision avoidance and a better navigation interface. So other than electronics it doesn't seem like a 2016 GL320 is worth a change right now, other than re-starting the warranty period.
So the question is, once both vehicles are out of extended warranty later in 2016 how do you guys think the CDI engines and the transmissions will hold up? I would be willing to accept the cost of some annual repair items for minor to moderate issues. But what are my chances of NOT having a catastrophic drive train failure as these engines get to 150,000 or more?
Thanks. Your opinions and experiences are appreciated.
Last edited by gordongl450; 12-20-2015 at 01:23 PM. Reason: spelling
12-20-2015, 03:31 PM
#2
MBWorld Fanatic!
Join Date: Aug 2003
Location: In my garage
Posts: 8,424
Received 1,003 Likes
on
810 Posts
E55, GLS450, GL63, GLE350
With proper care and maintenance, it should last well beyond 200k miles. The diesel is more expensive to maintain than the gas version but it should prove reliable over the long haul. I have around 200k miles on my GL450 and it has been superb. It was not as reliable as my 210 E up to 200k miles but the GL seems to be built a little better and will last longer. I feel that I could easily get another 200k out of my GL.
12-21-2015, 09:46 PM
#5
OM642
Your question is a good conversation. I have a 2011 GL350 (as well as a 2012 SprinterVan) both with the OM642. I have 84k on the GL and 79k on the Sprinter. The GL has had several items that I was surprised about,
I follow several forums and there are many OM642s in the mid 400k miles and a couple with over 500k. The guy that drives the FedEx van to my office has 464k and he floors it every chance he gets it seems. I think it comes down to maintenance and using the correct fluids. Address issues before they happen and pay attention to what is going on under the hood.
There is always the odd failure like transfer cases. I am not sure what the evolution of transfer cases on the 164 is but there seems to be failures from 70k to 150k. I have changed my fluid every 20k so I hope it lasts to 250k? When it comes out at 20k it is definitely darkend fluid so I cannot imagine going transmission service or further.
What keeps me with the diesels is the smooth torque. I am not a speed demon and really enjoy the torque, and 27-28mpg in my GL is not bad either!
- Timing Chain
- oil cooler seals
- alternator
- engine mounts (both)
I follow several forums and there are many OM642s in the mid 400k miles and a couple with over 500k. The guy that drives the FedEx van to my office has 464k and he floors it every chance he gets it seems. I think it comes down to maintenance and using the correct fluids. Address issues before they happen and pay attention to what is going on under the hood.
There is always the odd failure like transfer cases. I am not sure what the evolution of transfer cases on the 164 is but there seems to be failures from 70k to 150k. I have changed my fluid every 20k so I hope it lasts to 250k? When it comes out at 20k it is definitely darkend fluid so I cannot imagine going transmission service or further.
What keeps me with the diesels is the smooth torque. I am not a speed demon and really enjoy the torque, and 27-28mpg in my GL is not bad either!
12-22-2015, 10:02 PM
#6
Member
Thread Starter
Join Date: Jun 2007
Posts: 239
Likes: 0
Received 0 Likes
on
0 Posts
2007 GL450
Krusty,
I had the timing chain replaced on my ML320 at about 75,000 miles. I then had the GL320 checked by my service manager when the truck had about 88,000 miles on it, thinking that the GL would need it changed also, but he said it did not have to be changed. It is not clear why the ML needed it and the GL did not.
I love the torque of the diesels also. When I drove the 2015 GL450 with the gas V6, I was surprised how weak it felt in the low gears and how quickly the transmission shifted in the lower speeds.
That is why I am contemplating how long I can run my CDI's. I know I will have some peripheral expenses with other items needing repair on the trucks once they are out of warranty. But my GL and ML vehicles with the CDI engines are wonderful. I don't see the benefits of the new gadgets in the new MB's and I don't really want a Blue Tec.
I had the timing chain replaced on my ML320 at about 75,000 miles. I then had the GL320 checked by my service manager when the truck had about 88,000 miles on it, thinking that the GL would need it changed also, but he said it did not have to be changed. It is not clear why the ML needed it and the GL did not.
I love the torque of the diesels also. When I drove the 2015 GL450 with the gas V6, I was surprised how weak it felt in the low gears and how quickly the transmission shifted in the lower speeds.
That is why I am contemplating how long I can run my CDI's. I know I will have some peripheral expenses with other items needing repair on the trucks once they are out of warranty. But my GL and ML vehicles with the CDI engines are wonderful. I don't see the benefits of the new gadgets in the new MB's and I don't really want a Blue Tec.
12-23-2015, 12:39 PM
#7
The engine itself should be fairly bulletproof - less movable parts means better reliability. The one design issue that could affect reliability is being aluminum block, but that is a trade off for the weight difference that should generate better MPG.
The issues will come down to the other parts bolted onto the engine. The turbo has a shorter life, and it's difficult to see a degrigation without a boost gauge (I added one to my Audi, not sure what I'll do here). The oil cooler is notoriously an issue. AC compressor, power steering, etc will all fail befor your engine does. Expensive fixes, but not catastrophic - unless the turbo explodes. Another reason for the boost gauge.
I got out GL for long family trips, so the better MPG is the biggest upside versus the gas model. I also wanted reliability, which theoretically better with the diesel. That said, I would expect the other parts to fail at the same rate as the gas versions, so it's really just one less thing to break in a fairly long list
The issues will come down to the other parts bolted onto the engine. The turbo has a shorter life, and it's difficult to see a degrigation without a boost gauge (I added one to my Audi, not sure what I'll do here). The oil cooler is notoriously an issue. AC compressor, power steering, etc will all fail befor your engine does. Expensive fixes, but not catastrophic - unless the turbo explodes. Another reason for the boost gauge.
I got out GL for long family trips, so the better MPG is the biggest upside versus the gas model. I also wanted reliability, which theoretically better with the diesel. That said, I would expect the other parts to fail at the same rate as the gas versions, so it's really just one less thing to break in a fairly long list
Trending Topics
12-23-2015, 09:00 PM
#9
My '08 GL320 cdi just turned 200,000 a couple of weeks ago. These miles have not been without incident. I will copy here what I recently posted on another forum:
The good: I still love the GL. I drive a lot, as you might imagine. The comfort is outstanding, the utility is great, handling and ride are beyond reproach for a large SUV. Paint, interior, body integrity - all excellent. This in spite of a life largely outdoors, driven and used in all weathers. Everything still works so far as I know and most repairs have been minor in nature (but see below!). Oil consumption is a bit less than one quart between changes (every 10k). This has been consistent for at least 70,000 miles. I routinely get 26 mpg, 24 mpg when there is a mix of highway and city driving. Nothing leaks - now anyway - which takes me to...
The bad: Perhaps the biggest single irritant is the obsolete Ipod connection for which there is no replacement, upgrade, or even aftermarket solution (as far as I know). Tires have been expensive and short-lived, mostly Continentals running 30,000 miles. I just changed to Firestone Destination; far less expensive. So far so good. I finally had the new seal kit put in the oil cooler and it seems to work. The air suspension went at 120,000 miles and I replaced it myself with Aarnot (excellent), the turbo failed at 180,000 miles, the transfer case at 195,000 miles, I once put gasoline in the tank (ARRRGGGH!!!). But then there was...
The UGLY! At about 185,000 miles the entire right hand valve train self destructed, save the valves themselves. The vacuum pump, timing belt, camshaft, assorted bearings, all trash. The damage was so complete that it was impossible to tell what failed initially. There is no replacement valve head assembly from MB, not new, not rebuilt. Nothing. It was necessary to catalog every part and order every piece and build it from scratch. This cost, oh, roughly the replacement value of the car at that time. Any sane, sensible person would have dropped in a salvage engine. I am neither, I guess.
Why didn't I buy a new (or at least newer) one? First, finding good, clean used ones is not easy. Second, driving 35,000 to 40,000 miles a year my first year's depreciation on a new one would roughly equal ALL the repairs I have every had for this car. Note that I would be out of standard warranty after only 15 months, give or take. And I doubt very seriously I would notice any significant changes in the drive-ability in a new one over mine. As bad as the valve train failure was, I need drive it only another 20,000 miles or so to get my money's worth.
My plan, my hope(!) is to get another 100,000 miles out of this one - perhaps two more years - and look at a later model. As I absolutely must have a spare tire that means a 2013 or later. I make no predictions; we shall see.
Since posting this on the other forum the car has gone another 3000 miles. It is currently in the shop for an oil change - a three or four times a year occurrence. While there they discovered the fuel lines to the diesel filter to be seeping and had to order replacements. I'll pick it up in the morning.
Oh, and I ordered my 200,000 mi. badge. I should have several, but this is the first time I've thought to order one.
The good: I still love the GL. I drive a lot, as you might imagine. The comfort is outstanding, the utility is great, handling and ride are beyond reproach for a large SUV. Paint, interior, body integrity - all excellent. This in spite of a life largely outdoors, driven and used in all weathers. Everything still works so far as I know and most repairs have been minor in nature (but see below!). Oil consumption is a bit less than one quart between changes (every 10k). This has been consistent for at least 70,000 miles. I routinely get 26 mpg, 24 mpg when there is a mix of highway and city driving. Nothing leaks - now anyway - which takes me to...
The bad: Perhaps the biggest single irritant is the obsolete Ipod connection for which there is no replacement, upgrade, or even aftermarket solution (as far as I know). Tires have been expensive and short-lived, mostly Continentals running 30,000 miles. I just changed to Firestone Destination; far less expensive. So far so good. I finally had the new seal kit put in the oil cooler and it seems to work. The air suspension went at 120,000 miles and I replaced it myself with Aarnot (excellent), the turbo failed at 180,000 miles, the transfer case at 195,000 miles, I once put gasoline in the tank (ARRRGGGH!!!). But then there was...
The UGLY! At about 185,000 miles the entire right hand valve train self destructed, save the valves themselves. The vacuum pump, timing belt, camshaft, assorted bearings, all trash. The damage was so complete that it was impossible to tell what failed initially. There is no replacement valve head assembly from MB, not new, not rebuilt. Nothing. It was necessary to catalog every part and order every piece and build it from scratch. This cost, oh, roughly the replacement value of the car at that time. Any sane, sensible person would have dropped in a salvage engine. I am neither, I guess.
Why didn't I buy a new (or at least newer) one? First, finding good, clean used ones is not easy. Second, driving 35,000 to 40,000 miles a year my first year's depreciation on a new one would roughly equal ALL the repairs I have every had for this car. Note that I would be out of standard warranty after only 15 months, give or take. And I doubt very seriously I would notice any significant changes in the drive-ability in a new one over mine. As bad as the valve train failure was, I need drive it only another 20,000 miles or so to get my money's worth.
My plan, my hope(!) is to get another 100,000 miles out of this one - perhaps two more years - and look at a later model. As I absolutely must have a spare tire that means a 2013 or later. I make no predictions; we shall see.
Since posting this on the other forum the car has gone another 3000 miles. It is currently in the shop for an oil change - a three or four times a year occurrence. While there they discovered the fuel lines to the diesel filter to be seeping and had to order replacements. I'll pick it up in the morning.
Oh, and I ordered my 200,000 mi. badge. I should have several, but this is the first time I've thought to order one.
12-23-2015, 10:31 PM
#10
Member
Thread Starter
Join Date: Jun 2007
Posts: 239
Likes: 0
Received 0 Likes
on
0 Posts
2007 GL450
528
Nice post, nice overview. I understand exactly where you are coming from and that is why I started this thread. I wanted to get experiences about trying to continue to run up the miles on my trucks. I really love the CDI's. I see no great advancements in the newer models other than some improvement in electronics. We have the ipod connection in our 2008's and we almost never use the ipod in the trucks. When we do it works well enough for our needs.
Thanks for your post.
Nice post, nice overview. I understand exactly where you are coming from and that is why I started this thread. I wanted to get experiences about trying to continue to run up the miles on my trucks. I really love the CDI's. I see no great advancements in the newer models other than some improvement in electronics. We have the ipod connection in our 2008's and we almost never use the ipod in the trucks. When we do it works well enough for our needs.
Thanks for your post.
09-08-2016, 09:04 PM
#12
I just posted on another forum my 225,000 mile report. Here are the salient points:
The last 25,000 miles have been uneventful, with a strange exception. A mouse or some similar critter got far up behind the wheel and chewed through the wires from both fuel gauge sending units. An expensive snack as it took the tech several hours to find the break, and a substantial amount of time to get to it.
I just got a pair of new Firestone Destination LE2 for the rear - the first pair lasted 14 months and 38,000 miles. I could have gone 40,000, maybe, but I was leaving on a long trip and did not want to have to deal with bald tires while on the road. These are far less expensive than the Continental's, last longer, and seem to be at least their equal in performance, comfort, and noise. I do not bother with rotating as I would be in the shop getting it done every few weeks.
I also had some extra service work done. I was due for oil and transmission fluid changes, but had them change out the differential fluid as well. MB says the fluid is "lifetime", but does not specify whether it is my lifetime, the car's, MB's, the differential themselves, or just whose lifetime it is. I figure I am already beyond the "lifetime" MB had in mind.
The GL has held up remarkably well, I think. The paint still looks excellent, the body is as tight as it ever was, the handling and road comfort seems unchanged to me, and all the various bits and pieces still work just fine.
Given the rather long list of repair items I have had, it might be of interest to note that I have never had anything fixed twice. Some of the repairs have now lasted a good deal longer than did the original parts.
The last 25,000 miles have been uneventful, with a strange exception. A mouse or some similar critter got far up behind the wheel and chewed through the wires from both fuel gauge sending units. An expensive snack as it took the tech several hours to find the break, and a substantial amount of time to get to it.
I just got a pair of new Firestone Destination LE2 for the rear - the first pair lasted 14 months and 38,000 miles. I could have gone 40,000, maybe, but I was leaving on a long trip and did not want to have to deal with bald tires while on the road. These are far less expensive than the Continental's, last longer, and seem to be at least their equal in performance, comfort, and noise. I do not bother with rotating as I would be in the shop getting it done every few weeks.
I also had some extra service work done. I was due for oil and transmission fluid changes, but had them change out the differential fluid as well. MB says the fluid is "lifetime", but does not specify whether it is my lifetime, the car's, MB's, the differential themselves, or just whose lifetime it is. I figure I am already beyond the "lifetime" MB had in mind.
The GL has held up remarkably well, I think. The paint still looks excellent, the body is as tight as it ever was, the handling and road comfort seems unchanged to me, and all the various bits and pieces still work just fine.
Given the rather long list of repair items I have had, it might be of interest to note that I have never had anything fixed twice. Some of the repairs have now lasted a good deal longer than did the original parts.
05-24-2017, 09:44 AM
#14
05-24-2017, 04:44 PM
#16
wow alx! very cool
i had 153,000 i think on my 2008 ML320 with no engine issues when i totalled it
my 2008 GL320 has around 116,000 , hoping to drive it to 300,000 or more, really like my truck
my 2006 E320 has 241,000 on it and of course running great
i had 153,000 i think on my 2008 ML320 with no engine issues when i totalled it
my 2008 GL320 has around 116,000 , hoping to drive it to 300,000 or more, really like my truck
my 2006 E320 has 241,000 on it and of course running great
05-27-2017, 08:33 AM
#18
Member
We have two diesels, both 08, my wife has the ML320 and I have the GL320. I currently have just shy of 189,000 and the truck is in beautiful condition and in my favorite color combination black/macadamia. I did the oil cooler seals myself at @ 175,000 miles or so. When I bought it I installed new front rotors and Akebono pads all around, new tires Toyo Versado CUV (cannot say enough good about these tires) changed all the fluids.
I bought my truck knowing the torque converter was on it's way out at 132,000 miles, drove it home from Kentucky averaging 27 MPG sent it in to the trans shop for new convertor and the original trans has worked flawlessly since. I see no reason at the moment why I shouldn't see 300,000 from the trans we'll see. I accept that at some point the trans will need rebuilding.
Other than routine maintenance and oil changes (Valvoline Synpower MST 5w-40) and the things listed above the truck is to me an amazing machine, I love the torque, fuel efficiency, comfort on the road and the solidity of the truck. My intention is to drive it into the ground, when I'm done with it it won't be worth rebuilding. I love my truck.
The wife's ML we have had for @ 1 year bought it with 82,000 miles, it currently has 110,000 miles. I changed all the fluids and filters and other than a couple of bulbs and a power steering pump has been just as reliable as the GL, she drives allot for her work @ 32,000 miles a year and we wanted something that would go the distance, I'm a big fan of diesels, my work trucks are/ have been diesel and though oil changes are more expensive due to capacity in the long run it has been my experience that the diesels are cheaper to maintain overall.
We intentionally bought pre urea injection versions as we didn't want all the BS that goes with it (See X166 forums)
I would say keep yours and don't look back. (Maintenance is key here) Hope this helps.
Dan
I bought my truck knowing the torque converter was on it's way out at 132,000 miles, drove it home from Kentucky averaging 27 MPG sent it in to the trans shop for new convertor and the original trans has worked flawlessly since. I see no reason at the moment why I shouldn't see 300,000 from the trans we'll see. I accept that at some point the trans will need rebuilding.
Other than routine maintenance and oil changes (Valvoline Synpower MST 5w-40) and the things listed above the truck is to me an amazing machine, I love the torque, fuel efficiency, comfort on the road and the solidity of the truck. My intention is to drive it into the ground, when I'm done with it it won't be worth rebuilding. I love my truck.
The wife's ML we have had for @ 1 year bought it with 82,000 miles, it currently has 110,000 miles. I changed all the fluids and filters and other than a couple of bulbs and a power steering pump has been just as reliable as the GL, she drives allot for her work @ 32,000 miles a year and we wanted something that would go the distance, I'm a big fan of diesels, my work trucks are/ have been diesel and though oil changes are more expensive due to capacity in the long run it has been my experience that the diesels are cheaper to maintain overall.
We intentionally bought pre urea injection versions as we didn't want all the BS that goes with it (See X166 forums)
I would say keep yours and don't look back. (Maintenance is key here) Hope this helps.
Dan
Last edited by amthatiam; 05-27-2017 at 09:26 AM.
05-27-2017, 10:31 AM
#19
MBWorld Fanatic!
Join Date: Aug 2003
Location: In my garage
Posts: 8,424
Received 1,003 Likes
on
810 Posts
E55, GLS450, GL63, GLE350
The urea injection started in 2009 so no need to look to the x166 forum for problems. There are plenty of 350 diesel issues on this board.
As a side note, you can no longer build any diesel engined vehicles on the MBUSA Web page. They may suffer the same fate of the VW diesels.
As a side note, you can no longer build any diesel engined vehicles on the MBUSA Web page. They may suffer the same fate of the VW diesels.
05-28-2017, 10:06 PM
#20
Ok I am coming upon 150k on an 08 gl320 cdi I have not had to change oil cooler seals yet but am waiting. When I have this done. I plan to do a lot of preventive maintenance with all parts removed or easily accessible
i guess a good question would be over 150 k what needs to be preventably replaced or serviced. I plan to address the turbo by having it overhauled and possibly upgrade the compressor wheel and the intake by having it cleaned freeing it from the carbon sludge from the egr and ccv
I was curious however about the fuel injectors. I know they are expensive and have not seen a site that rebuilds and flow tests them. Other then seal replacement I was curious the longevity of their reliable service. And if any sources to rebuild and flow test them?
i would like to see well over 300k. I put probably 25-30k yr.
thanks
steve.
i guess a good question would be over 150 k what needs to be preventably replaced or serviced. I plan to address the turbo by having it overhauled and possibly upgrade the compressor wheel and the intake by having it cleaned freeing it from the carbon sludge from the egr and ccv
I was curious however about the fuel injectors. I know they are expensive and have not seen a site that rebuilds and flow tests them. Other then seal replacement I was curious the longevity of their reliable service. And if any sources to rebuild and flow test them?
i would like to see well over 300k. I put probably 25-30k yr.
thanks
steve.
02-12-2020, 08:56 PM
#21
Junior Member
Oh yeah
I had an 06 e320 cdi that had 425,000 till someone pulled out in front of my wife and it was totaled. We replaced it in 2016 with an 05 e320 cdi and it just passed 300,000. They can last a long time if they are taken car of. Just replaced all the seat overs with oem spec seat covers👍
