P0087 on Mercedes-Benz

The in-tank fuel pump fitted to a broad range of 2021-2024 Mercedes-Benz models including the AMG GT uses an impeller that did not meet material specification. The impeller swells or deforms in service, contacts the pump housing and binds. The mechanical resistance shuts the pump down, and the vehicle loses propulsion without warning — the car will not restart afterward. Mercedes-Benz's Part 573 report notes that before a full stall the engine may run rough and warning lamps may illuminate, which is the only advance notice an owner gets. NHTSA campaign 23V880000 covers more than 87,000 vehicles across GLE, GLS, C-, E-, S-, SL-, GLC-, CLS-Class, G-Class and AMG GT. Because MBUSA issued an interim notice in February 2024 before the final remedy was ready, a number of owners were told their car was defective months before a fix existed, and some cars were stalled in the interim.

NHTSA campaign 21V961000 covers 2019 AMG GT 53 and AMG GT 63 four-door models and calls for replacement of the fuel rail together with the fuel injectors. A defective high-pressure rail or injector interface on a direct-injection engine leaks fuel into the engine bay under pressure, adjacent to hot turbocharger and exhaust components. This is separate from the later 23V880000 in-tank pump recall — different component, different failure, different model years — and it is confined to a narrow 2019 build population on the X290 four-door. It affects both the M256 inline-six GT 53 and the M177 V8 GT 63, so it is not a single-engine issue, but it is a single-model-year issue and should not be extrapolated to 2020 and later cars.

A number of late-model E-Class owners reported hard starting, long crank times, hesitation, and occasional stalling traced to low-pressure fuel supply faults, including in-tank fuel pump or delivery module issues. Mercedes service literature for related models and owner reports point to intermittent fuel pressure loss rather than a high-pressure pump problem in some cases. Symptoms can be sporadic at first and become a complete no-start as the pump weakens.

NHTSA recall 23V445 covers model-year 2021-2022 G 550 vehicles and model-year 2021-2023 AMG G 63 vehicles, plus a limited 2022 AMG G 63 4x4 Squared population. Certain fuel-pump impellers may not meet material requirements, deform, contact the pump housing and create enough mechanical resistance to stop the pump. The vehicle can lose propulsion; a warning message and rough running may precede shutdown. The 143,551 figure is the total multi-model recall population, not a G-Class owner-report count.

On M260 2.0T GLB250 vehicles built in the affected window, metal or plastic particles left over from the production process can become trapped between the fuel rail and the fuel injector sealing surface. Over time those particles score and damage the seal, letting pressurized gasoline weep out at the rail/injector joint into the engine compartment. Fuel that contacts hot exhaust or turbo components creates a fire risk. Owners typically notice a raw fuel smell after shutdown, a fuel odor in the cabin at idle, or fuel staining on top of the engine cover before any warning light appears. Mercedes-Benz filed NHTSA campaign 21V961000 (MBUSA 2022030003) in December 2021 covering a very broad list of gasoline models, with the 2020 GLB250 included alongside the closely related A220 and CLA250.

Recall 23V445 directly covers 43,257 model-year 2021-2023 GLC 300 vehicles with fuel-pump impellers that may not meet material specifications. An affected impeller may deform, contact the pump housing and create mechanical resistance; in some instances the fuel pump can shut down and the vehicle can lose propulsion, increasing crash risk. A warning message or rough running may occur before shutdown. The 43,257-vehicle population is not an owner-report count.

The OM656 diesel uses a precise Bosch CP4 common-rail high-pressure fuel pump that reacts poorly to low-quality diesel or fuel contamination. Even minor tank impurities or a single mis-fueling event can damage the pump and injection nozzles, and metallic debris from a failing CP4 can circulate through the fuel system. Clogged fuel filters from contaminated fuel further disrupt combustion and cause power loss. Repairs can be extensive because a failed CP4 may require cleaning or replacing injectors, lines and the high-pressure pump. This is an EU-relevant concern given diesel availability and variable fuel quality across markets.