Buying blind is how you overpay. Don’t decide alone.
Send this to whoever’s advising you: your mechanic, the PPI shop, the friend who’s owned three of these.
A big, fast AMG sedan/wagon that is genuinely quick and comfortable, but built to no budget and expensive to keep right. The money goes into the AMG-specific driveline, suspension, and (on the M156) known head bolt and camshaft issues, plus the usual German electronics and 7-speed MCT clutch wear.
AI-drafted profile
This failure-mode list was drafted by AI and cross-checked against this car’s real NHTSA complaint data. It has not yet been verified by our mechanics or owners, and it deliberately shows no cost figures: we never publish a dollar amount we can’t source. Own one? Your cost submissions below are what turn this into a verified teardown.
The ownership timeline
this car: 107,000 mi
When things typically happen, in miles. Click a row for the detail.
Bands are typical windows, not predictions. Steel rows are federal complaint clusters (25th-75th percentile of owner-reported failure mileage, median marked). Condition-driven items don’t appear here: inspect for those regardless.
What this car is known for
tap a row for the detail
M156 head bolt corrosion (2010-2011)deal-shaperLikely due nowcost pending›
What you’ll notice: Coolant loss, overheating, or a broken head bolt found during service.
Early M156 engines used head bolts prone to stretching and corrosion, a well documented AMG flaw. Failure can crack the block or damage heads.
Typical window: 40k-100k miles
AI-drafted, unverified · cross-checked against NHTSA complaints · submit what you paid below to verify it
M156 camshaft and lifter wear (2010-2011)Likely due nowcost pending›
What you’ll notice: Ticking or tapping from the top end, especially on cold start.
The 6.2L M156 is known for accelerated cam lobe and lifter wear, sometimes requiring cam and lifter replacement.
Typical window: 40k-90k miles
AI-drafted, unverified · cross-checked against NHTSA complaints · submit what you paid below to verify it
M157 turbo and oil leaks (2012-2013)Likely due nowcost pending›
What you’ll notice: Oil smell, smoke, or seepage around the valley and turbos.
The twin-turbo M157 develops leaks at the valley cover, turbo lines, and seals under heat and boost. Common as miles climb.
Typical window: 50k-100k miles
AI-drafted, unverified · cross-checked against NHTSA complaints · submit what you paid below to verify it
7-speed MCT wet clutch wearLikely due nowcost pending›
What you’ll notice: Shudder, harsh engagement, or slipping under hard acceleration.
The MCT transmission uses a wet clutch pack in place of a torque converter, and it wears with hard launches. Fluid service is critical and often neglected.
Typical window: 60k-120k miles
AI-drafted, unverified · cross-checked against NHTSA complaints · submit what you paid below to verify it
Airmatic suspension failureLikely due nowcost pending›
What you’ll notice: Car sits low overnight, ride harshness, or suspension warning.
Airmatic struts and the compressor fail with age, and the AMG components are expensive. Leaks and sag are common.
Typical window: 60k-120k miles
AI-drafted, unverified · cross-checked against NHTSA complaints · submit what you paid below to verify it
Intake carbon buildup (M157 direct injection)Likely due nowcost pending›
What you’ll notice: Rough idle, misfires, reduced power.
Direct injection engines accumulate carbon on intake valves with no fuel wash to clean them. Walnut blasting is periodically needed.
Typical window: 60k-100k miles
AI-drafted, unverified · cross-checked against NHTSA complaints · submit what you paid below to verify it
Electronic module and sensor faultsLikely due nowcost pending›
What you’ll notice: Random warnings, COMAND glitches, or accessory failures.
The W212 has extensive electronics, and modules, sensors, and the SBC/brake control can throw faults with age.
Typical window: 50k-130k miles
AI-drafted, unverified · cross-checked against NHTSA complaints · submit what you paid below to verify it
PPI checklist
AI-drafted for this chassis. Hand it to your inspector.
- 01Confirm engine variant (M156 6.2L NA vs M157 5.5L twin-turbo) and check service history accordingly.
- 02On M156 cars, ask for evidence of head bolt and cam/lifter work; listen for top-end ticking on cold start.
- 03On M157 cars, inspect the engine valley, turbo lines, and seals for oil leaks with the car on a lift.
- 04Test drive with hard acceleration to feel for MCT clutch shudder or slip, and check for transmission fluid service records.
- 05Let the car sit overnight then check ride height for Airmatic sag; scan for suspension faults.
- 06Full diagnostic scan with an AMG-capable tool for stored module, misfire, and sensor codes.
- 07Check brake and tire wear, since AMG consumables go quickly and can hide a hard-driven car.
- 08Inspect underbody and wheel wells for accident repair or corrosion, especially on wagon variants.
Ask the seller
- ·Is this the M156 6.2L or M157 5.5L engine, and has the M156 had head bolt or cam work done?
- ·When was the MCT transmission fluid last serviced and by whom?
- ·Has the Airmatic suspension had any struts, compressor, or leaks addressed?
- ·Do you have full dealer or specialist service records, and was the car tracked or launched regularly?
Federal defect investigations
NHTSA’s Office of Defects Investigation opens these before any recall exists. 1 is still open: ask your inspector about it.
AIR BAGS
Source: NHTSA ODI investigations file (public federal data).
What owners reported to NHTSA
0 owner complaints and 0 recalls on file for the 2013 MERCEDES-BENZ E63 (public federal data).
127 manufacturer service bulletins on file with NHTSA for this model year, including 3 warranty programs/extensions (the manufacturer acknowledging a problem in writing).
ELECTRICAL SYSTEM (36) · EQUIPMENT (18) · EXTERIOR LIGHTING (14) · POWER TRAIN (14)
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