Unfortunately for me, I have one of those sprinters that has had frequent issues with the def/scr system. I have been on the receiving end of "ten starts left" while on 3 separate cross-country trips. When you get that warning, you need to find a MB dealer that works on sprinters and fast. When you get to the last start, the van will not start. No limp mode (at least on my 2013). You must have it towed to a facility that can reset the computer and fix the problem. In the West, except for major cities, they are few and far between. Got the ten starts (actually, it is a random number between 1 and 20 (I heard)) in the Upper Peninsula of Michigan on labor day weekend (I think it was actually 8 starts left). Closest dealer was in Wisconsin or Minnesota, about 900 miles from our location (and not in the direction we were headed). First of all, the wait time for service can be up to two weeks. It really messes up your trip, because now you have to alter your itinerary, cancel and change campgrounds and spend 3 or 4 days stranded in a big city while you wait for service. Do that on 3 different trips and you'll quickly lose your brand loyalty. On one trip, we actually scheduled service at 6 different dealerships across the country. We wound up using 3 of them in 3 different states and canceled the rest if we made it past them without an issue. At least we didn't have to wait for service, since it was pre-scheduled before the trip. The def and NOx problem must have started around 2013, because the earlier dealerships were just throwing parts at it. Once, after 6 hours, our van was repaired (again) and given back to us. 20 miles later, CEL and 12 starts left appeared again, so we made a U turn and went back for another NOx sensor.
As others have mentioned, service is on the high side - even routine maintenance. The labor rate at my dealership was $209/hr in December of 2025. An oil change requires 14 quarts of Mobile 1 and my last one was $270. A fuel filter change is around $300 and I'm going in for service this month (brake fluid and coolant change, transmission drain and fill and replacing the DPF bracket) at an estimate of $1600. The DPF bracket has a tendency to crack and break, causing all kinds of problems $$$. MB knows that there is a problem; but, there is no recall. There is an upgrade bracket available; however, it's not that easy to replace (I heard). $450 to replace.
Only have 60k miles on the sprinter because my wife and I can't rely on it (even after all the upgrades and fixes) and I'm that kind of person that won't unload a problem to someone else, so it sits.
On the positive side, we have not had to pay for any of the issues caused by the def and scr system. The van rides great and fuel economy is around 20 mpg. Our dream RV for our retirement years is actually our nightmare. My apologies to the regular readers that have heard this rant before.
You're a classic dilemma for Mercedes. You would fix your & drive your Van, if (and this is a big "if") I Mercedes would simply explain everything that needs to be done to make it reliable. I know, there's plenty of owners who'll tell you that've never had a problem. But here's the problem. Problems are directly proportional to the way you drive you Van. Short trips in heavy stop & go traffic, is not what the BlueTec was designed for. Mercedes knows they lied and took major shortcuts in the design of their BlueTec emissions system. Much, but not all of this, was brought to light during the AEM litigation. People spout off on these owners forums like they know something. Most have a little knowledge, but not nearly enough to be helpful. They have nothing else to do, but to go around posting their misinformation on every Sprinter forum.
The BlueTec emissions system is outrageously complicated. Some things are obviously a problem, like the DPF & the DEF systems. Owners don't realize how many things are involved. For example, the electrical system / CAN Bus, is also a big part of the emissions system. "What's the CAN Bus?" The computers communicate with each other over a high speed fiberoptic network called the CAN Bus. It takes a minimum of 12.5 volts in the CAN Bus for the computers to communicate. Anything less, & the computers intermittently can't communicate with each other. Since this is a intermittent problem, the CAN Bus voltage fluctuates above & below the 12.5 volt requirement. Mercedes has hundreds of service bulletins describing the problem, but they fail to clearly explain the solution. Would you be surprised to know that Mercedes frequent software updates, are simply robbing voltage from some other system, & giving it to the computer that's the subject of the bulletin.
When you bought your Van, I'll bet the Salesman failed to explain that Mercedes offers an auxiliary battery, & alternators with much higher output. For the few customers who actually find these options in the Order Manual, Mercedes tells them the auxiliary battery is for cigarette lighters & phone chargers. I know of countless Salesman who tell customers the auxiliary battery is a waste of money. First, the CAN Bus is so complicated that Salesmen don't have a clue. Most mechanics don't understand the CAN Bus, auxiliary batteries & high output alternators. When you start the engine, electrical consumers are all wanting power at the same moment. If you've been driving short trips with frequent start / stops, the Main Starter battery is low on its reserve capacity. If you had a volt meter connected to the CAN Bus, you would see the voltage drop below 12.5 volts. Data flowing between the computers is corrupted. If it's one of the emissions computes, a "low voltage" fault code is triggered. Think about it, when you're driving around making short trips. Mercedes prioritizes the starting voltage. The engine may start ok, but the battery hasn't recovered enough to boost the voltage in the CAN Bus. This is the job of the auxiliary battery. After the engine starts, a "Separation" relay connects the auxiliary battery to the electrical system. Now the CAN Bus has enough voltage for all of the computers in the CAN Bus. That's right, the auxiliary battery isn't for the accessories, it's to maintain power in the CAN Bus, which every emissions computer is connected. If the EPA actually understood how the Mercedes system works, they would drop the hammer on Mercedes emissions violations. Mercedes would have to recall 25 years of diesel Sprinters that are not in compliance with their emissions. Mercedes would go bankrupt if they had to retro fit auxiliary batteries. Mercedes also offers high output alternators to help the battery recover after frequent start / stops. Mercedes offers high output alternators & dual alternators for Vans with lots of electrical consumers. All of the new Sprinters with "cross wind assist", "lane assist", "back up cameras" & all the other options people want, are still trying to operate on a 25 year old electrical system. Have you ever noticed, domestic diesels all have dual batteries. That's why.
I could go on and on with all the secondary systems that customers don't realize are part of the emissions systems. B20 biodiesel is another misunderstood emissions function. Domestic diesels don't have the problems with B20 that Mercedes does. Domestic diesels inject the extra fuel for Regeneration, directly into the DPF. Mercedes went cheap, & they inject the extra fuel into the combustion chamber. Only Mercedes has a problem with fuel dilution in the engine oil. Mercedes doesn't explain any of this in their oil recommendations. Go to the "recommended diesel oil" webpage on Mercedes global website. Go to the bottom of the page with the fine print. Click on "liability", and read what they say. Don't forget, they're talking about their own factory oil. Here's what they legally say about their "approved" oil, & every other oil they "approve" for your BlueTec diesel;
"The information provided and the statements made on these pages do not constitute any representation or warranty, either express. or implied. In particular such information is not an implied promise or guaranteeing respect of quality, marketability, fitness for any particular purpose, or the non-infringement of laws and patents." Think about what this says. The "approved" diesel oils, can't be relied on to protect your BlueTec diesel. Mercedes won't even tell you which oil to use. They're telling you to figure it out on your own. Mercedes forgot to tell owners anything about the correct oil when using B20 biodiesel. They don't explain any of the technical aspects of B20, and why fuel dilution is a serious problem with B20. Your Warranty Booklet tells you Mercedes will not warranty any engine damage caused by B20. They don't explain that B20 is not a problem for the oil in a domestic diesel, because B20 can't get into the crankcase oil. Because Mercedes is the only diesel manufacture that injects the fuel for DPF regeneration into the combustion chamber, Mercedes needs an oil that's compatible with B20. The only oil that specifically says that it is compatible with B20, is Motul 300V 10W/60. Mercedes branded oil is not compatible with B20. That's what the liability statement on their "approved" oils is actually explaining. If you want a real laugh, Motul 300V 10W/60 isn't on their halfass approved list.
I haven't even touched on the other two dozen BlueTec problems. Dealers nor mechanics are going to explain this stuff. Even if you have the most conscience mechanic, he's not going to open Pandora's box & explain this stuff. He knows you'll think he's trying to sell you a bunch of stuff.
You've actually done the only thing an ethical owner can do. You parked it, because you know it's not reliable. You're one of the rare people who won't dump the problem onto some other chump. It's to bad you can't dump it back on Mercedes. They had no problem sticking you and millions of other consumers with their fraud.
