Car Model Guide/ Mercedes-Benz/ E-Class/ S212/ E 350 CDI
Mercedes-Benz·E-Class·S212 wagon

E 350 CDI OM642

The V6 diesel. Effortless and long-lived, with two known age items: the oil cooler seals beneath the intake, and the swirl-flap linkage.

Overview

The E 350 CDI is the OM642 diesel version of the Mercedes-Benz E-Class wagon (S212), sold 2009–2016 with 265 PS and auto_7g. Demands diligence at level 3. The OM642 is long-lived, but the oil-cooler seal leak and the intake-port swirl actuator are its two documented, labour-heavy faults. 18 failure modes are recorded against its engine, gearbox, chassis and shared components. Prices on this page are illustrative placeholders rather than a sourced market sample. See the methodology for how the bands are derived.

Mercedes-Benz E-Class wagon (S212)

Mercedes-Benz E-Class wagon (S212) · photo Mercedes-Benz E 350 CGi Estate (4979954100) by nakhon100 · CC BY 2.0 · Wikimedia Commons

Power265 PS
Torque620 Nm
Years2009–2016
Fueldiesel
DriveRWD / 4MATIC
EnginesOM642
Biggest risks

Ranked by probability × repair cost. 18 recorded in total.

52Demands diligence
  1. Oil cooler seal leak€900–€1,600checkable
  2. DPF clogging and forced regeneration€250–€1,800partly checkable
  3. Front control arm bushing wear€300–€700checkable

Risk level −22 · Likely spend vs price −26 · all issues →

System by system9 systems reviewed · 1 with no recurring fault reported
Engine⚠ attentionOil cooler seal leak, €900–€1,600.
Fuel system✓ clearNo recurring fault reported for this system on this engine.
Intake & airwatchIntake-port shut-off (swirl) actuator failure, €400–€900.
CoolingwatchCoolant expansion tank cracking, €120–€250.
Emissions⚠ attentionDPF clogging and forced regeneration, €250–€1,800.+1 more in this system
Transmissionwatch7G-Tronic conductor plate and 13-pin connector leak (722.9), €400–€900.+1 more in this system
ElectricswatchElectronic steering lock (ESL/ELV) failure, €150–€1,200.+3 more in this system
Suspension & brakeswatchFront control arm bushing wear, €300–€700.+4 more in this system
Body & interiorwatchCorrosion at the rear subframe and arch seams, €300–€2,000.+1 more in this system

Pre-facelift or facelift, this engine spans both

The same badge either side of the changeover. Bands are split at the facelift year from the generation record.

PhaseYearsLowAverageHighGood buyWhat differs
pre Pre-facelift2009–2012€6,850€11,550€18,900€9,200The specification the car launched with.
LCI Facelift (LCI)2013–2016€7,450€12,600€20,600€10,050Single-piece headlamps; new bonnet and bumpers; M274 replaced the M271 EVO petrol four; M276 replaced the M272 V6; Diesels migrated from CDI to BlueTEC

Known issues, ranked by expected cost

Faults recorded against this engine, its components and its chassis, ranked by likelihood × repair cost. Costs are indicative ranges with a stated labour basis.

Oil cooler seal leakOM642 3.0 V6 CDI€900–€1,600
Oil weeping down the back of the block, burning smell, oil in the valley beneath the intake. The oil cooler sits in the vee under the intake manifold and its seals harden with age. Access requires the intake off, so labour dominates the bill.
Check: Look down the back of the engine with a torch for wet oil and fresh cleaning. A suspiciously spotless engine bay on a 200,000 km V6 deserves a question.
EnginecommonDetectable at viewingevidence: documented150–280k km
DPF clogging and forced regenerationDPF€250–€1,800
Warning light, limp mode, oil level rising above the maximum mark from fuel dilution. The filter needs sustained hot running to regenerate. A car used for short urban trips never completes a regeneration cycle.
Check: Read the DPF soot load and the distance since the last regeneration on a scan tool, and check the engine oil level and smell it for diesel. Ask what the car was used for. A short-trip city diesel is the wrong car regardless of mileage.
EmissionscommonPartly detectableevidence: documented120–250k km
Front control arm bushing wearE9x chassis€300–€700
Knocking over bad surfaces, vague or wandering steering, uneven front tyre wear, steering shimmy under braking. The front lower arm bushings are a known wear item on this chassis and go well before the ball joints.
Check: Drive over a rough road at low speed with the windows down and listen. Check the inside edges of the front tyres for feathering.
SuspensionuniversalDetectable at viewingevidence: documented80–150k km
Electronic steering lock (ESL/ELV) failureE-Class platform€150–€1,200
The engine cranks but won't start and the steering stays locked, sometimes after several attempts, with steering-lock fault codes. The small motor that drives the locking bolt wears out and the module eventually blocks further attempts. The cause is consistent motor wear rather than anything variable.
Check: Do several cold starts. Listen for the steering-lock clunk as the key goes in, and scan for B2254 and related codes; intermittent no-starts are the early warning.
ElectricalcommonPartly detectableevidence: documented80–200k km
7G-Tronic conductor plate and 13-pin connector leak (722.9)7G-TRONIC€400–€900
Harsh, delayed or jerky shifts, holding a gear then banging the next in, and limp mode, often with speed-sensor or gear-ratio fault codes. The speed sensors in the conductor plate (mechatronic) fail, and/or the external 13-pin connector leaks fluid that wicks up the wiring into the control unit. Early units are the most affected.
Check: Test-drive through every gear cold and warm. Scan the transmission, and pull the external 13-pin plug to check for fluid on the pins.
TransmissioncommonPartly detectableevidence: documented120–220k km
Rear self-levelling air-suspension leak (estate)S212 body€400–€900
The rear sits low or sags overnight, a suspension-malfunction message, and a compressor that runs long or fails. The rear air springs perish and leak, the air lines chafe, or the compressor wears. The S212 estate has rear self-levelling air suspension as standard, so every one of them ages into this.
Check: Park it level overnight and check the rear ride height and for warning messages the next morning; inspect the airbags and lines for cracks and a long-running compressor.
SuspensioncommonDetectable at viewingevidence: documented100–200k km
Run-flat tyres and kerbed or cracked wheelsE9x chassis€150–€900
Harsh ride, vibration at speed, slow punctures. Stiff-sidewall run-flats transmit impacts straight into the rim, and these alloys crack rather than bend.
Check: Inspect the inner rim edge of every wheel for cracks and hairline splits, not just the face for kerbing. Budget for a set of conventional tyres; most owners switch and the ride improves markedly.
SuspensioncommonDetectable at viewingevidence: documented
Corrosion at the rear subframe and arch seamsE9x chassis€300–€2,000
Bubbling at the rear arch lip, scaling on subframe mounting points and rear suspension components. Age plus road salt. This generation isn't a notorious rotter, but nothing from 2005–2013 is immune in a salted market.
Check: Put it on a lift and look at the rear subframe mounting points and the arch lips from behind. Largely a non-issue on cars from southern Europe, a real one on northern and Baltic cars.
Body & corrosionoccasionalDetectable at viewingevidence: documented

Ranked by probability × repair cost, not by how loudly a failure is discussed. Inherited from the engine, gearbox, chassis and shared components, each written once. All 18 issues in full →

Pre-purchase inspection

The same issue records, reordered into the sequence you can actually check them in: cold start, static, drive, paperwork.

18 checks · saved in this browser ·

1Cold startYou get one. If the engine is warm when you arrive, come back another day.

2Static checksEngine off, ideally on a lift.

3On the driveInclude low-speed manoeuvring, not just an open road.

4PaperworkOn these cars the folder is most of the value.

5OBD scanMandatory. A seller who refuses a scan has answered the question.

Mileage and servicing

What the odometer does and doesn't tell you here, plus the service items whose neglect causes the expensive failures above.

Mileage is no barrier if it's serviced; look instead for oil weep at the back of the engine and a clean swirl-flap scan.

Service itemIntervalCost
Oil-cooler seals
Labour-heavy. The intake and turbo come off
if it weeps at the rear of the engine€600–1,200
Swirl-flap / intake actuator
A known OM642 fault that trips limp mode
on a scan (P2015)€400–900
7G-Tronic fluid
Not a lifetime fill
roughly 80,000 km€300–500

What to pay

What this engine sells for, against the median of every engine in the chassis. All figures are illustrative placeholders. See the basis chips.

Enter an asking price to get a verdict against this variant's band: cheap, fair, good buy or overpriced.

United States vs Europe

1 EUR = 1.08 USD ·
🇪🇺 Europe · EUR€9,200band €6,850–€20,600
🇺🇸 United StatesNot soldE 350 CDI OM642 was never a US-market car
What that meansNo US band exists to compare. Any car you find there's a private import, parts and specialist knowledge are thinner, and the price says more about import cost than about the market.

US figures are the EU band converted at a stated rate. No US market differential is modelled: we hold no sourced US asking prices, and inventing one would be worse than saying so. What the comparison does show for real is availability. Most of this range was never sold in the US.

  • ModelMercedes-Benz E-Class E 350 CDI
  • ChassisS212
  • EngineOM642
  • Years2009–2016
  • MarketCentral EU
  • Windowrolling 12 months to 2026-07
€10k€15k€20kS212 median, all 10 engines €9,700Pre-faceliftPre-facelift: low €6,850, good buy €9,200, average €11,550, high €18,900€11,550€6,850€18,900€9,200Facelift (LCI)Facelift (LCI): low €7,450, good buy €10,050, average €12,600, high €20,600€12,600€7,450€20,600€10,050
Good buy at or under the marker · Median asking price · bar spans the 10th to 90th percentile · dashed line is the s212 median, all 10 engines

Good buy isn't the same as cheapest. The good-buy figure assumes the known failure items are either done with receipts or verifiably not yet due. Full breakdown by facelift phase →

Buyer notes

Our judgement, kept separate from the records it's built on.

Our read, not a record
The E 350 CDI is the W212 for people who cover big distances in comfort: the OM642 V6 is quiet, immensely torquey and famously durable. Its two known faults are both about labour rather than fragility. The oil-cooler seal in the engine valley that hardens and weeps, and the intake-port shut-off (swirl) actuator that can fail, often shorted by oil from the turbo inlet above it. Neither is an engine-killer, but both mean intake and turbo removal, so factor them in. A serviced example with no oil weep is a car you can keep for a long time.

Everything above this line comes from the issue and specification records. This paragraph is our judgement on top of them. See how we reach it.

Full specification

Manufacturer figures for this engine and body, as recorded in the variant and engine data.

Engine codeOM642 3.0 V6 CDI
ConfigurationV6, turbocharged · 2987 cc
Fuel / injectiondiesel · common rail
Model years2009–2016
Facelift phaseSold either side of the 2013 facelift, 2009–2012 pre, 2013–2016 LCI
Power / torque265 PS · 620 Nm
Transmissions7-speed automatic (7G-Tronic)
Gearbox families7G-TRONIC
DrivetrainRWD · 4MATIC
Economy (real-world)5.5–7.5 l/100 km mixed
MarketsEU