2010–2018. Four-door coupé C218, Shooting Brake X218. Tell us the chassis number and what the car is doing, and we will come back with the part, the price and the lead time.
All 415 parts across 16 systems, from brake discs to AIRMATIC struts. Search it, or open the system that matches what the car is doing — the symptom is written on every one.
415 parts across 16 systems
Everything that slows and stops the car.
You are here because: Squealing or grinding when braking, a soft or long pedal, a brake warning light, or pulling to one side under braking.
To quote this we need: Front or rear, and whether the car has the sports or AMG brake package — the disc diameter changes with it.
What holds the wheels to the car, absorbs the road, and points the car where you steer.
You are here because: Knocking over bumps, the car sitting low on one corner, wandering or heavy steering, uneven tyre wear, or an AIRMATIC warning.
To quote this we need: Whether the car is on steel springs or air suspension. On Mercedes this changes the part completely and it is the most common mis-order.
The engine itself — the moving parts, the timing, and everything that seals it.
You are here because: Rattle on start-up, rough running, a check-engine light, an oil leak, low compression, or a timing chain warning.
To quote this we need: The engine code. The same model year can carry two or three different engines and almost nothing crosses over.
Getting oil where it is needed and keeping it clean and cool.
You are here because: Oil leak, low oil pressure warning, oil in the coolant, or oil consumption between services.
To quote this we need: Engine code, and whether the car has an oil cooler — several Mercedes engines do and several do not.
Keeping the engine, gearbox and charge air at the temperature they are designed to run at.
You are here because: Overheating, losing coolant, a temperature gauge that climbs in traffic, a sweet smell, or a coolant warning.
To quote this we need: Petrol or diesel and the engine code. Radiators differ with the gearbox cooler and with air conditioning.
Storing fuel and delivering it to the engine at the right pressure.
You are here because: Hard starting, misfire, hesitation under load, a smell of fuel, a fuel pressure fault code, or poor economy.
To quote this we need: Petrol or diesel, and the engine code. Injectors are coded to the engine and often to the cylinder.
Carrying gases away and cleaning them enough to pass a test.
You are here because: Blowing exhaust, a rattle underneath, failed emissions at registration, a DPF or AdBlue warning, or limp mode.
To quote this we need: Engine code and whether the car is petrol or diesel. Emissions parts are the most engine-specific on the car.
Starting the engine, keeping it running and keeping the battery charged.
You are here because: Car will not start, slow cranking, a battery warning light, misfire under load, or electrics that drop out.
To quote this we need: Engine code, and whether the car has a stop-start system — the battery and alternator differ if it does.
Taking the power from the engine to the wheels.
You are here because: Harsh or delayed shifts, a clunk pulling away, vibration at speed, a transmission warning, or fluid on the floor.
To quote this we need: Gearbox code and whether the car is rear-wheel drive or 4MATIC. The 4MATIC parts are different and cost more.
The sensors the car reads and the modules that decide what to do about them.
You are here because: A warning light with no obvious fault, a fault code from a scan, windows or locks that stop working, or intermittent electrics.
To quote this we need: The fault code if a garage has scanned it. Many modules must be coded to the car after fitting — that is a job as well as a part.
Seeing and being seen — and on a modern Mercedes, one of the most expensive things to replace.
You are here because: A cracked or fogged light, a bulb out, condensation inside the unit, or a lighting fault on the dash.
To quote this we need: Whether the car is halogen, xenon or LED, and pre- or post-facelift. Lights change inside a generation more than any other part.
Cooling the cabin — which in this climate is not a comfort item.
You are here because: Air-con blowing warm, a smell from the vents, a compressor that will not engage, or weak airflow.
To quote this we need: Whether the car has rear climate control — the system is larger and the parts differ.
Panels, glass and trim — what an accident, a car park or the sun damages.
You are here because: Accident damage, a dent or rust, a knocked-off mirror, peeling trim, or a cracked screen.
To quote this we need: A photograph, the chassis code and the paint code. Paint code is on the data sticker; panels are usually supplied primed, not painted.
Everything inside the cabin, including the parts the Gulf sun destroys first.
You are here because: A cracked or sticky dashboard, a sagging roof lining, a broken switch or handle, worn seat bolsters, or a rattle from the trim.
To quote this we need: Trim colour and code from the data sticker. The same part is made in several finishes and they are not interchangeable to look at.
What a car needs at every service, and what a workshop gets through.
You are here because: A service is due, or the car is being prepared for passing and registration.
To quote this we need: Engine code and mileage. Service kits are cheaper bought together than line by line.
Complete assemblies from stripped cars, where a new part is not proportionate to the job.
You are here because: An expensive assembly has failed on an older car, or an insurance repair has to be done at a price that makes sense.
To quote this we need: Chassis number and a photograph. We will say plainly whether a part is new or used — a used part sold as new is not a saving, it is a problem later.
These are the parts a Mercedes-Benz CLS W218 / C218 (2010–2018) is built from, not a stock list. We source genuine, OEM and aftermarket and will price them side by side — send the chassis number and we will confirm the exact part before anything is ordered.
The detail on this car
The W218 / C218 was built 2010–2018. Two CLS cars a year apart can be different generations and share almost no parts, so the chassis code — not the model name and not the year — is what decides fitment.
Worth knowing. On the W212 E-Class platform. AIRMATIC optional. The Shooting Brake X218 shares everything forward of the B-pillar.
Not sure which one you have? Read the chassis number off your mulkiya, or from the base of the windscreen on the driver's side. Send us all seventeen characters and we will tell you the generation, the body and usually the engine. How to read it.
Other CLS generations: W219 / C219 (2004–2010) · C257 (2018–2023)
Find the badge on the boot of your car in the left column. The code beside it is what we order parts against — several groups below need it, and emissions parts need it most.
| Badge on the car | Engine code | Engine | Fuel |
|---|---|---|---|
| CLS 300 / CLS 350 BlueEFFICIENCY / CLS 400 | M276 | 3.0–3.5 V6 | petrol |
| CLS 500 BlueEFFICIENCY | M278 | 4.7 V8 biturbo | petrol |
| CLS 63 AMG | M157 | 5.5 V8 biturbo | petrol |
| CLS 220 BlueTEC / CLS 250 CDI | OM651 | 2.1 turbo | diesel |
| CLS 350 CDI | OM642 | 3.0 V6 turbo | diesel |
Not every engine reached every market — the UAE range is predominantly petrol. If your badge is not listed, or the car has been re-badged, the engine code is stamped on the block and printed on the data card; send the chassis number and we will read it off that instead.
Researched per engine and per chassis, with the source shown against each one. If what your car is doing is on this list, you already know roughly what you are buying.
Check the engine code against the badge on your boot in the table above — a fault on one engine tells you nothing about the others.
A rattle of a second or two on start-up, then silence.
Oil does not reach the secondary tensioners quickly enough at start-up. The proper fix is the revised tensioners together with check valves to hold oil in the circuit — fitting new tensioners alone often brings the noise straight back.
Parts this needs
Checked against 8020automotive.com
Check engine light, rough running, and a camshaft position code — usually on the intake side.
An internal pin inside the adjuster wears down and lets it skip. On most M276 engines it is the intake adjusters that go. Poor oil quality and long intervals bring it on sooner. The tone wheel on this engine can also rotate on the camshaft and throw the same sort of code with the chain intact.
Codes a scan would show: P002177, P001885
Parts this needs
Checked against 603mtech.com
Start-up rattle, or a camshaft timing code with the engine otherwise running normally.
The V8 shares the M276's adjuster and tensioner behaviour — worn adjuster pins, tensioners slow to fill on start-up, and stretched chains or damaged guide rails as the second-order damage. Diagnose which of the four it is before buying: they present identically from the driver's seat.
Parts this needs
Checked against 603mtech.com
Loss of power, limp mode, smoke, or a whistle that changes with load.
A known wear-out on the higher-mileage diesels rather than a design defect. Worth checking the oil feed and the intake side before fitting a turbo — a turbo that failed because of oil starvation will fail again.
Checked against autodoc.co.uk
Rough idle, hard starting, a diesel smell, or a rattle from the front of the engine.
The common diesel trio on this engine: injectors and their seals, chain and tensioner wear, and a fuel filter housing that leaks. Injectors are coded to the engine and usually to the cylinder, so the codes have to be written to the ECU after fitting — the part on its own does not finish the job.
Parts this needs
Checked against vinnolookup.com
Oil leaking from the back of the engine, often mistaken for a rear main seal, and oil dripping onto the gearbox.
The oil cooler sits in the V of the engine and its seals cook. Mercedes moved to Viton seals as the factory standard in 2010 for exactly this reason. The seals themselves are cheap; the published book time for the job is 12.3 hours, which is the entire story of this repair — quote the labour, not the O-ring.
Checked against atlanticmotorcar.com
Engine management light and the car refusing to rev past roughly 3,000 rpm.
The swirl flap motor sits below the turbo. Oil from a leaking turbo seal runs down into its electrics and kills it. Replacing the motor without finding where the oil came from buys the same fault again.
Parts this needs
Checked against cherishyourcar.com
Limp mode, no boost, or a boost-deviation code under load.
The actuator is one of the most common failures on this engine. The red turbo inlet pipe seal is the other — most of the time it has either been fitted wrongly or has swollen and never been changed, and it can take the inlet port shut-off motor with it.
Checked against pistonheads.com
These are known faults, not your car’s faults. Plenty of these cars never see any of them, and several of the faults above look identical from the driver’s seat while needing completely different parts. Have it scanned, send us the codes and the chassis number, and we will quote what it actually needs rather than what it might.
Mercedes fitted the five-speed, seven-speed and nine-speed automatics across overlapping years, so we read the gearbox code off your data card rather than guessing it from the model year. If yours is a 722.9, this is the fault to know about.
Harsh or jerky changes, holding a gear too long then slamming into the next, or dropping into limp mode.
The conductor plate is the control module mounted on the valve body. When it breaks down internally it can no longer read input shaft speed properly, so it cannot judge torque converter slip and the lock-up goes wrong — which is what you feel. It usually starts intermittent and always becomes permanent. The other failure is mechanical wear in the valve body bores, and the two feel the same, so diagnose before buying: one is a module and the other is a valve body.
Parts this needs
Checked against ecutesting.com
These are known faults, not your car’s faults. Plenty of these cars never see any of them, and several of the faults above look identical from the driver’s seat while needing completely different parts. Have it scanned, send us the codes and the chassis number, and we will quote what it actually needs rather than what it might.
2010–2018. Body variants: Four-door coupé C218, Shooting Brake X218. Cars built in a changeover year can be either generation, so if yours sits on the boundary send the chassis number and we will confirm which one it is before anything is ordered.
In the UAE the quickest place is your mulkiya — the vehicle registration card. On the car it is at the base of the windscreen on the driver's side, and on the sticker inside the driver's door jamb. It is seventeen characters and all of them matter.
All three, and which one makes sense depends on the part and the car. A wear item on a high-mileage car rarely justifies a genuine price; a sensor or a control module usually does. Tell us the part and the car and we will price the options side by side rather than choosing for you.
For body panels, lights, interior trim and some assemblies, yes. For wear items and safety parts we will normally recommend new. We will say which we are quoting — a used part sold as new is not a saving, it is a problem later.
Parts held in the UAE are usually same or next day. Anything ordered in takes longer and we will tell you the lead time with the price, before you commit, rather than after.
Send the chassis number and a photograph of the part or the damage. We will come back with the options — genuine, OEM or aftermarket — with prices and lead times side by side.
Mon–Sat, 8:00 AM – 6:00 PM · +971 54 303 3119 (Operations Director) · +971 54 241 0599 (Managing Director)
