1998–2005. Saloon W220, long wheelbase V220. 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.
An S-Class W220. Shown to help you confirm the generation — trim, lights and bumpers vary within it.Photo: Randolf Striker · CC BY-SA 3.0
Every part
Parts for the W220
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
Brakes31 parts+
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 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.
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.
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 S-Class W220 (1998–2005) 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
Make sure this is your carchassis code, years and body variants
Make sure this is your car
The W220 was built 1998–2005. Two S-Class 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. AIRMATIC is standard, and by this age it is the commonest reason one of these comes in. Budget for struts, compressor, relay and height sensors as a system rather than as one part.
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.
Which engine do you havebadge on the boot to engine code
Which engine do you have
Engines fitted to the W220
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
S 280 / S 320 / S 350
M112
2.8–3.7 V6
petrol
S 430 / S 500
M113
4.3–5.0 V8
petrol
S 55 AMG
M113
5.4 V8, supercharged from 2002
petrol
S 600 (early) / S 63 AMG
M137
5.8–6.3 V12
petrol
S 600 (later) / S 65 AMG
M275
5.5–6.0 V12 biturbo
petrol
S 320 CDI (early)
OM613
3.2 straight-six turbo
diesel
S 320 CDI (later)
OM648
3.2 straight-six turbo
diesel
S 400 CDI
OM628
4.0 V8 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.
What goes wrong on this carresearched per engine, with sources
Known faults
What goes wrong on the W220
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.
On the W220 itself
Faults that belong to the car rather than to whichever engine is in it.
If your car has AIRMATIC
Reported across every platform once past roughly 100,000–120,000 km
The car sitting low on one corner or at one end overnight, a compressor running and running, or an AIRMATIC warning on the dash.
Almost every AIRMATIC fault traces to one of four things: a leaking air strut, a worn-out compressor, a stuck relay, or a failing ride-height sensor. They are not interchangeable diagnoses and they are not the same money. A relay is the cheapest thing on that list and is worth eliminating first — on the W211 it is the 40 amp K67 AIRMATIC relay at position F74 under the bonnet. A compressor that has been working against a leaking bag for months usually needs replacing alongside the bag, so a car with one corner down is often a two-part job, not one.
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.
On the engines fitted to it
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.
Intake manifold runner flaps
M112
Flat low-down response and a check engine light.
The variable-length intake runs small flaps on vacuum actuators, and the plastic gears inside the actuator motor strip. There is also a linkage inside the manifold that can come apart, and a rubber hose that perishes — both need the plenum stripped, so it is one job whichever it turns out to be.
On this family the head gasket itself rarely fails. Almost every time, it is one or both of the two large rubber O-rings that seal between the timing case and the block. Worth knowing before anybody quotes you for head gaskets: it is the cheaper diagnosis and the far commoner one.
Oil and coolant mixing, or a coolant leak at the front of the engine.
Shares the M112's two failure points: the timing case O-rings rather than the head gasket, and a thermostat housing gasket that leaks at the front. Both are age rather than mileage. Otherwise this and the M112 are generally regarded as the most reliable Mercedes engines of their era, so a well-kept one is worth repairing.
You cannot replace one coil. They come as a single unit per bank, so one dead cylinder means buying twelve coils' worth of hardware with eleven of them healthy. Budget for it before the diagnosis rather than after. Valve cover gaskets weep oil down onto the packs and kill them, so the gaskets are part of the same job.
Oil pooling where the intake pipes meet the manifold, or a running fault on half the engine.
The PCV system lets oil build up at the intake joint and leak. The cylinder deactivation system on this engine is complicated and its solenoid pack and oil pressure tubes give trouble — worth identifying before anyone starts on the top end.
Misfire codes, heavy oil use, or lambda sensors and catalysts failing for no obvious reason.
The serious one is out-of-round cylinder bores: oil gets past, fouls the oxygen sensors and then the catalysts, so what presents as an emissions fault is an engine fault. Coils are per-bank here as on the M137. Rule out the cheap causes first, but know what the expensive one looks like.
Hard starting and black smoke, or harsh shifting on a high-mileage car.
Shares the OM611's injector and delivery-pump behaviour. Because this one makes more power, the dual-mass flywheel and the gearbox electronics take more punishment and are the parts that go first.
The straight-six version of the same swirl flap and EGR problem as the OM646, and hard starting on these is commonly traced to the flap mechanism rather than to glow plugs or injectors. Worth checking in that order, cheapest first.
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.
If it is the gearbox
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.
722.9 conductor plate and valve body
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.
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.
Questions we get askedchassis number, genuine or aftermarket, lead times
Questions we get asked
Which years is the W220 S-Class?
1998–2005. Body variants: Saloon W220, long wheelbase V220. 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.
How do I find my chassis number?
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.
Do you supply genuine, OEM or aftermarket parts?
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.
Can you supply used parts?
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.
How long does it take?
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.
Get in touch
Need a part for a W220?
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.
