w220 trunk hydraulic pump brands

Trunk hydraulic pump actuator assembly from a 2007 Mercedes-Benz S600. This was carefully removed from a vehicle with a fully functional power trunk lid. The assembly has no leaks or broken parts. The connectors are intact. The images are of the actual item you will receive.  Fits 2007-2013 Mercedes-Benz S Class with part number 221 800 01 48 ONLY.Anywhere outside the lower 48 states will require an additional shipping fee. No P.O. Boxes.

The Mercedes-Benz W220 was a range of flagship sedans which, as the fourth generation Mercedes-Benz S-Class, replaced the W140 S-Class after model year 1998 — with long and short wheelbase versions, performance and luxury options; available four-wheel drive; and a range of diesel as well as gas/petrol V6, V8, and V12 engines. Compared to its predecessor, the W220 had somewhat smaller exterior dimensions but offered greater interior volume, particularly in the long-wheelbase versions, and slightly less cargo volume.

Steve Mattin"s design was the first sketch drawn in October 1992 and developed into 1:1 scale by late 1994. In June 1995, the Daimler-Benz AG board of management approved Mattin"s final design at 38 months before production. By March 1996, W220 program engineers completed the design freeze, 29 months before production start in August 1998. The W220 exterior design (especially headlights) was previewed by the Mercedes-Benz F200 concept in late 1996. Being a Mercedes flagship vehicle worldwide, the S-Class largely popularized the theme.

A facelifted version of the S-Class was designed in late 2000 and introduced in September 2002, offering a more refined front-end with a larger, more upright grille, transparent headlamp housings with sealed-beam projectors, and revised taillights. Much of the rest of the exterior remained largely unchanged from first phase W220 models.

Approximate selection of US models. In the US, model years for the W220 were 2000, 2001, 2002, 2003, 2004, 2005, and 2006 (only some versions). Not all versions were available in all model years.

In the United States the W220 S-Class was introduced in 1999 for the 2000 model year, replacing the W140. The type was noted as being the leader in the U.S. car market for luxury cars, and early reviews were mostly positive but noted the amount of money that could be spent on options. At the time, the US was the second biggest buyer of S-Classes, after Germany.Elm wood in the interior.

The W220 based S 65 AMG was also offered in 2006 concurrently with the new W221. The S 65 had a 604 hp, 738 lb-ft twin-turbo V-12 and other miscellaneous features inside and out. It retailed that year in the United States for about US$180,000.turbochargers.

One of the most popular versions was the long-wheelbase S 500, with over 108,000 produced over the model run. On top of that, an additional over 13,000 all-wheel drive S 500 version were made and over 21,000 short-wheel base S 500 models. This works out to about 140,000 S 500 of all versions across all model years out of 484,683 of all W220 models over its production run. The W220"s peak sales year was 2000, with 88,000 sold worldwide, but both 1999 and 2001 were close with well over 80,000 sold. Two unique models that had small runs were a factory produced 160 inch wheelbase "stretch limo" called a Pullman and a special security version called S-Guard.

One model line of the Mercedes-Benz S-Class in this period was the AMG version S 55. The S 55 had a number of modifications over the stock W220 S-Class, and the changes were oriented towards higher automotive performance and more dramatic styling features compared to the regular models. The model name derives from displacement of the engine, a special almost 5.5 litre V8.

The S 600 was the main 12-cylinder engine model of the W220 body. The increased output of the engine enabled this W220 to keep up with a Ferrari 575M Maranello according to one automotive magazine of the era. The 2003 S 600 could achieve 60 mph (97 km/h) in 4.3 seconds and 100 mph (161 km/h) in 9.7 seconds. It was 1/10 second faster than the Ferrari in a quarter mile test, with the S 600 achieving in 12.5 seconds at 115 mph (185 km/h). It could stop from 70 mph (110 km/h) in 164 feet with the OEM tires in that same testing. The 2003 model was fitted with Michelin Pilot Sport tires with a Y rating. In the US, the 2001 S 600 had a 5.8 liter V-12 making 362 hp (270 kW; 367 PS) at 5500 rpm and up to 391 lb⋅ft (530 N⋅m) of torque at 4100 rpm.

The W220 was available either with air suspension which is a semi-active/adaptive suspension, or hydropneumatic suspension which is an active suspension, rather than the more common mechanical "springs and shocks" on most passenger vehicles. The car had an electronic stability control program and automatic slip control.

As with each new S-Class, the W220 was technologically advanced at the time of its launch, bringing in new innovationsAirmatic air suspension, Active Ventilated Seats (which used miniature fans in the seats to move air through perforations), keyless entry and ignition, Distronic: the first worldwide radar-assisted Autonomous cruise control system, and a cylinder deactivation system called Active Cylinder Control for the S 500 and S 600 models, which improves fuel consumption and reduces emissions. All were pioneering innovations at the time of the W220"s conception. There are standard features to all models, standard features to certain models, and finally optional features. Sometimes what is standard changes on a model year or country of sale.

Despite a wide range of safety technology, and being marketed for its safety, one Canadian website said W220 S-Class had not actually been tested by the Insurance Institute for Highway Safety, the National Highway Traffic Safety Administration, or Euro NCAP, or at least the information was not available.

The W220 S-Class added standard front and rear side curtain airbags. In total, the W220 features 8 airbags: 2 frontal (driver and passenger), 4 side airbags (one in each door) and 2 window-airbags.

The Linguatronic voice control was introduced as an option in 1996 on the W140 S-Class. At that time it was primarily for controlling the car phone, and could understand 30 words. The second generation of this system was introduced in 2000. On the W220 this second generation system could understand more words and control more systems, such as the radio. In 2000, it could understand 300 words and control certain features on the phone, radio, CD player, and other systems. The second generation system needed 20 times the memory of the first generation system (from about half megabyte to twenty megabytes). The algorithms used in the system were developed at Ulm, Germany where what was then called DaimlerChrysler Research and Technology center was located in addition to other groups within the company.

Major features: 5G-Tronic transmission, Airmatic Air Suspension with Adaptive Damping System (ADS), Electronic Stability Program (ESP), Automatic Slip Control (ASR), Leather Upholstery, 14 Way Power Driver and Front Passenger Seats, each with 3 Position Memory, 4-way (tilt/telescoping) power steering column, Dual Zone Climate Control (for driver and front passenger) but also separate vents for rear passengers, Hand-polished Calyptus wood trim on dash, console, doors and shift gate, COMAND data system (integrates audio, phone, navigation control), Bose AM/FM stereo/weatherband radio, concealed autoreverse cassette player, and controls for CD changer and phone with a color-LCD in-dash screen, CD navigation system (integrated with COMAND), TeleAid telecommunications service, Pneumatic door and trunk closing assist (this does not close from fully open), headlamp high pressure washers, power retractable mirrors, Front and rear ventilated disc brakesThe S 500, besides switching the engine added Nappa leather, a heated front seat, walnut wood trim, and Xenon high beam lights.

Some major S-class options included Active Body Control, Keyless Go, Tire pressure monitoring system, and Electronic trunk closer, Designo and AMG packages, and various interior packages especially for seats and climate options

The "Timeport" phone with a voice control system was offered as an option on the Mercedes-Benz S-Class.Motorola Startac.cell-phone was a jointly developed and became available on all of Mercedes 2001 models (including the 2001 W220 S-Class) The Timeport phone was integrated with S-Class systems, major features included Voice-control and automatic mutein of the radio when accepting an incoming call (or tape or CD player). Another feature was that the directory of numbers in the phone could be downloaded to the car, and shown on the in-car display. Even though the phone was integrated as a system with car, it was portable handset that could be removed from the car. The cell-phone had an electro-luminescent Organic display with multiple colors available.OLED) Another set of phones that the S-Class used were the Nokia 6150, Nokia 6210, Nokia 6310, and Nokia 6310i.

The W220 was available with more engine options than the W126 or W140. The range started with a smaller 2.8L 201 hp (150 kW) V6 motor. Very popular was the 3.2L 224 hp (167 kW) V6, which was superseded by an enlarged 3.7L 245 hp (183 kW) V6 in the S 350. Despite their popularity, the 6-cylinder S-Class cars were not imported into countries such as the United States until model year 2006 with the S 350 (short wheelbase), where Daimler was then testing the market demand for a V6 S-Class.

W220 was the first generation of S-Class, where automatic transmissions were standard on all models. At first, all cars had 5-speed 5G-Tronic transmission; however, since 2003 (2004 in the United States), S 430 and S 500 were instead offered with the new 7-speed 7G-Tronic transmission.

Some other issues were noted with sensors or other components being potentially being damaged by water and/or heat. The model is also called the V220 (as opposed to W220).

One Canadian car site noted that older W220"s can offer impressive features for the cost, provided that owners continue to maintain the vehicle. They noted a few key issues on later models including the air suspension and interior electronics. They also noted that over its production run Mercedes-Benz fixed many issues and there is also considerable variation in models depending how they were equipped.

The suit alleged that .. " alleging, among other things, that the reed valve in the air/water duct in 2001-2006 model year Mercedes-Benz S-Class (W220) and Mercedes-Benz CL-Class (W215) vehicles is susceptible to clogging by leaves, pine needles and other debris, which can cause water to accumulate in the air/water duct and to overflow into the passenger compartment, possibly resulting in damage to electrical and other components.."

Mercedes-Benz CL-Class (C215) Shorter coupe version of W220 shared many components and features from the sedan, albeit a completely unique aluminium & composite body construction riding on an 8 inch shorter wheelbase, with ABC suspension as standard equipment. V8 and V12 engines with their respective model nomenclature were carried over to the a 2-door coupe, no diesel or V6 options were available.

Chrysler LX platform (reused some W220 suspension components from 2005) (note: Chrysler was part of Daimler during much of this period (1998-2007), and there were many cross brand standardizations)

Airmatic systems on earlier cars tended to fail more often than on the "03 and later - the "04s and on are less problematic. However, there is no such thing a "bulletproof" pneumatic suspension system. Seals and pumps will wear, and struts will have to be replaced. You"d have to do the same thing with standard shocks, too - but Airmatic will be more expensive. The best protection is to become familiar with the early signs of Airmatic problems, and fix them right away. Letting them go runs the cost up.

Another common weakness in the pre "03-ish W220"s compared to those from a few years later, is the seals at the tops of the front suspension struts. The older design can leak air over time. The newer models and ones with new replacement parts do not leak. Cars that were under warranty could have these seals replaced with that coverage.

The W220 AIRmatic system is a fully supporting air suspension system which provides both static and dynamic support by means of four air struts located at the wheels. Each strut has an air spring containing an air bag (bladder) and a dampener built-in to the one unit. The struts get air via a valve distribution unit from an air compressor located behind the front bumper close to the front right wheel well. On the opposite side is the central reservoir which stores air pressure for use when the pump is not running. The valve unit is connected to a computer which monitors the air pressure, the vehicle weight, the vehicle height requirement and vehicle stance (angle) and then sets the ride height accordingly.

A parked vehicle is "woken up" before the engine is started. That is to say, the AIRmatic with ADS control module receives signals from the door contact switches, the trunk switch and infrared remote control indicating that the driver may soon start the engine and drive the vehicle. The current vehicle level is checked immediately and corrected if required. The vehicle level at the front axle is considered to be critical, for instance, if the full wheel angle can no longer be guaranteed. In this case a message appears on the multifunction display in the instrument cluster to warn the driver: "Stop car too low".

Front struts on W220s up to about 2004 did not have epoxy installed at the factory. Also many of the older style front strut have now been modified with mastic or epoxy added. Note: The epoxy is not the seal for the upper strut. It is a vibration damper to help the narrow neck of the brass valve at the top of the strut avoid cracking and leaking due to vibration. If you have a leak in this older style front strut there is a kit you can buy to fix the leak (top seal repair kit A2203202538, see below). Scraping out the old black epoxy and filling it back in will not fix this. The part that leaks is a half metal and rubber cap under the black epoxy and is secured with a metal lock ring. The newer seals have rubber mastic compound poured in the center to seal the circumference of the upper metal cap on the upper part of the front strut and to keep the brass fitting from breaking off.

Since Bilstein is OE manufacturer for W220 AIRmatic struts, it is possible to buy OE struts directly from Bilstein much cheaper. It is possible to purchase a brand new Bilstein strut for about EUR 700.

A mechanical spring version of the complete suspension strut which eliminates the pneumatic parts can be bought from Strut masters. This requires both sides to be replaced as a minimum, and possibly all four wheels should be done together. This method uses clever electronic components to "trick" the W220 computers into sensing that an AIRmatic is actually installed so that error messages are not displayed. The BIG disadvantage is the loss of air suspension ride quality, automatic leveling and damping options. In some countries such modified cars will not pass annual technical inspection.

Note: If the AIRmatic leaks substantially it is imperative that it be fixed as soon as possible or else the AIRmatic pump may burn out. If the leak cannot be fixed immediately remove the AIRmatic compressor relay (K40/7kO) to disable the AIRmatic Pump. For the relay and fuse locations see above. However BE WARNED, the vehicle may leak enough to be not drivable when turning the front wheels causes them to touch the top of the wheel arch (for 18" wheels and larger).

This error code is shown when the AIRmatic system supplies or releases air from the strut, but does not observe the intended effect (likely level sensor or pressure sensor does not show the expected result). For example, it has been reported to appear in case where hoses on the valve block were mixed up. The AIRmatic system thought that it is pumping air in reservoir, but actually the air was passed to strut (and vice versa).

It is possible to replace a damaged Air Bag/Bladder (h), however, the rubber Air Bag/Bladder is attached to the strut tube and strut top with crimp rings. This requires access to an hydraulic crimper, which is not easily available for a DIYer.

The seals at the tops of the front suspension struts develop leaks. This issue was more common with the older design in the pre "03-ish W220"s compared to those from a few years later. There is available an epoxy repair kit that can be used to close the cracks. A professional repair costs around US$550 parts and labor for both sides.

Note the newer W220"s post "03 and ones which have been modified with new replacement parts do not leak at the top seal which is an "O" ring around the metal cover disc. The top of the air suspension strut on these later models is filled with a butyl mastic compound to reduce vibration on the residual valve inlet connection.

It is possible to purchase on eBay a refurbished front and rear air spring which is the top part of an air suspension strut for around EUR 120 and mount it to the original damper unit (the lower part of an air suspension strut). This requires the strut to be removed from the car and the air spring to be separated from the damper unit by partly dismantling the air spring. Note: Replacing only the strut"s rubber air bag/bladder (h) of the air suspension strut is not suitable for a DIY project as it requires an hydraulic crimping tool.

Mercedes-Benz S-klasė, AMG (W126, W140, W220, W221, W222) Tailgate/trunk/boot lid. View the description and technical information of the spare part you are interested in. Buy the required spare part online and we will deliver it to Europe and beyond within a few business days. RRR.LT cooperates with reliable auto parts dealers who can guarantee the quality of the offered parts. If you are interested in dismantled

MERCEDES-BENZ W220 S500 S430 S55 AMG TRUNK LID HYDRAULIC PUMP MOTOR 2208000048. Your purchase is for the Mercedes S55 AMG TRUNK LID HYDRAULIC PUMP MOTOR. PART # 2208000048 ORIGINAL OEM Used, in good working condition. Will fit S55 AMG, S500 S430 from 2000 to 2006. We have 2000,2001,2002,2003,2004 2005 Mercedes S500 ,S55 AMG and Mercedes S430 cars for parts , please v isit our Ebay for more Mercedes parts. Any questions please ask before buying. Vehicle Info : Year: 2005 Make/Model: MERCEDES-BENZ S55 AMG

Since these things (W220) are so code-sensitive I think the only thing I can do is put everything back together and let my shop re-read the codes and figure it out for me on Monday.

The part is 220-800-02-75 and it is only available from MB as the entire trunk latch assembly for $$$$. It is still holding together, and I will probably reinforce it with some epoxy, but I wonder if anybody happens to have one of these laying around in a latch assembly they have pulled off another car?

Sorry for the delay, it’s been a very long day for me today, completely shattered. Anyway, lets just take stock for a moment and look at everything that you have done to date. We can now effectively rule out the hydraulic leak issue given that you have checked and found none, however, there is a possibility that the pump is not delivering sufficient pressure to overcome the weight of the boot lid, especially, when you say that the boot lid is opening and being raised by several inches, this in itself shows the system is attempting to work As I stated earlier, its quite rare for leaks to be found in this area, but that doesn’t mean to say that they don’t leak, on the contrary, but it is very unusual for them to do so. Up to now, everything that we have done is pretty much on a visual basis; however, this is where it now gets extremely technical. The electrical architecture on a CL is the one of the most advanced system on any Mercedes Benz to date.

So, lets answer the questions to the last two posts first. The voltage supply to the PSE pump and the hydraulic pump do not come from the rear SAM control module, on the contrary, the voltage supply to the PSE module is via fuse number 62 - which is a 20 amp yellow fuse and is found in the same fusebox that I provided earlier. The voltage supply to the hydraulic pump is via fuse number 57 in the same fusebox, the two micro relays are switched on/off from the PSE control module. Have a look again at the fusebox layout and you will see the fuses clearly identified, more on this later.

You can check in the instrument cluster sub-menu’s under settings, scroll down to vehicle, enter the vehicle menu and in here is the boot opening height limiter. If it is actually switched on, then turn it off. Do you have an owner’s manual to follow this procedure. Also, you could check the boot opening angle detector sensor (the potentiometer I mentioned in my previous post). It’s located on the o/side just above the hydraulic ram, see attached photo below. You can check to see if the ball joint and linkage are still connected by using a mirror and a torch. The unit is secured to a bracket with two torx screws, undo these and slide it from its bracket. The potentiometer has an electrical connection held in place with two locking tabs. The 3 wires are colour coded as being red/green, which is a 5 volts input supply, brown/green, which is a 3 volts output source back to the PSE module and a ground circuit, which is a brown wire. The potentiometer is an extremely important component and serves two specific purposes, firstly, it monitors the position of the boot lid and therefore informs the PSE module when its at its maximum travel and secondly, it monitors the speed/rate of change when the boot lid is opening/closing. This is also another unit that does actually fail which results in a very similar issue such as yours, however, one has to be very careful here and make sure that it is the sensor and not the PSE module, which it is connected to.

Also, will you remove the two micro relays that control the pump operation and change them over, its easier if you push up on the relay connector block at the bottom and ease it off its bracket and change right to left and left to right relays.

In view of what we have covered, the electrical system at the moment seems to be functioning; the communication network is functioning because the modules are actually doing what they are supposed to do – communicating with each other. I have the one or two concerns here Kevin, is the pump capable of delivering the required pressure to overcome the weight of the boot lid and is the boot angle sensor giving the correct feedback to the PSE module, also, is the PSE module actually seeing the data from the boot angle sensor. We could also test the pump in isolation from the rest of the cars electrical system (by-pass) to see if it will raise and lower the boot lid, lets see how we go first, by the way, how are your electrical skills.