By Santi, Head Van Engineer, December 28, 2025
Why choose a 2015-2019 Mercedes Sprinter?
The 2015-2019 Sprinter is a proven platform for adventure vans: roomy cargo volume, diesel range, and a huge aftermarket for conversions and service parts (including the 2019 Mercedes Sprinter). If you're planning a van for off-grid life or a professionally finished camper, these model years strike a good balance of modern electronics and workhorse mechanicals. In our experience, they perform very well when maintained, but there are a handful of recurring fault areas buyers should inspect closely before committing.
Strengths of the platform (cargo capacity, diesel efficiency, aftermarket support)
Sprinters offer best-in-class cargo capacity for their footprint, excellent diesel fuel economy for highway travel, and broad availability of parts and specialists. For couples or families wanting a durable, comfortable camper, high-roof Sprinters are the most common choice. Most buyers choose high roof for headroom and livability, and many mid-roof owners later add pop-tops.
What changed between 2015 and 2019 (facelifts, engine/software/emissions updates)
Between 2015 and 2019 Mercedes updated emissions plumbing and electronics, progressively adding DEF/DPF hardware, updated engine control software, and incremental safety/electronics packages. Those changes improved emissions compliance but also added components that can fail on higher-mileage vans, so verify emissions-service history and software-related repairs in the service records.
Year-by-year known issues (quick reference)
2015 - early OM651/OM642 emissions plumbing, injector and EGR quirks
Early post-2015 Sprinters can show injector wear and EGR-cooler related issues. Check for coolant/oil mixing symptoms and documented EGR or injector work.
2016 - increased DEF/DPF complaints after emissions updates
Owners reported DEF pump failures and DPF regeneration difficulties after the 2016 emissions updates; look for DEF crystallization and evidence of frequent forced regen events.
2017 - electrical gremlins tied to body control modules and instrument clusters
2017 models began to show intermittent BCM or instrument-cluster faults. Verify that dashboard electronics work through startup cycles and while driving.
2018 - transmission software/shift issues on 7G-Tronic variants; turbocharger oil seal leaks reported
Test-drive for smooth shifting and confirm service history for transmission software updates. Inspect the turbo for oil seepage and listen for whistle or rough spool patterns.
2019 - updated safety/electronics suites; watch for wiring harness chafing and updated emissions components
2019 gained newer electronics and wiring runs that can chafe, especially where aftermarket conversions routed additional circuits. Pay special attention to wiring routing near doors, tail lights, and HVAC ducts when evaluating converted vans.
Rust and corrosion — where to look
Rust is one of the most important dealmakers or dealbreakers on a used Sprinter. Surface rust on body panels can be repaired, but structural or frame rust at mounts and crossmembers usually means expensive repair or replacement. If you spot frame rust, have it evaluated by a specialist before you buy.
Frame rails and mounting points (rear subframe, step/ramp mounts)
Inspect rear subframe mounts, step and ramp mounts, and suspension mounting points for deep pitting or perforation. Use a pry or poke test in hidden areas; if metal flakes off, the corrosion is advanced.
Sliding door lower rails, rocker panels, wheel arches, rear step, roof ladder/rack interfaces
These are common trouble spots on converted vans. Look for patch repairs, filler, or mismatched paint which can hide previous rust work. Check behind trim and under running boards where moisture collects.
Inspection techniques and pry/poke tests; what degree of corrosion is repairable
Minor surface rust and small holes on panels are typically repairable. Structural compromise at frame rails, crossmembers, or where mounts penetrate the frame is often a buy-no-go unless you budget substantial structural repair.
Emissions systems: DPF, DEF (AdBlue), EGR, and sensors
Symptoms of failing DPF/DPF regen issues and causes
Frequent forced regens, excessive soot puffing from the tailpipe, recurring fault codes, or reduced power indicate DPF problems. Ask for evidence of professional DPF cleanings or replacements and note whether long highway drives were part of the vehicle’s service pattern. Vans used mostly in low-speed city conditions tend to suffer DPF life sooner.
DEF system problems (crystallization, pump failures, heater issues)
Look for hardened crystals near the DEF fill area and test DEF system operation while the engine runs cold and warm. DEF pumps and heaters fail at higher mileages and repair costs vary depending on part and labor.
Common EGR cooler leaks and associated coolant/oil mixing symptoms
Signs include milky oil, low coolant level without external leak, or white smoke on startup. These repairs can be moderate to expensive; verify any EGR or coolant-hose work in records.
When emissions faults lead to limp mode - cost and fix options
Limp mode is often triggered by persistent DPF or DEF faults or sensor failures. Fixes range from sensor replacement to DPF cleaning or EGR/service plumbing repairs; get estimates and past repair invoices where possible.
Electronics and wiring: common failure points
Body control modules, instrument cluster faults, and intermittent ECU faults
Cycle all interior switches and watch for dashboard errors. Intermittent faults are the hardest to diagnose; request a cold and warm start test and a road test long enough to replicate electrical symptoms.
Wiring harness chafe (especially near doors, tail lights, and HVAC ducts)
Aftermarket conversions often route additional harnesses that rub on factory wiring. Look under panels and where camper electrics enter the cabin. Frayed wires can cause charging and BCM faults.
Aftermarket camper electrics that cause alternator/charging issues
Confirm how the house electrical system was integrated. Poorly isolated house loads, improper alternator tap points, or lacking isolation diodes can overload charging systems and cause alternator wear.
Powertrain, transmission, and drivetrain checks
Diesel engine health checks (smoke, compression, oil dilution, turbo play)
Look for excessive smoke on acceleration, test for turbo shaft play, and inspect oil condition for fuel dilution. A compression test and a fuel-system check by a diesel specialist are high-value diagnostics on higher-mileage units.
Transmission behavior (shift quality, slipping, torque converter shudder) and fluid/service history
Test the transmission through full gears and up/down shifts, including highway passing maneuvers. Confirm documented transmission service and any software updates for the 7G-Tronic where applicable.
Rear axle/differential and CV/Joints inspection
Check for leaks, play in CV joints, and listen for clunks under load. Rear-axle service history and differential oil condition matter on heavy-use vans or RV conversions.
Suspension, brakes, and steering
Leaf spring/coil condition, bushings, and shock absorber wear
Inspect for sagging springs, torn bushings, and oil-soaked shocks. Heavy conversions often accelerate suspension wear; verify upgrades or recent replacements.
Electronic stability/ABS sensor problems and their effects
ABS or traction faults can arise from sensor wiring damage; test ABS function and look for stored codes during an OBD-II scan.
Recommended road test maneuvers
Perform highway acceleration, sustained 60-70 mph cruise, low-speed handling, hill climbs, and full-brake stops to detect powertrain, transmission, brake fade, or steering wander.
Used Sprinter RV-specific inspection points
Roof integrity, seams, and vent/insert flashing (leaks are common)
Roof leaks are the most common RV conversion problem. Inspect roof seams, vent flashings, skylights, and any RV-grade inserts for soft spots, water stains, or active leaks. Check interior ceiling and cabinetry for past water damage and odors.
House electrical system: inverter, shore/generator integration, shore charger, and battery state
Confirm how the house system was tied in: look for properly fused feeds, a dedicated shore inlet, and safe inverter installations. Test both shore power and inverter output under load. Batteries should hold state-of-charge and be properly secured with ventilation where required.
Propane system, gas appliances, and LP leak checks
Have a qualified tech pressure-test the propane system and inspect appliance venting and shutoffs. LP leaks are dangerous and should be considered a major red flag unless repaired professionally with documentation.
Plumbing, freshwater/gray/black tanks, and pump operation
Run the water system: pressurize, cycle pump, check for odors, leaks, and proper tank venting. Inspect black-tank plumbing for signs of bypassed or poorly installed fittings that lead to chronic odors.
Slide-outs, awnings, and custom conversions: failure modes and repair difficulty
Mechanical slide-outs and awnings fail on worn motors and tracks; operate them fully and inspect seals. Custom structural changes to the van should be evaluated by a professional to ensure mounting integrity and no hidden corrosion.
Pre-purchase diagnostic checklist (walk-around and test procedures)
Paperwork: service records, VIN/recall check, title history, and emissions paperwork
Ask for full service records, recent emissions-related services, and any recall work completed. Confirm the VIN history for salvage or flood titles and request receipts for major repairs.
Quick visual checklist (photos to capture)
Photograph frame rails, underbody, engine bay, DEF fill area, roof seams, conversion penetrations, and both sides of the van door sills. These images are useful for later inspection by a specialist.
On-road checklist and what to ask the seller during the test drive
During the test drive ask about idle habits, whether the van has done long highway miles recently, DPF regeneration frequency, and any recurring warning lights. Insist on at least a 20-30 minute road test on a varied route.
Recommended OBD checks and sample fault codes to watch for
Scan for historical codes related to DPF (soot load), DEF heater/pump circuits, EGR faults, instrument cluster/BCM errors, and transmission or ABS codes. If the seller refuses a scan, treat it as a warning sign.
Red flags and repair cost expectations
When to walk away (structural rust, salvage history, catastrophic engine/transmission damage)
Walk away from structural frame rust, undisclosed salvage or flood titles, or evidence of catastrophic engine or transmission failure that lacks clear repair history. Repairing structural or drivetrain catastrophes often exceeds the value of the vehicle.
Typical repair cost ranges for common failures (DPF/DEF, turbo, transmission, body rust)
Expect DEF pump or sensor repairs commonly in the $300-$1,200 range; DPF cleaning or replacement can run $800-$6,000 depending on cleaning vs. replacement and labor; turbo seal repairs and injector work vary but budget several hundred to a few thousand dollars for meaningful work. Structural rust repairs are highly variable; major frame work can exceed several thousand dollars.
Budgeting for hidden problems in RV conversions
Conversions can hide poor wiring, plumbing shortcuts, or unaddressed roof leaks. Budget a contingency of at least several thousand dollars for post-purchase repairs on older conversions, especially for electrical isolation and roof sealing work.
After-purchase recommendations and preventive maintenance
Initial service priorities once you buy (fluids, filters, cooling system, DEF flush)
On purchase, perform a full fluid and filter service, coolant system pressure test, inspect the DEF system and flush if needed, and verify transmission fluid condition and service intervals. Replace timing and drive-belt components per mileage if undocumented.
Upgrades to reduce future headaches (heat tracing for DEF, harness protection, rust sealing)
Consider adding DEF heat tracing where climates warrant, protective conduit and secure routing for camper wiring, and underbody rust sealing or frame coatings to slow future corrosion. Protecting the DEF fill area against crystallization and properly securing house loads from chassis electrical systems prevents a lot of future trouble.
Finding the right Diesel/European specialist and what to ask
Look for shops with Sprinter experience and diesel diagnostics gear. Ask whether they perform DPF diagnostics, injection testing, turbo inspection, and whether they can verify BCM and transmission software levels. A trusted specialist is worth the investment; ask for references and recent Sprinter work examples.
Quick printable buyer’s checklist (compact one-page summary)
- Verify VIN/title history and recall work
- Scan OBD-II and save codes (DPF, DEF, EGR, transmission, BCM)
- Inspect frame rails, rear subframe mounts, and rocker panels
- Operate roof vents, awnings, and slide-outs; inspect for leaks
- Run inverter/shore power and test battery state under load
- Test-drive for shifting, turbo behavior, and ABS/stability
- Request recent service receipts for DPF/DEF, injectors, and transmission
- Have a diesel specialist perform compression and coolant-pressure checks if uncertain
FAQ
What are the most common problems on a 2019 Mercedes Sprinter?
Electronics/wiring faults (instrument clusters, BCM), DEF/DPF-related emissions issues, occasional turbo oil-seal leaks, and wiring harness chafe, especially on converted vans.
How much should I expect to pay to fix DPF or DEF issues on a used Sprinter?
Costs vary: DEF pump or sensor repairs commonly run $300-$1,200; complete DPF cleaning or replacement can range $800-$6,000 depending on cleaning vs. replacement and labor rates.
Is a 2015 Mercedes Benz Sprinter a good buy in 2025?
It can be if well-maintained with service records and low rust; be especially diligent on emissions history, injector/EGR service, and frame corrosion. Have a diesel specialist inspect before purchase.
What should I look for when buying a used Sprinter RV?
Roof and seam leaks, proper isolation between house and chassis electrical systems, propane tightness, fresh/gray/black tank condition, and evidence of professional conversion work or welds that indicate structural alterations.
How can I tell if a Sprinter has been properly maintained?
Complete service records showing timely oil/filter changes, DPF/DEF maintenance, transmission service, and documented repairs; consistent ownership and receipts for major work are good signs.
Are electrical problems common on Sprinters from 2015-2019?
Yes. Intermittent BCM/instrument cluster faults and wiring harness issues are reported, especially where aftermarket conversions modify or extend factory wiring.
How serious is rust on a Sprinter van - repairable or dealbreaker?
Surface rust on body panels is repairable; structural/frame rust at mounts, crossmembers, or subframe is often a dealbreaker or expensive to repair. Have a frame specialist assess severity.
Do I need specialized tools to check a used Sprinter before buying?
Basic checks need only a code reader (OBD-II) and visual inspection. For engine/transmission confidence, a diesel compression gauge, coolant pressure tester, and a smoke tester for leaks are recommended or have a shop run them.
Need help evaluating a specific vehicle? Book a pre-purchase inspection with The Vansmith or request our printable inspection checklist PDF at the link below.
