IllustrationThe anti whip lash prevention malfunctioned and the headrest was launched forwards
2013 MERCEDES-BENZ SLK250
Owner reports · Recalls · Investigations
Limited comparison data
There is not enough comparable history to draw a useful model-year comparison.
About this comparison →How this year compares
Owner complaints by model year
Compare all SLK250 years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
Limited mileage data: 6 of 8 reports include usable mileage. There isn’t enough coverage to show a useful chart.
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Structure. Review the 3 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Engine. Review the 2 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Air Bags. Review the 1 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
0 crash reports0 fire reports0 injury reports
What owners actually said
8 reportsWhile passing a vehicle on a two lane road, my vehicle lost power and went into limp mode nearly causing a head on accident. The check engine light came on and i immediately went to O'Reilly's Auto parts store and had their OBD scanner read the code. AP0002 code was read. I immediately returned home and the check engine light au…
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While passing a vehicle on a two lane road, my vehicle lost power and went into limp mode nearly causing a head on accident. The check engine light came on and i immediately went to O'Reilly's Auto parts store and had their OBD scanner read the code. AP0002 code was read. I immediately returned home and the check engine light automatically cleared. I scanned the OBD again and found code P0002 and a second code P000277 that was listed as stored and current Both codes refer to an issue with the high pressure fuel pump. I just recently purchased this vehicle with 35170 miles. I had the OBD scanned prior to purchase, there were no codes at that time so we purchased the vehicle. We've since put 1000 miles on the vehicle and without any warning, this issue suddenly happened. I have done some research and Mercedes offered an extended 120000 mile/10 year warranty that addressed this exact issue, however, that warranty is now up due to the age of the vehicle. This issue put us and others at server risk of a major accident do to this issue happening with no warning. I haven't tried to reproduce the scenario that occurred, however the codes remain on the OBD computer.
The contact owns a 2013 Mercedes-Benz SLK250. The contact stated while driving approximately 65 MPH, the convertible roof cover started to pull away from the cross-support members connected to the windshield. The contact stated that the separation failure of the roof top become more pronounced, and water there was water leaking …
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The contact owns a 2013 Mercedes-Benz SLK250. The contact stated while driving approximately 65 MPH, the convertible roof cover started to pull away from the cross-support members connected to the windshield. The contact stated that the separation failure of the roof top become more pronounced, and water there was water leaking into the vehicle, causing an electrical short circuit of the convertible roof controls and the courtesy lights located in the overhead panel. The contact had taken the vehicle to a local dealer, where it was diagnosed and determined that the convertible top needed to be replaced; however, the convertible roof top was no longer manufactured. The vehicle had not been repaired. The manufacturer had not been informed of the failure. The failure mileage was approximately 74,000.
COMPLAINT CONCERNS THE ROOF TOP PANEL PROBLEM ON A 2013 MERCEDES BENZ SLK 250. THE ROOF ISSUE OCCURRED IN JULY 2020 WHEN THE SLK 250 HAD ABOUT 36,000 MILES. THE ROOF PANEL ON THE CONVERTIBLE TOP SEPARATED FROM THE UNDERLYING CROSS-SUPPORT MEMBER CAUSING THE ROOF PANEL TO EXPAND AND SEPARATE WHICH THEN CAUSES THE FRONT PART OF …
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COMPLAINT CONCERNS THE ROOF TOP PANEL PROBLEM ON A 2013 MERCEDES BENZ SLK 250. THE ROOF ISSUE OCCURRED IN JULY 2020 WHEN THE SLK 250 HAD ABOUT 36,000 MILES. THE ROOF PANEL ON THE CONVERTIBLE TOP SEPARATED FROM THE UNDERLYING CROSS-SUPPORT MEMBER CAUSING THE ROOF PANEL TO EXPAND AND SEPARATE WHICH THEN CAUSES THE FRONT PART OF THE ROOF PANEL TO BOW NOTICEABLY WHEN OUTSIDE TEMPERATURES ARE ABOVE APPROXIMATELY 85 DEGREES. WHEN THE ROOF PANEL BOWS IT CREATES CONSIDERABLE WIND NOISE, AND RAISES POSSIBLE CONCERNS OF WATER ENTERING THE INTERIOR IF DRIVEN WHILE RAINING OR POSSIBLE SEPARATION OF THE ENTIRE ROOF PANEL FROM THE AUTOMOBILE. THE AUTHORIZED MERCEDES BENZ DEALERSHIP OFFERED NO REPAIR OTHER THAN AN ENTIRE ROOF REPLACEMENT AT CONSIDERABLE COST (ABOUT $4,000). MERCEDES BENZ CORPORATE HEADQUARTERS CUSTOMER CARE (ATLANTA, GA) OFFERED NO SOLUTION OR REMUNERATION FOR REPAIR OF THIS STRUCTURAL FAILURE AND POTENTIAL SAFETY CONCERN. I LEARNED OF THE CAUSE OF THE ROOF SEPARATION ISSUE VIA ONLINE RESEARCH, SPECIFICALLY WITH SLK WORLD OWNERS GROUP HAVING THE MOST INFORMATION. THE ROOF ISSUE APPEARS REAL WITH MANY OWNERS ATTEMPTING THEIR OWN RE-GLUING REPAIRS RATHER THAN PAYING SEVERAL THOUSAND DOLLARS FOR A COMPLETE ROOF REPLACEMENT.
SIGNIFICANT TIMING CHAIN RATTLE WHILE DRIVING IN THE 2200-2900 RPM RANGE. ENGINE HAS LESS THAN 70K MILES AND IT SEEMS THAT THE CHAIN HAS STRETCHED OR IS TENSIONER IS FAILING. MERCEDES CLAIMS THEY CANNOT FIND SOURCE OF RATTLE AND REFUSES TO FIX IT, BUT ONLINE FORUMS INDICATE THIS IS A KNOWN ISSUE FOR THIS ENGINE. I FEEL THEY A…
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SIGNIFICANT TIMING CHAIN RATTLE WHILE DRIVING IN THE 2200-2900 RPM RANGE. ENGINE HAS LESS THAN 70K MILES AND IT SEEMS THAT THE CHAIN HAS STRETCHED OR IS TENSIONER IS FAILING. MERCEDES CLAIMS THEY CANNOT FIND SOURCE OF RATTLE AND REFUSES TO FIX IT, BUT ONLINE FORUMS INDICATE THIS IS A KNOWN ISSUE FOR THIS ENGINE. I FEEL THEY ARE DEFERRING THE ISSUE UNTIL THE WARRANTY EXPIRES. I FEEL EARLY FAILURE OF THE TIMING CHAIN OR RELATED PARTS IS IMMINENT.
TL* THE CONTACT OWNS A 2013 MERCEDES BENZ SLK 250. THE CONTACT STATED THAT WHILE DRIVING AT APPROXIMATELY 70 MPH, THE ACCELERATOR PEDAL WAS DEPRESSED BUT THE VEHICLE FAILED TO ACCELERATE AS THE CHECK ENGINE WARNING INDICATOR ILLUMINATED. THE VEHICLE WAS TAKEN TO A DEALER, WHERE IT WAS DIAGNOSED THAT ONE OF THE CYLINDERS MALFUNCT…
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TL* THE CONTACT OWNS A 2013 MERCEDES BENZ SLK 250. THE CONTACT STATED THAT WHILE DRIVING AT APPROXIMATELY 70 MPH, THE ACCELERATOR PEDAL WAS DEPRESSED BUT THE VEHICLE FAILED TO ACCELERATE AS THE CHECK ENGINE WARNING INDICATOR ILLUMINATED. THE VEHICLE WAS TAKEN TO A DEALER, WHERE IT WAS DIAGNOSED THAT ONE OF THE CYLINDERS MALFUNCTIONED AND NEEDED TO BE REPAIRED. THE VEHICLE WAS REPAIRED BUT THE FAILURE RECURRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS APPROXIMATELY 5,500.
TL* THE CONTACT OWNS A 2013 MERCEDES BENZ SLK250. THE CONTACT STATED THAT THERE WAS A RANDOM LEAK FROM THE ROOF OF THE VEHICLE. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER WHO REPLACED THE SEALANT TWICE BUT THE FAILURE RECURRED. THE CONTACT HAD TAKEN THE VEHICLE BACK TO THE AUTHORIZED DEALER WHERE THE HARD TOP CONVERTIBLE ROOF…
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TL* THE CONTACT OWNS A 2013 MERCEDES BENZ SLK250. THE CONTACT STATED THAT THERE WAS A RANDOM LEAK FROM THE ROOF OF THE VEHICLE. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER WHO REPLACED THE SEALANT TWICE BUT THE FAILURE RECURRED. THE CONTACT HAD TAKEN THE VEHICLE BACK TO THE AUTHORIZED DEALER WHERE THE HARD TOP CONVERTIBLE ROOF WAS REPLACED WITH A PANO ROOF WITH A VINYL LINER BUT TO NO AVAIL. THE CONTACT STATED THAT GLUE AS EXPOSED. THE WINDOWS WERE RATTLING ABNORMALLY AND THE FRONT PASSENGER'S SIDE OF THE ROOF WAS STILL LEAKING. THE VEHICLE WAS NOT FURTHER REPAIRED. THE VIN WAS NOT AVAILABLE. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE MULTIPLE TIMES BUT PROVIDED NO REMEDY. THE APPROXIMATE FAILURE MILEAGE WAS 21000.
TL* THE CONTACT OWNS A 2013 MERCEDES SLK250. THE CONTACT STATED THAT AFTER STARTING THE VEHICLE, THERE WAS FUEL SEEN LEAKING FROM UNDER THE HOOD OF THE VEHICLE. THE VEHICLE WAS TOWED TO THE DEALER FOR DIAGNOSIS WHERE IT WAS ADVISED THAT THE FUEL LINE CLAMP NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED AND THE MANUFACTURER …
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TL* THE CONTACT OWNS A 2013 MERCEDES SLK250. THE CONTACT STATED THAT AFTER STARTING THE VEHICLE, THERE WAS FUEL SEEN LEAKING FROM UNDER THE HOOD OF THE VEHICLE. THE VEHICLE WAS TOWED TO THE DEALER FOR DIAGNOSIS WHERE IT WAS ADVISED THAT THE FUEL LINE CLAMP NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED AND THE MANUFACTURER WAS NOTIFIED. THE APPROXIMATE FAILURE MILEAGE WAS 100. *TR
Official recalls
219V787000 · Communication
Nov 1, 2019
Mercedes-Benz USA, LLC. (MBUSA) is recalling certain 2013-2017 vehicles due to a software fault that may cause the date and time for the emergency call system (eCall) to differ from the actual date and time, potentially relaying an inaccurate vehicle location. For a full list of the affected models visit: https://static.nhtsa.gov/odi/rcl/2019/RMISC-19V787-4620.pdf
Consequence & remedy
Consequence: An inaccurate vehicle location may delay emergency responders, increasing the risk of injury.
Remedy: MBUSA has initiated an Over the Air (OTA) remote update. MBUSA will also notify owners, and dealers will check software for a successful OTA or update the communication module software as needed, free of charge. The recall began December 23, 2019. Owners may contact MBUSA customer service at 1-800-367-6372. MBUSA's number for this recall is 2019120008.
13V236000 · Air Bags; Electrical System:software
Jun 4, 2013
Mercedes-Benz (Mercedes) is recalling certain model year 2013 SLK250 and SLK350 vehicles manufactured October 9, 2012, through November 20, 2012. These vehicles are equipped with an occupant classification system (OCS) that may not correctly differentiate between a child seat or a very light person being in the front passenger seat.
Consequence & remedy
Consequence: If the OCS incorrectly classifies a very light person as being a child seat, in the event of a crash necessitating airbag deployment, the system would deactivate the passenger airbag, increasing the risk of injury.
Remedy: Mercedes will notify owners, and dealers will replace the passenger side seat cushion including the OCS. The recall began on July 26, 2013. Owners may contact Mercedes at 1-201-573-0600.
Additional source detail variants (2)
Electrical System:software
Mercedes-Benz (Mercedes) is recalling certain model year 2013 SLK250 and SLK350 vehicles manufactured October 9, 2012, through November 20, 2012. These vehicles are equipped with an occupant classification system (OCS) that may not correctly differentiate between a child seat or a very light person being in the front passenger seat.
Consequence: If the OCS incorrectly classifies a very light person as being a child seat, in the event of a crash necessitating airbag deployment, the system would deactivate the passenger airbag, increasing the risk of injury.
Remedy: Mercedes will notify owners, and dealers will replace the passenger side seat cushion including the OCS. The recall began on July 26, 2013. Owners may contact Mercedes at 1-201-573-0600.
Air Bags
Mercedes-Benz (Mercedes) is recalling certain model year 2013 SLK250 and SLK350 vehicles manufactured October 9, 2012, through November 20, 2012. These vehicles are equipped with an occupant classification system (OCS) that may not correctly differentiate between a child seat or a very light person being in the front passenger seat.
Consequence: If the OCS incorrectly classifies a very light person as being a child seat, in the event of a crash necessitating airbag deployment, the system would deactivate the passenger airbag, increasing the risk of injury.
Remedy: Mercedes will notify owners, and dealers will replace the passenger side seat cushion including the OCS. The recall began on July 26, 2013. Owners may contact Mercedes at 1-201-573-0600.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
1EA21002 · Desiccated Air Bag Inflator Rupture
Opened Sep 17, 2021 · No close date supplied
Status: open (inferred from source dates) · Air Bags:frontal:driver Side:inflator Module; Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Additional source detail variants (2)
Air Bags:frontal:driver Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.