For car designer Michael Mauer, the original SLK is a memorable car. With stops in between at Smart to create the Roadster, and at Saab, where he established the brand's current look with showstoppers like the 9-X and 9-3X, the original SLK's designer is now Head of the Design Department at Porsche AG in Stuttgart.
Nice career path, eh?
For the rest of us car zealots, with its retractable hardtop, the original SLK roadster will be remembered as a bit of a "one trick pony". Even the SLK's OTT AMG versions couldn't overcome the fact that an Audi TT, BMW Z3/Z4, or a Porsche Boxster would consistently spank the little Mercedes-Benz roadster when it came to drive time.
If you were one of the status conscious, first generation SLK buyers who were looking for a half-price Mercedes SL (making the car a best seller despite the less-than-thrilling drive), don't get your shorts in a knot. Take a look at the pics and enjoy the design cues from the Vision SLA concept shown at the Detroit show in 2000, and the long-hood, short-rear proportions from the Mercedes-Benz SLR McLaren. Longer, wider and roomier than the last SLK, the new one is still a stunner in the looks department.
What if you love to drive? In the case of the new SLK, a look at its cover and you can really judge this book.
There will be a forthcoming SLK55 AMG variant stuffed with the monster vee-eight drivetrain from the Mercedes-Benz E55 AMG, but for now, Mercedes provided us with the SLK most will choose--the entry model 3.5-litre, vee-six SLK350 ($64,500).
With microstrips of chrome and aluminum, inside the new SLK the theme is high tech--definitely a step up in build quality and execution from the last SLK. (Need evidence? Check out the "new" Chrysler Crossfire Roadster). Also unlike the last SLK (or Crossfire), you sit sports car-low, with dash and doorsills at shoulder level. Remembering why most folks bought previous SLKs in the first place, you push a single button and the metal top neatly folds into the trunk.
A single run to the new engine's 6,200-rpm redline will eradicate any memories you may have had about the former SLK's wheezy 185-horsepower, 2.3-litre supercharged four-banger. Based on last year's SLK320's 215-horsepower, 3.2-litre vee-six, the new, larger mill throws away the three-valve twin-plug single-overhead-cam heads in favour of double-overhead-cam single-plug four-valve heads with variable valve timing on the intake and exhaust valves, all for better breathing. The 3.5-litre is ultra-smooth and delivers 258 pound-feet of torque from 2,400- to 5,000-rpm.
Compared to others in this roadster class like the Chevrolet Corvette Convertible (400-hp $79,495), or Nissan 350Z Roadster (287-hp $52,900), the SLK350's 268 pony count looks a bit weak. No worries, really, as the easy accessibility of all of that torque makes up for it when the urge to pass that Miata up ahead overcomes you.
Our tester had the optional seven-speed automatic ($1,500) with manu-matic functionality and steering wheel gearshift buttons (hallelujah!). Like most Mercedes automatics, it's smoother than butter-coated Teflon, however, we've tried the new six-speed stick, and despite the slushbox actually being FASTER to 100 km/h, for the first time ever in a Mercedes we say go with the manual.
Like most new cars, Mercedes claims the new SLK increases torsional rigidity a bunch. In the new SLK's case, they say by 46 per cent and bending stiffness by 19 percent. Out on our crappy Canadian roads the SLK absorbs the worst potholes and expansion joints--no problemo.
Nice career path, eh?
For the rest of us car zealots, with its retractable hardtop, the original SLK roadster will be remembered as a bit of a "one trick pony". Even the SLK's OTT AMG versions couldn't overcome the fact that an Audi TT, BMW Z3/Z4, or a Porsche Boxster would consistently spank the little Mercedes-Benz roadster when it came to drive time.
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| (photo: 2005 Mercedes-Benz SLK350) |
What if you love to drive? In the case of the new SLK, a look at its cover and you can really judge this book.
There will be a forthcoming SLK55 AMG variant stuffed with the monster vee-eight drivetrain from the Mercedes-Benz E55 AMG, but for now, Mercedes provided us with the SLK most will choose--the entry model 3.5-litre, vee-six SLK350 ($64,500).
With microstrips of chrome and aluminum, inside the new SLK the theme is high tech--definitely a step up in build quality and execution from the last SLK. (Need evidence? Check out the "new" Chrysler Crossfire Roadster). Also unlike the last SLK (or Crossfire), you sit sports car-low, with dash and doorsills at shoulder level. Remembering why most folks bought previous SLKs in the first place, you push a single button and the metal top neatly folds into the trunk.
 |
| (photo: 2005 Mercedes-Benz SLK350) |
Compared to others in this roadster class like the Chevrolet Corvette Convertible (400-hp $79,495), or Nissan 350Z Roadster (287-hp $52,900), the SLK350's 268 pony count looks a bit weak. No worries, really, as the easy accessibility of all of that torque makes up for it when the urge to pass that Miata up ahead overcomes you.
Our tester had the optional seven-speed automatic ($1,500) with manu-matic functionality and steering wheel gearshift buttons (hallelujah!). Like most Mercedes automatics, it's smoother than butter-coated Teflon, however, we've tried the new six-speed stick, and despite the slushbox actually being FASTER to 100 km/h, for the first time ever in a Mercedes we say go with the manual.
Like most new cars, Mercedes claims the new SLK increases torsional rigidity a bunch. In the new SLK's case, they say by 46 per cent and bending stiffness by 19 percent. Out on our crappy Canadian roads the SLK absorbs the worst potholes and expansion joints--no problemo.