The Mercedes-Benz SLK arrived in 1997 as a mediocre small sports car but has become a racy, relatively affordable and desirable model.
The early 2009 SLK is nicely revamped. It has mildly revised styling, upgraded interior, more power and mechanical improvements such as improved steering.
The first SLK wasn't very attractive, with slab sides. Its marginal, supercharged 185-horsepower four-cylinder engine sounded coarse and its strongest features were a power retractable metal hardtop and the Mercedes nameplate. Generally, the car was a bummer for its rather high price.
The first SLK wasn't very attractive, with slab sides. Its marginal, supercharged 185-horsepower four-cylinder engine sounded coarse and its strongest features were a power retractable metal hardtop and the Mercedes nameplate. Generally, the car was a bummer for its rather high price.
I drove the first-generation SLK during its debut in Europe, where it had both a manual and automatic transmission, but only the automatic version, which shifted indecisively, was initially sold in America.
Nevertheless, folks lined up to buy the SLK at full sticker price (and sometimes beyond) mainly because it was the least expensive Mercedes two-seater and had the alluring retractable hardtop that offered top-up security and convertible driving fun. Many were bought by those who didn't know or care much about genuine sports cars.
Mercedes improved the SLK by offering a manual gearbox for better performance and more driving fun in 1999 and a sports package that improved its appearance somewhat. The 2001 model got a V-6 engine -- and so on.
But the SLK continued to be regarded as more of a small "boulevard cruiser" than as a sports car. So Mercedes rolled up its sleeves and gave the 2005 SLK body a tapered, wedge-shaped silhouette. The car also got a better interior, engine, transmission, suspension and brakes. The popular folding metal hardtop was retained.
The SLK wasn't changed much since 2005 despite more competition, so the 2009 model is strategically updated.
The latest version went on sale last month, offered in three trim levels: the $44,950 SLK300 with a 228-horsepower V-6, $49,950 SLK350 powered by a 300-horsepower V-6 and limited-production $64,300 SLK55 AMG with a 355-horsepower V-8 from Mercedes' AMG hot rod division.
Horsepower of the SLK300 and SLK55 AMG versions is unchanged, but power of the SLK350, which I tested, has been upped from 268 and there's more torque. The size of the SLK350's 3.5-liter V-6 is unchanged, but extra power comes from a higher compression ratio, new intake manifold, modified valvetrain and higher engine rev limit.
The result? The SLK350 does 0-60 mph in 5.3 seconds, compared to 6.1 seconds for the SLK300 and a blistering 4.9 seconds for the SLK55 AMG. Top speed of all models is electronically limited to 155 mph.
The SLK300 comes with either a six-speed manual or seven-speed automatic transmission with an easily used manual-shift feature. The SLK350 and SLK55 AMG only have the automatic, with the AMG having a special "Speedshift" manual-shift feature.
Estimated fuel economy of the SLK300 is 17 mpg city and 25 highway with the manual and 18 and 24 with the automatic. The SLK350 gets 17 and 23 and the SLK55 AMG's numbers are 14 and 20. All require premium-grade fuel.
The new SLK looks racier with a restyled grille, front/rear fascias, side mirrors, taillights and trapezoidal exhaust pipe outlets. The interior is more driver-focused, with such items as a new three-spoke sports steering wheel possessing multifunction controls and a new instrument cluster with redesigned bezels.
For the first time, the SLK has a new generation of audio and telematics componentry for improved user-friendliness. For instance, all audio systems come with built-in hands-free capability with Bluetooth technology. A new optional media interface enables mobile audio devices such as the iPod to be fully integrated into the audio system and operated from its control panel. A voice-control system also is optional for the first time.
The retractable power hardtop remains a prime SLK attraction and quickly goes down and up.
My test SLK had the automatic transmission. It upshifts smoothly and downshifts instantly, although in a jerky manner at expressway speeds if the accelerator is floored. The new "direct-steer" system with variable power assistance was rather heavy but provided agility on twisting roads, steering comfort when parking and kept the car feeling assured in straight-line highway driving. The number of lock-to-lock steering wheel turns is reduced about 25 percent.
Handling is sharp, and the ride is firm but supple. Powerful brakes are controlled by a progressive-action pedal.
Long, heavy doors are inconvenient in tight parking spots, and extra effort is needed to enter or leave the low-slung SLK. Supportive seats in the fairly roomy cockpit provide good grip in curves and comfort during highway cruising. The glovebox is tiny and the covered console storage compartment is set back a bit too far. But doors have storage pockets and large outside handles, besides easily grasped inside ones. Gauges are easy to read at a glance, thanks partly to red needles, but sound system controls are small.
The trunk is large enough for several soft, medium-size suitcases, but about half the cargo room is lost when the metal hardtop is lowered into the trunk. The trunk lid raises smoothly on struts and has interior recessed areas to help close it -- but no interior lining for such an expensive car. The hood also raises on twin struts and has an interior lining.
The SLK has come a long way since its introduction. The 2005 model finally seemed worth the price, and the nicely built new version with its solid engineering and Mercedes prestige and resale value is definitely worth the money.
VIDEO: Jill's bloopers
