Mercedes-Benz’s littlest roadster continues its march toward macho.


When Mercedes-Benz launched its little SLK roadster back in 1997 with an innovative folding hardtop, it was met with much enthusiasm, albeit more from executive secretaries than boy racers, the latter group having already fallen for the brilliant Porsche Boxster and the tail-wagging BMW Z3 the very same year. A radical redesign of the SLK in 2005 butched things up a bit, but by then, the SLK’s image as arguably the least sporting roadster among the three Germans—which by then included the Z3 replacement, the BMW Z4—was sealed.

With its 2009 refresh, the SLK continues its march toward macho with styling and engineering changes that turn it into a far more sporting—and thus, likable—proposition.

Aesthetic Enhancement Advice: Get the AMG Sport Package

Heretofore, since ‘05 the SLK’s styling had stuck close to a “son of SL-class” theme, with a bit of SLR McLaren laid, um, suggestively down the hood. This year’s refresh tones down the SLR-inspired, uh, “member” somewhat and takes the SLK in a somewhat new direction with a split lower air intake, a new rear bumper with trapezoidal exhaust tips, and new wheel packages.

This latest look earns mixed reviews here at C/D, but one thing is clear: The car’s visual appeal varies widely depending on color and trim. For example, in spite of its new nose, the standard SLK350 can still be quite underwhelming in a dull color such as pewter or burgundy, especially with the base 17-inch wheels. Rendered, however, in a sexier color—as was the deep blue metallic SLK350 we sampled in California (but, unfortunately, did not photograph)—it has far more appeal, to both sexes. That California car also wore the aggressive black-mesh-covered front intakes and gleaming turbine-style 18-inch wheels of the optional AMG sport package; it snapped onlookers to attention as if it were an Aston Martin V8 Vantage.

Subtle Interior Modifications

You’ll have to look a little harder to notice the changes inside, which mainly involve new graphics within the gauge pots and the installation of a family of freshly revised audio systems. Our Michigan test car was fitted with the optional new COMAND audio/navigation system, which dressed up the interior to a level befitting a $50,000 vehicle.

Still, in some areas, certain staffers thought the interior materials to be on the cheap side. “The headliner looks as if it were made out of recycled lunch trays,” said production editor Jon Yanca. Without COMAND, as was the case with our West Coast test car, the interior really does look a bit déclassé, its big vents and sparkly painted plastic buttons conveying more base-model C-class character than aspiring SL-class. That said, with the top up, the cabin is coupe quiet and secure regardless of climate conditions.

One top-related gripe, however, annoyed drivers of both test cars. Yanca put it best: “There is a serious flaw in that when the top goes up, none of the windows goes up with it so you have to put them up manually and then hit the buttons a second time [finding the second up-click]. Otherwise, the rear quarter-windows will get left down, which is easily done.” One tester forgot to raise the rear windows at least five times in a week.

What’s the “S” For, Anyway?

If you ever wondered what “SLK” actually stands for, it’s “Sportlich, Leicht, Kurz”, which means “Sporty, Light, and Short.” For ‘09, Mercedes made an effort to dial up the “sporty” part. For example, we share universal appreciation for Mercedes-Benz’s new direct-steer system, which technically is progressive, not direct, delivering less steering effort right off-center but building effort considerably as the wheel is turned. Lock-to-lock is actually reduced by 25 percent, and since complex actuators and sensors are eliminated, the steering feels very natural and imparts a rather sportlich character in the twisties.

Shouldn’t It Be Faster?

For ’09, an output boost brings the SLK350’s 3.5-liter V-6 from 268 horsepower and 258 pound-feet of torque to a nice robust 300 horsepower and 265 pound-feet, available now only via a seven-speed automatic transmission with manual, sport, and automatic modes and optional paddle shifters.

After driving the SLK350, however, some of us feel that as a 300-hp two-seater, it ultimately should feel faster than it does. Our drag-strip number agreed with the seat of our pants, with the SLK350’s sprint to 60 requiring 5.5 seconds—certainly more hare than tortoise, but still 0.2 second slower than the manual-transmission ‘05 SLK350 we tested nearly four years ago. Our 14.0-second and 102-mph quarter-mile figures were also slightly behind the 13.8 seconds and 103 mph of the ’05 car.

Manual shifting—supposedly offering the quickest shifts—didn’t seem to help. Indeed, as associate editor Erik Johnson noted, “The transmission is smooth, but manual shifts are too slow. Preplanning downshifts is a must, which saps any sportiness.”

But there are dynamic upsides. “Ride is pretty damn phenomenal for a car with such a short wheelbase. I guess that’s what 17-inch wheels will do for you,” said Johnson. Also, body roll is beautifully contained, and the 0.87-g skidpad rating is more than respectable. The big 13.0-inch-front and 11.4-inch-rear brakes operated faultlessly, pulling the 3318-pound roadster to a halt in 166 feet.

Deputy editor Dave VanderWerp characterizes the SLK350 as “a mini-SL—nearly as fun, way cheaper, but without the gravitas. The V-6 has a snorty growl at the low end; it's reasonably quick and fuel efficient. Our car was averaging an indicated 22 mpg for its entire 3300-mile life, including testing.” We averaged 20 mpg during our time with the SLK350, which was on par with the EPA ratings of 18/26 mpg.

“Porsche, Porsche, Porsche!” It Cries

Ultimately, we appreciate the cleverly packaged, reasonably attractive, and arguably more masculine roadster that is the 2009 SLK350. Brandishing many luxury features, a retractable hardtop, 300 horses, and a three-pointed star, the SLK350 occupies its rightful spot in the prestige brand’s lineup.

Indeed, we’d probably love it if the SLK, like Cindy Brady, didn’t live in the shadows of Porsche’s splendid, like-priced Carrera knockoff, the veritable Marcia of the segment. “I definitely like the SLK,” Johnson said. “It’s good, but the Boxster is just so much better in nearly every way.” Yanca agreed: “I could never understand why someone would choose this over a Boxster.” That’s easy for suburbanites with garages to say, but for city dwellers, the SLK’s folding hardtop may tip the scales.


VEHICLE TYPE: front-engine, rear-wheel-drive, 2-passenger, 2-door roadster

PRICE AS TESTED: $60,225 (base price: $50,825)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 213 cu in, 3498cc
Power (SAE net): 300 bhp @ 6500 rpm
Torque (SAE net): 265 lb-ft @ 4900 rpm

TRANSMISSION: 7-speed automatic with manumatic shifting.

DIMENSIONS:
Wheelbase: 95.7 in Length: 161.5 in
Width: 70.4 in Height: 51.1 in
Curb weight: 3330 lb

C/D TEST RESULTS:
Zero to 60 mph: 5.5 sec
Zero to 100 mph: 13.5 sec
Zero to 130 mph: 25.6 sec
Street start, 5–60 mph: 6.0 sec
Standing ¼-mile: 14.0 sec @ 102 mph
Top speed (drag limited): 158 mph
Braking, 70–0 mph: 166 ft
Roadholding, 300-ft-dia skidpad: 0.87 g

FUEL ECONOMY:
EPA city/highway driving: 18/26 mpg
C/D observed: 20 mpg



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