March 11, 2005 - 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.

With that stiff structure the suspension engineers could do their “thang”. Up front are struts and a multilink setup out back. And check out the offset spec tires: Regular SLK350s run 225/45R-17s in front and 245/40R-17s in back; with the AMG package our car had ($8,780) you get 225/40ZR-18s up front and 245/35ZR-18s on the rear.



You can use the engine’s torque at low speeds to engage oversteer. The suspension setup and generous rubber at higher speeds means the SLK resists understeer unlike any other Benz. Traditionally, the behavior of Mercedes electronic stability programs has been to say the least, annoying; jumping in way too early before a driver with a modicum of skill can explore a car’s limits. However, with the new SLK, Mercedes’s engineers seem to have programmed a little more leeway into the system.

The SLK’s ride is definitely sports-car stiff, but out on the open road it shows a fluidity of body control that easily bests a brittle BMW Z4. Rack and pinion steering replaces the antediluvian recircling ball setup from the last gen SLK that the new Crossfire inherited. It was just too quick off-center and nada after that. With the new-and-improved SLK, all of a sudden, you find that you can really throw around this car with ease. The 2005 SLK also has traditional hydraulic brakes instead of the brake-by-wire Sensotronic system that forces you to adjust your driving instincts. Brake pedal feel is outstanding.

The first SLK was never thought of as a serious ride for car zealots. It looked marvelous, and the trick folding top made sense for driving in Canada year round. From a driving standpoint, well, it kinda sucked. If you’re looking for a satisfying driving experience, especially with the stick, the new SLK can be added to your roadster shopping short list, guilt free.



As a sports car with real driving cojones, in one fell swoop, the SLK jumps ahead of the Audi TT Roadster 3.2 (250-hp $64,950), BMW Z4 3.0i (225-hp $59,900), and Nissan 350Z Roadster (287-hp $52,900). Nevertheless, if it was my money, its hard to argue with the performance value of a Chevrolet Corvette Convertible (400-hp $79,495), or the pure sports car feel from a Porsche Boxster (240-hp $62,400).

Mercedes will still sell a ton of SLKs based on the mini-SLR looks alone and that tri-star in the grille. They don’t sell an SL350 here, but if they did, this mini-me version would do just fine at a fraction of the cost. Bottom line: With the 2005 Mercedes-Benz SLK350, any pangs of roadster envy can now be cured.

Nice career path, eh?

- John LeBlanc, Publisher, straight-six.com



2005 Mercedes-Benz SLK350

Type: Front-engine, rear-wheel-drive, 2-passenger, 2-door roadster

Base price: $64,500

Price as tested: $79,430

Warranty: 4 years/80,000 kms, with no extra charge scheduled maintenance.

Engine: 3498cc V-6, double overhead cams, 268 bhp @ 6000 rpm, 258 lb-ft @ 2400 rpm

Transmission: Driver-adaptive 7-speed automatic with Touch Shift

Suspension: Front: ind, strut located by 1 diagonal link and 1 lateral link, coil springs, anti-roll bar; Rear: ind; 1 trailing link, 3 lateral links, and 1 toe-control link per side; coil springs; anti-roll bar

Brakes: Type: hydraulic with hydraulic power assist, anti-lock control, and electronic panic assist

Wheels: 18-in. alloy

Tires: Front: 225/40ZR-18s; Rear: 245/35ZR-18s.

Wheelbase: 2,430 mm (95.7 in)

Overall length: 4,082 mm (160.7 in)

Overall height: 1,271 mm (51.1 in)

Overall width: 1,794 mm (70.4 in)

Curb weight: 1,465 kg (3254 lb.)

Optional features: Power front seats w/Memory package ($1,895); Heating package ($1,290); 7-speed automatic transmission ($1,500); Bi-xenon washer package ($1,465); AMG Sports Package ($8,780)

Fuel type: Premuim gasoline recommended