First Drive: 2012 Mercedes-Benz SLK Roadster

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Pleasure for a pair

Mercedes sticks with SLK's longstanding mini-GT formula By John LeBlanc CANARY ISLANDS, SPAIN — Self-indulgence is at the root of any car with only two seats. You might as well hang a NO KIDS ALLOWED sign on the door handles. And the pleasure principal only multiplies when discussing a stylish number like the Mercedes-Benz SLK Roadster. First seen in 1997, the rear-wheel-drive SLK — with its revolutionary-for-its-time and much copied retractable hardtop roof that allows owners the pleasure of open-air motoring and the comfort of a hardtop at the flick of a button — has become a fixture in Mercedes’ ever-growing lineup.[svgallery name="2012_MB_SLK_250_hirez"] With prices starting at around $60,000, it’s also a relatively affordable alternative to the brand’s $126,000-plus SL and $198,000-plus SLS AMG Gullwing two-seaters. Even with a more athletic chassis, Mercedes-McLaren SLR supercar-like looks, punchier V6s, a real manual transmission and the only V8 in its class in the SLK 55 AMG, when the second-generation SLK arrived for 2005 the small Mercedes two-seater was still likely to be considered for its style and comfort than its outright performance when compared to rivals like the Audi TT, BMW Z4 and Porsche Boxster. With few radical changes, the so-called “third-generation” 2012 SLK is a further refinement of its predecessors’ pleasure-over-pain philosophy. The new SLK’s fundamental package is a continuation of the 2005 model. The roof, wheelbase, cockpit and limited trunk room (especially when the folding roof is stored for alfresco driving) have been carried over. More than likely, though, you’re interested in the SLK because of the way it looks. Fashioned from ‘Benz’s pricier SL and SLS AMG Gull Wing stylings, the new Roadster’s exterior isn’t as clean and pure as the first ’97 SLK, designed by Michael Mauer, Porsche’s current head designer. Inside, the mimicry continues with a scaled-down version of the SLS’s circular vents and upswept centre stack theme. The topline SLK 55 AMG with its V8 will go on sale in November this year. But here on Tenerife, the largest of the seven Canary Islands, Mercedes-Canada only handed over the keys to the new 2012 SLK 250 (the sand coloured car) and SLK 350 models (the red car.) Following an industry trend toward smaller displacement engines with forced induction, Mercedes is reintroducing a four-cylinder engine in the base model SLK 250 and the 2012 C Class Sedan — a cylinder count not available in the two-seater since the first generation. Expected to start around the same sub-$60,000 point as the outgoing SLK 300, when it goes on sale with the AMG model later this year, the new SLK 250’s primary reason for existence is to reduce CO2 emissions in Europe and raise fuel economy ratings in North America. Compared to last year’s SLK 300’s naturally aspirated 3.0-litre V6, the new SLK 250’s 1.8-litre inline-four is blessed with direct-injection and turbocharging. Horsepower goes down (from 228 to 201), but torque is up ( 229 to 221). Also note: manual gearboxes have been deemed verboten in 2012 SLKs; only a seven-speed automatic is available. According to Mercedes, fuel economy improves from 11.2L/100 km city and 7.6 highway in the old SLK 300 to 10.2L and 7.5L, respectively, based on the European SLK 250 models we drove that had a stop/start system that Canadian-market SLK 250s won’t have. Officially, Mercedes-Benz Canada is blaming our dirtier pump gas that has more sulphur than what is found in Europe as to why the SLK’s stop/start system isn’t available. Yet Mercedes’ CLS 63 AMG and S 400 Hybrid both have this feature, so… If you can’t wait, the 2012 six-cylinder SLK 350 goes on sale next month. Mercedes says it’s the first application of an all-new V6, dubbed M276. It retains last year’s 3.5-litre displacement figure, but the addition of direct-injection (and other changes) ups horsepower by 2 and torque by 7 lb.-ft. (now totaling 302 and 273). More importantly, fuel economy is estimated to improve by 10 per cent over last year’s SLK 350’s 11.1 L/100 km city and 7.9L on the highway ratings. Both 2012 SLKs benefit from a traditional hydraulic steering setup, which is weighty just off centre, then turns quicker after about a quarter turn of the helm. At the back, a torque-vectoring feature of the Electronic Stability Control system adds braking to the inside rear wheel to mitigate understeer — a long time Mercedes gripe that’s almost been all but eliminated in the new SLK. If you’re interested in the SLK as a sports car, instead of a mini-grand tourer, know that there is a difference in the two models we drove. Not only is the SLK 250 less expensive to buy and run, it’s also the more fun-to-drive roadster of the pair. For starters, the four-cylinder model feels more willing to turn into corners than the V6 model that weighs about 45 kilograms more, with most of that avoirdupois stuck over the front wheels. Perhaps because our drive route took us up nearly 2,400 metres above sea level through the lava fields of Tenerife’s Mount Teide National Park, but the SLK 350’s V6 felt less eager to rev than the SLK 250’s force-inducted four. In reality, the SLK 250 is about 1.5 seconds slower from naught to 100 km/h than the SLK 350 7.0 versus 5.5). But it sounds out a guttural growl when caned, and the exhaust pops excitedly when the autobox downshifts. Quite fun. But perhaps not fun enough for hardcore drivers. Neither new SLK models can offer the visceral thrills and tactile feedback that the class-leading Boxster delivers. Or even a TT-S when equipped with Audi’s adaptive shock system. That said, the typical SLK buyer won’t care. She (have you ever seen a male SLK driver?) likes the “idea” of a sports car, but without the pain of having to shift gears on her own, or suffer a harsh ride over bad pavement. In that regard, the SLK continues as a pleasant and comfortable bit of self-indulgence for two, and the changes for 2012 only solidify and improve upon that pedigree.

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