Someone at Mercedes-Benz has grown a wild hair. How else can you explain the 2012 Mercedes-Benz SLK350? It's fun. It's serious. For the first time in three generations, here is a roadster that comes remarkably close to being called -- dare we say it? -- a driver's car.
How so? Starting with the basics, Mercedes has employed the very same 3.5-liter V-6 you'll find in the C350 and ML. In this application, the aluminum mill gains an encouraging growl from those dual exhaust pipes and 34 extra ponies, now up to 302 horsepower. That's 53 horsepower less than the last generation's V-8-powered AMG model.
The SLK applies that newfound power generously through the seven-speed transmission, reaching 60 mph in 5.1 seconds and the quarter mile in 13.6 seconds at 102.9 mph. With its 18-inch wheels shod with Continental ContiSportContact 5 tires, the roadster makes good use of its 13.5-inch front and 11.8-inch rear rotors, coming to a halt from 60 mph in an impressive 109 feet. Three stopping tests returned a 2-foot spread from the best distance, indicating that the ventilated discs (front rotors are drilled, too) work well.
The SLK goes robustly and stops well, but handling is our primary concern. Around our figure eight, the roadster posted a 26.1-second lap time, three-tenths slower than the naturally aspirated Z4's 25.8-second lap -- and far behind any Boxster. On the skidpad, SLK generates a respectable 0.89 average g, which again falls short of its German rivals.
But don't let these test results belittle the SLK, because the driving pleasure it delivers is the best Mercedes has offered in a modern roadster yet. The combination of accurate steering (with one major hitch we'll address later) and a low polar movement give the SLK a newfound sense of agility. Turn-in is taut and the chassis never gives the impression that it's hiding something, lending the SLK a comfortable eagerness on curvy roads.
But we must offer two caveats for limit driving. Two staffers experienced an odd and repeatable glitch in the variable ratio steering: In manual mode, a bit of aggressive cornering and a few gear changes would instantly and dramatically increase the weight in the steering to the point where it felt the pump had overheated. The steering would revert to normal after a gear change. On that note, the seven-speed transmission, when left in automatic mode, had a nasty habit of downshifting on turn-in, which would add an unwanted extra bit of rotation. Some on staff also found it reluctant to downshift when asked. "I was hitting the paddle repeatedly and didn't get a downshift until I toed the kickdown switch," said Frank Markus
Our biggest disappointment, however, lies in the styling. The SLS-inspired nose seems to have been grafted on without the SLK's approval; it's too forced. Nor does its harsh, flat front integrate cleanly into the miniaturized SL cues on its flanks. One evaluator labeled it an "ungainly aesthetic mess, at least partially created by trying to package the retractable hardtop."
The cabin is a far more welcome place to be. "Great red accents inside," noted Markus. Top operation is smooth, and a handy button opens and shuts all four windows. Unfortunately, the cabin is unexpectedly noisy at freeway speeds. I noticed lots of wind noise coming from the seatbelt guide over my left shoulder at 75 mph. With the roof up, interior noise settles to levels that are more acceptable. And though hopelessly titled, Magic Sky Control, which polarizes the sunroof at the push of a button, was the recipient of unanimous praise from our office.
It has its share of faults -- things you likely wouldn't notice on a calm daily drive, assuming you don't mind the exterior -- most of which could be solved in a mid-cycle refresh. In total, Mercedes has made a large and very serious step towards making the SLK a serious roadster. It's going down the right road, quickly.
