Although first mooted in showcar form back in 1994, Merc’s
baby sportster (the K stands for kurz, or short) is as crisp as ever, thanks
to a mid-term facelift that has subtly changed the bumper line and side mouldings.
Complementing the subtle styling revisions are 16-inch alloy wheels (7J in
front, 8J at the rear), reworked front and rear foglights, restyled rear lights
and a painted
radiator grille. Headlights are now xenon units.But the makeover is more than
skin-deep. For starters, there’s a change of engines, the previously
offered SLK200 and SLK230 Kompressor models being replaced by the SLK200 Kompressor
and V6-engined flagship SLK320. But the real
excitement for dyed-in-the-wool South African sports car fans is the addition
of a manual version of the new 200 Kompressor to the local range. Much as we
loved earlier versions of the SLK, we have always lamented the lack of a sporty
stick-shift. The new Kompressor model puts this to rights, offering the choice
of a five-speed auto or a six-on-the-floor manual set-up that transforms the
driving experience.
Up front is a power-unit we already know well, having sampled it in the new
C200 Kompressor (tested for January 2001 CAR). In SLK guise, it has exactly
the same outputs, with a peak power figure of 120 kW at 5 300 r/min, and maximum
torque of 230 N.m, available across the band between 2500 and 4 800 r/min. Although
based on the company’s normally aspirated two-litre four, the power-unit
has a range of detail modifications, including sodium-cooled exhaust valves,
a modified piston design, and spray cooling of the piston crowns. The belt-driven
supercharger is far lighter than the one used on earlier SLK and C-Class Kompressor
models as a result of the elimination of the electromagnetic coupling between
the unit and the engine. Like its predecessors, it is a Roots-type blower with
two three-lobed rotors, set at an angle of 60 degrees to each other, that rotate
without touching inside the housing, forcing the charge air into the combustion
chambers. Dropping the electromagnetic coupling, which previously separated
the supercharger from the engine when idling, was made possible by new bearing
technology.
Among the other advances incorporated into the new-generation engine are redesigned
inlet and outlet ports for better gas-flow, single-spark ignition coils integrated
directly into the cylinder head, the adoption of platinum spark plugs (with
a life of around 100 000 km, provided the fuel doesn’t contain metallic
compounds), new Siemens electronic engine management, and a redesigned exhaust
system. Several measures aimed at reducing engine noise have been adopted, including
rubber-coated timing chain sprockets, a cover over the induction pipe and a
newly developed suction fan for cooling. The new supercharger design also makes
for quieter running.
SLK models now feature ASSYST, Mercedes-Benz’s active service system,
which varies the engine maintenance schedule according to the measured load
on the engine oil, and ESP (electronic stability programme), the latter being
integrated with the ABS and engine management systems. Suspension is the same
set-up as before – double wishbones in front, with a multi-link system at
the rear – but with detail mods to improve driving dynamics. Changes include
a reinforced stabiliser in front, a torsion-bar stabiliser at the rear, and
retuned shockabsorbers with reduced spring travel and a slightly lower ride
height.
Although Mercedes’s compact sports car featured state-of-the-art crash
safety systems from the start, the latest SLK incorporates measures to bring
it into line with the latest Euro-NCAP standard. Intrusion by the engine into
the passenger cell in offset frontal collisions has been further reduced, and
side and rear impact protection has been improved.
Arguably the SLK’s greatest tour de force is its superb Vario folding
roof, a feature that can turn the car from a well insulated coupé to a
wind-in-the-hair sportster at the touch of a button. The steel top folds into
the upper section of the boot, the process being effected by a powerful pump
linked to five hydraulic cylinders. For safety reasons, the mechanism can only
be activated at up to walking speed.
Inside, the SLK is a snug-fitting two-seater that caters for the so-called
“90-percentile male”. Taller folks may struggle somewhat to get
comfy – our resident beanpole kept hitting the car-phone cradle when selecting
reverse – but the electrically adjusted seats allow plenty of adjustment
for average-sized people. Facia, controls and instrumentation are typical Mercedes-Benz,
crafted in high quality materials. Ergonomically, the controls are great, although
one tester commented that he could not instinctively get to grips with Mercedes-Benz’s
generic multi-function column stalk.
In the 200 Kompressor, facia inlays are in turned aluminium, imparting a bright,
sporty feel to the interior, and seats and steering-wheel rim are wrapped in
fine leather. Among the other standard items are air-conditioning (with recirc
function), front and side airbags for driver and passenger, remote-controlled
central locking/alarm/immoboliser, Audio 10 radio with front-loading CD and
Bose sound, pop-out cupholders, electric windows (one-touch on driver’s
side), and a reach-
adjustable steering column.
Fire up the big four on a sunny morning, press the dark-red button to lower
the top, and you’re in motoring heaven. Almost, we should say, because,
though the engine is quieter than previous versions, it’s a touch rattly
at idle. And, even at higher revs, its tune doesn’t bear comparison with
the symphony played by a BMW six…
Head out onto your favourite driving road, however, and the slight initial
disappointment is forgotten. With its stocking-like deflector in place, the
cabin is cocooning, even with the top down. And using the ‘box as you
hurtle along a twisty route is immensely satisfying. Even though the manual
shifter has the typical metallic, switch-like Mercedes feel, it transforms the
SLK from a sporty tourer to a fun-to-drive sports machine, imparting a feeling
of control that only a direct link between driver and cogs can achieve. The
extra responsiveness, along with crisp steering, pin-sharp handling and high
grip levels place this car among the great driving machines. And the ESP allows
just enough leeway for fun before it steps in to keep you on the straight and
narrow.
Out on the test strip, we were able to sample both manual and automatic versions
of the SLK200 Kompressor. Weighed down by two occupants and a full complement
of test equipment, the six-speed manual car managed the zero to 100 km/h sprint
in 9,56 seconds, just short of half a second less than was needed for the five-speed
auto (see our additional results sheet). The two cars’ top speeds were
identical at 223 km/h. This reinforces Mercedes-Benz’s standard claim
that the automatic transmission versions of each of its models are virtually
as quick off the mark as the manual-shifters.
Fuel consumption is a whisker better for the six-speed, which manages a CAR
fuel index of 10,11, compared with the auto’s 10,43. That translates
to a range of 593 km on the new 60-litre tank for the manual, with the auto
trailing only fractionally at 575.
But the bald figures don’t tell the whole story. The manual ‘box
turns the SLK into a driver’s car, and we would lay odds that, expertly
driven, it would demonstrably be the quicker car from point to point over a
twisty route. In town situations, however, we can see that the manual shift
might be too much PT for some. In an urban commuter role the automatic, with
its traditional, unflustered Mercedes-Benz character, would be the choice of
many buyers. Both machines make excellent highway cruisers, whether in well-protected
top-down form, or in coupé guise.
