Inside, the SLK230 Kompressor gets a machined aluminum faceplate for the center console, and in the SLK320, the faceplate will be wood. Both models get new body-colored lower rocker panels and revised front and rear lower aprons. There are body and trim changes to accompany the powertrain upgrades. Especially detracting is the steering, which is much too quick off-center and makes bending into curves more mental work than it ought to require. Rowing your own gears and listening to a humming engine go a long way toward fulfilling the promise of the roadster experience, but our other driving complaint still remains. Considering Mercedes-Benz's well-deserved engineering reputation, we think the company should have done better. Although it's a big improvement over the old one, the new box lacks the rifle-bolt precision of the Honda S2000's transmission. The gearbox is a freshly designed unit, but it clearly came from the same family as the old box the shifting still feels artificial and the effort is high. Even more welcome was the V-6 car's quicker throttle response and smoothness. Mercedes says the V-6 adds only about 50 pounds to the SLK, so the extra 25 hp and the new gearbox should quicken 60-mph sprints to about 7.5 seconds, considerably quicker than the 8.2 figure of the last SLK we tested. But now the V-6 emits a muted howl that's much more satisfying though never loud or offensive. The old four-banger's note is the exact opposite of what you want in a sports car. The V-6 is remarkable for the improvement in the exhaust note alone, and the extra ponies won't go unnoticed. The base price for the SLK230 Kompressor will be $39,622, and the SLK320 will start at $44,872.
#Mercedes slk 230 kompressor convertible manual#
Both engines come standard with the new six-speed manual transmission, and the carry-over five-speed automatic continues as an option. The base SLK230 Kompressor gets a redesigned cylinder head, a coil-on-plug ignition, and quieter supercharger bearings, all of which conspire to boost power by 5 hp to 190 hp. The V-6 model will be labeled the SLK320. Torque is especially lusty in the V-6: There's 229 pound-feet available at only 3000 rpm, and that output is available all the way to 4600 rpm. Mercedes says the three-valve arrangement produces fewer emissions, especially at engine startup. The engine block is aluminum, with a single overhead camshaft operating two intake valves and a single exhaust valve. The engine is the same V-6 found in the current E320 sedan (it will also appear in the upcoming C-class replacement). So once again, in a 1999 sports-car comparison, the sleek and comfy but bland-performing roadster finished last.įor 2001, the SLK gets two new additions that should help it become more of an enthusiast's car: a 3.2-liter V-6 engine providing 25 more ponies than the supercharged four, and a six-speed manual gearbox. That was a step in the proper direction, but the gearbox was a clunky piece that made quick shifts impossible and didn't contribute significantly to making the SLK a more sporting car. Then, in 1999, a five-speed manual transmission was added, and the five-speed automatic became a $950 option. That may have had something to do with an SLK's finish in a 1997 comparo with a Porsche Boxster and BMW Z3 2.8 - it came in last. So, whereas the SLK came standard with a remarkable retractable hardtop, a stylish interior and exterior, and a roomy passenger compartment, we groused over its lack of a manual transmission, complained about its punk exhaust note, griped over its jerky steering, and declared it short of horsepressure. When it comes to roadsters, we're a bunch that values invigorating driving above all else. There were plenty of reasons to like the Mercedes-Benz SLK230 Kompressor when it debuted in 1997, but hard-driving pleasure was not one of them.
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