2006 Slk55 Amg
We know that AMG, the high-performance wing at Mercedes-Benz, has a pretty good handle on engine tweaking—just look at its spring catalog. AMG offers up 14 models, each packing no fewer than eight cylinders and outputs ranging from 355 horsepower to a mind-boggling 604 horsepower and 738 pound-feet of torque.
And although we've rarely knocked an AMG vehicle for lack of straight-line juice, neither have we been known to heap praise on the entire package, as it's been our experience that these souped-up cars are sometimes overweight and underperforming on the skidpad and during back-road boogies. Now, lest you think we're making excuses for this new SLK55, AMG's least-powerful car, let us introduce a previously unused AMG performance trick: Mercedes' seven-speed automatic. The German automaker introduced this transmission for 2004, but until now the most powerful engine it was bolted to was the company's 302-hp, 5.0-liter V-8, so all AMG models had to rely on the five-speed automatic. So what are a couple more gear ratios going to do? Let us explain.
The previous-generation car, the SLK32 AMG, had a supercharged and intercooled 3.2-liter V-6 putting down 349 horsepower and 322 pound-feet of torque. The last one we tested ["Topless Toys," C/D, August 2001] weighed 3265 pounds, scampered to 60 mph in 4.5 seconds, and crossed the quarter-mile in 13.0 seconds at 110 mph. Now, the SLK55's 24-valve, 5.4-liter naturally aspirated
V-8 cranks out just six more horsepower—but an additional 54 pound-feet of torque. Still, the new car's weight is up 190 pounds to 3455, so the power-to-weight ratio has worsened slightly.
Despite this fact, the SLK55 outaccelerates its predecessor, ripping to 60 mph in 4.3 seconds and clearing the quarter in the 12s—precisely, 12.7 seconds at 111 mph—largely because of improved gearing, not just power. Still not convinced? How about this: The 400-hp Corvette in a recent comparo ["It's-All-About-Me Roadsters," C/D, March 2005] outguns this SLK55 by 45 horsepower and 24 pound-feet of torque, and weighs 155 fewer pounds. Yet the Vette ties the SLK at 4.3 seconds to 60 mph and loses the quarter-mile race by a 10th, 12.8 versus 12.7 seconds. And that was a six-speed manual Corvette, not the wimpy four-speed automatic. Or consider this: The SLK55 matches its big brother E55 from 0 to 60 mph—despite the E55's 469 supercharged horsepower propelling fewer pounds per pony—and is just 0.2 second slower through the quarter-mile.
Besides the overachieving numbers, acceleration runs are just so darn pleasing in the SLK55. Modulate the throttle for launch to produce an appropriate amount of wheelspin, and then hammer it—the rest is taken care of for you. With the closely spaced cogs, the engine is always kept in a sweet spot between 5000 rpm and the 6700-rpm redline; thus, acceleration is never peaky, just strong and constant, with upshifts executed nearly manual-tranny quick. Mercedes says AMG's modifications to the standard seven-speed netted 35-percent-faster shifts, and the tranny must swap ratios quickly since it has to shift twice before reaching 60 mph in the SLK55. Delayed reactions would spoil any increased performance from the enhanced gearing.
As good as the transmission is at acceleration runs, it doesn't falter around town, either. Shifts are smooth and unobtrusive, and despite having seven ratios available, it resists overshifting. Yet the gearbox is always ready to blast off, providing up to four gear kickdowns at a time. Stand on the throttle when cruising along at 70 mph in seventh gear, for example, and the transmission seamlessly downshifts to fourth gear and shoots the SLK forward. Our only complaint with the transmission is that while decelerating it downshifts aggressively through the gears, making it impossible to stop smoothly. Of course, you can alleviate this problem by using the manual mode and choosing not to downshift early.
Any reservations some of us had with the SLK's styling being too feminine in SLK350 guise are thoroughly dispelled in the SLK55. Head on, the air dam is lower and, with its sharper edges, presents the SLK with a more aggressive, bolder image. Just around the sides, in front of each wheel, are two vertical slots that promote airflow through the radiator and oil cooler. Moving along, we happily see the extended side skirts and the 18-inch, 16-spoke AMG wheels that nicely fill the wells (up one inch and six spokes from those on the SLK350). Around back reside huge quad tailpipes and a small lip spoiler on the trunk. We were hesitant about the test car's color at first—the blue just had too much baby in it. But seeing it in different light, and armed with the window sticker that clearly indicated Diamond Silver, we changed our minds.
The SLK looks small, and measuring 160.9 inches long, 70.6 inches wide, and 50.0 inches tall, it is smaller in every dimension than a Porsche Boxster. But slide down and in, and you'll be surprised at the space. Have a seat in the extremely supportive bucket, and adjust it to fit. Most likely, you'll find a pleasant position, since even our tallest, six-foot-five test dummy found comfort in the SLK, despite no adjustments for bolster or lumbar. Straight ahead are two large, easy-to-read gauges that relay speed and rpm, and they light up at night with a brilliant, Lexus-esque white glow. In between the gauges are the typical Benz digital readouts for such things as the odometer, fuel economy, and stereo, but the display seems of a higher quality than in other models. All around the cockpit are reasonable touches of leather and silver-colored plastic. Even the gray plastic on the dash and center console is softer to the touch than most. The only item seemingly misplaced among these upscale furnishings is the manual climate control, but for $750, it can be automated.
Ignite the engine, and it responds with a lovely V-8 rumble. Dip into the throttle for a taste of the quad tailpipes' roar. But be careful, especially when the tires are cold, because just a slight throttle nudge may elicit wheelspin. The throttle isn't touchy; it just takes time to adjust to the amount of forward thrust you're looking for. Either way, the traction and stability controls will set you straight if they perceive an inordinate amount of tomfoolery.
AARON KILEY
We appreciated the SLK350's much-improved chassis. The AMG folks stiffened things up in the suspension department, while dropping the SLK 1.1 inches. The tires do stay firmly pinned to the ground, but the already taut ride has suffered some from that of the SLK350—it's definitely in sports-car territory. We still don't rate the SLK55's ride as punishing and wouldn't think twice about a two-person road trip. Body motions are kept in tighter control. Turn in for a corner, and appreciate the lack of body roll. However, AMG has annoyingly heavied-up the steering, even though the same hardware maintains the SLK350's excellent feel. Keep pushing the 225/40R-18 front and 245/35R-18 rear Pirelli P Zero Rosso MO tires, and they'll hold on until 0.91 g, an improvement over the SLK350's 0.89 g.
AMG upsized the brakes by 0.4 inch in front and 1.6 inches in back, bringing the discs to 13.4 and 13.0 inches, respectively. Assisting in stopping power are two additional pistons in each caliper, making the count six in each front binder and four in the rears. But the best part is that there's no electrohydraulic wizardry dishing out the braking force. In practice, the brakes produced absolutely fade-free stops from 70 mph in an impressive 156 feet—better than any other vehicle we've tested in the current AMG lineup and even outdoing the $455,750 SLR McLaren. They're also 14 feet better than the Corvette, 19 better than the SLK350, and just three feet worse than the Porsche Boxster S.
AARON KILEY
The base price of the SLK55—$62,520 including the guzzler tax—is $15,550 higher than a standard SLK350's, but that increment strikes us as reasonable for the major performance upgrades. It is also the least expensive car in the AMG lineup, except for the C55, and we think the SLK is the best balanced of the lot. Our tester's sticker was $63,550 owing to two options: metallic paint ($680) and Airscarf ($350), which blows warm air on the occupants' necks, nice for top-down motoring in cold weather.
Had it been in our March roadster comparo, the SLK55 would have been the most expensive entry but also the quickest through the quarter-mile. Its aggressive looks and upsized brakes would have worked in its favor, too. Moreover, most passersby were awed by the AMG roadster, wondering, "How much does that cost, $150,000?" Hmm, a Corvette never produced a similar effect.
STEVE SPENCE
This is just a hugely appealing car to me. It's a very compact, tight, and solid sports car with stupendous power, the torque at levels causing one to ponder neck injury. Its gleamingly beautiful silver Mercedes skin looks as if someone had stretched it over the chassis. You cannot produce a better interior—it just reeks of luxury. The elegant seats (heated, three temps) could not fit better or support more fully. It's a convertible, yet there is no downside in winter (except traction), no incursion of cold, no flapping noise—and it's almost as rigid as a coupe. The price is not unreasonable. (The valet literally bows when you show up. Maybe he'll tip you. He should.)
ANDRÉ IDZIKOWSKI
What a difference 355 horsepower makes. AMG has transformed the SLK from a sporty little roadster into a seriously fast, snarling beast. It's just as fast in a straight line as a Corvette convertible we tested in March, but it's miles ahead when it comes to refinement for everyday driving. With the top down and the gas pedal to the metal, the howl from the engine and the quickly blurring scenery will make the hairs on the back of your neck stand up. I do have one nit to pick: The upshift and downshift buttons on the back of the steering-wheel spokes need to be replaced by paddles, which are easier to use and would look way cool in a car of this caliber.
TONY SWAN
I'm torn here. On one hand, it's hard to resist a roadster that delivers Corvette performance pretty close to Corvette prices, with the extra cachet of that three-pointed star. On the other hand, it's hard to love a car whose suspension bushings seem to have been hewn from the living rock—particularly on Michigan's battered roads, particularly when that car wears the three-pointed star. But I'm sure of this: The styling that seems awkward on the Mercedes SLR, with its elongated snoot, looks terrific when it's shrunk to fit the SLK. The SLR notwithstanding, Mercedes is on a major roll with its styling, and the SLK is the best of a very sexy bunch.
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Source: https://www.caranddriver.com/reviews/a18202491/mercedes-benz-slk55-amg-road-test/
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