Mercedes-Benz SLK55 AMG In a time when most of its rivals are downsizing their engines and adopting forced induction or hybrid technology to boost output, we're glad to
Mercedes-Benz announced the new SLK in the autumn of 2010, several months prior to its official 2011 launch, allowing car magazines to drive disguised test cars.[8] The company took the unusual step of issuing several press releases in October and November 2010 announcing new features such as "Magic Sky Control".[9] In January 2011 the car was officially announced.[10]
The 2012 Mercedes-Benz SLK350 features a 3.5L V6 that puts out 302hp and torque of 273ft. lbs., matched with a 7-Speed Automatic transmission.[citation needed]
The SLK 55 AMG was announced in August 2011, it features a normally aspirated 5.5 litre V8 with 422hp (310kW) and can reach 100km/h in 4.6 seconds.[11]
In 2000 the SLK received a facelift which included new front and rear bumper designs, body-coloured side skirts and the introduction of new wing mirrors incorporating indicators. The range was expanded to include a new entry-level model SLK 200 Kompressor and a new V6 in the SLK 320. Technical improvements included the addition of Electronic Stability Program (ESP) and a new 6-speed manual transmission. A stabilizer bar was added to the rear and the front one was reinforced. A 3.46:1 axle was added for the manual shift SLK, and the fuel tank grew from 12 to 14 gallons.[clarification needed]
In 2001 a new AMG model was added, with a 349 hp (260 kW) supercharged version of the 3.2 L V6. This SLK 32 AMG was the most powerful R170 SLK, and was a direct rival of the BMW M Roadster and Porsche Boxster S. It was only offered with the newly engineered five-gear "SpeedShift" and boasted 35% quicker automatic shifts.. All engines were hand built by AMG by an individual engineer. The SLK32 AMG's engine has two spark plugs per cylinder for maximum combustion and was fitted with an intercooled Lysholm-type "twin-screw" supercharger. Brakes became 13.15" diameter from 11.8" standard. AMG production ran between Aug 2000 and March 2004. Only 4,333 were built in total, of which 979 were retained for Germany, 2,056 exported to the USA and 263 to the UK.
In July 2004 a Special Edition was launched prior to the replacement with the new R171 SLK in 2005. The R170 lived on as the Chrysler Crossfire until 2008, sharing substantial elements of the SLK including engines and interiors
In 2000 the SLK received a facelift which included new front and rear bumper designs, body-coloured side skirts and the introduction of new wing mirrors incorporating indicators. The range was expanded to include a new entry-level model SLK 200 Kompressor and a new V6 in the SLK 320. Technical improvements included the addition of Electronic Stability Program (ESP) and a new 6-speed manual transmission. A stabilizer bar was added to the rear and the front one was reinforced. A 3.46:1 axle was added for the manual shift SLK, and the fuel tank grew from 12 to 14 gallons.[clarification needed]
In 2001 a new AMG model was added, with a 349 hp (260 kW) supercharged version of the 3.2 L V6. This SLK 32 AMG was the most powerful R170 SLK, and was a direct rival of the BMW M Roadster and Porsche Boxster S. It was only offered with the newly engineered five-gear "SpeedShift" and boasted 35% quicker automatic shifts.. All engines were hand built by AMG by an individual engineer. The SLK32 AMG's engine has two spark plugs per cylinder for maximum combustion and was fitted with an intercooled Lysholm-type "twin-screw" supercharger. Brakes became 13.15" diameter from 11.8" standard. AMG production ran between Aug 2000 and March 2004. Only 4,333 were built in total, of which 979 were retained for Germany, 2,056 exported to the USA and 263 to the UK.
In July 2004 a Special Edition was launched prior to the replacement with the new R171 SLK in 2005. The R170 lived on as the Chrysler Crossfire until 2008, sharing substantial elements of the SLK including engines and interiors
The roof design developed by Mercedes-Benz consists of a folding steel hard top which is divided in half along an axis at right angles to the direction of travel. Both halves are linked by a kinematic mechanism which is locked securely when the roof is closed. At the touch of a button on the centre console, a hydraulic system with five cylinders controls the fully automatic folding process in which the boot lid is also integrated. It opens by tipping to the rear so that the two roof halves have sufficient freedom of movement to pivot backwards as the vario-roof opens; the roof sections then position themselves one on top of the other, and disappear into the boot. If the roof is to be closed, the same sequence of movements is performed in reverse order. The hydraulic system stows the vario-roof in the upper section of the boot. A plastic roller blind separates it from the luggage space below, an area with a capacity of 145 litres in the first-generation SLK. With the vario-roof closed, the load volume increased to a substantial 348 litres (12.3 cu ft). Two fixed roll-over bars behind the seats worked with the particularly strong A-pillars to form an integrated system offering a high degree of roll-over protection.
The steel roof provides added protection normally found in a coupe with the enjoyment of a convertible at the same time. The technology was considered advanced as its rivals still had folding cloth tops.
The SLK-Class was launched in 1996 on the new R170-platform,[citation needed] The SLK 230 Kompressor launch model was designed to compete with the Porsche Boxster and BMW Z3. Based on the 1994 concept SLK I shown at the Turin Motor Show and the SLK II from the Paris Motor Show, it featured an unusual folding hardtop. It was powered by a 193 hp 2.3 L supercharged I4 engine and a choice of automatic transmission or 5-speed manual transmission. The SLK was a modern incarnation of the 1950s Mercedes-Benz 190SL by returning to four cylinders and a 94-inch (2,400 mm) wheelbase. Massively successful in its first year, worldwide sales hit 55,000, over double the entire nine-year production of 190SLs, and between 1996 and 2004, over 311,000 SLKs were sold.[citation needed] The very first R170 Mercedes SLK was completed on January 29, 1997 and last on April 7, 2004
The SLK is a compact roadster manufactured by Mercedes-Benz in three generations; R170 launched in 1996, the R171 in 2004 and R172 in 2011.
As one of the first modern retractable hardtop convertibles, the SLK followed the 1995 Mitsubishi 3000GT Spyder and preceded other retractable hardtops such as the Peugeot 206cc, Lexus SC, Pontiac G6 and the Chrysler Sebring. The SLK Vario-roof was first shown on the SLK II concept car at the 1994 Paris Motor Show.[1] The car went on sale two years later in Europe, and in 1997 in the US. The SLK is built in Bremen, Germany.
The designation SLK derives from the company's design mission to create a roadster that was at once sporty, light and short — in German: Sportlich, Leicht und Kurz.[2]
The 2012 Mercedes-Benz SLK55 AMG is the most powerful SLK of all time. Its new AMG 5.5-liter V8 engine featuring cylinder shutoff combines the ultimate in performance with the lowest possible fuel consumption. With a peak output of 415 hp and maximum torque of 398 lb-ft, the 2012 SLK55 AMG is poised to outperform all of its direct competitors. High-performance driving is ensured thanks to the AMG sports suspension with Direct-Steer system, Torque Vectoring Brakes and 3-stage ESP®, as well as the AMG high-performance braking system. The 2012 SLK55 AMG will arrive in U.S. showrooms in early 2012.
Forming part of the third-generation of the SLK launched in June 2011, the new AMG model catches the eye at first glance: distinctive AMG light-alloy wheels, exclusive AMG body styling with AMG spoiler lip and two chrome-plated twin tailpipes at the rear complement the classic roadster proportions, while adding a distinct athletic touch. The expressive design of the 2012 Mercedes-Benz SLK55 AMG is both eye-catching and unmistakable.
The Mercedes-Benz SLK55 AMG is the perfect embodiment of the new AMG brand claim of "Driving Performance": in the compact high-performance Roadster segment there is nothing to compare to its combination of tangible driving dynamics, superior sportiness, unique high-technology and low fuel consumption. The SLK55 AMG accelerates from zero to 60 mph in 4.5 seconds, and reaches a top speed of 155 mph (electronically limited).
The identifying characteristic of the SLS AMG has hitherto always been the gullwing doors. Not only do they suit the car perfectly but they are a design highlight that separates this car from the rest. For many the mere thought that someone would remove them borders on blasphemy. Not only have they been removed but Mercedes-Benz has not bothered to replace them with something even fancier. Instead regular doors have been fitted and the result is: Simply stunning! The new SLS AMG Roadster is one of the most beautiful convertibles ever and in itself a design icon.
While other carmakers decided to chop off the roof of their super-sportscars, the result very often betrayed that they had originally been designed to sport a hardtop. Either the original line was compromised or there seemed to be something missing. The convertible appeared as a version for people who had it all and now needed to have exactly the same car without the roof. Catering to their whims, manufacturers churned out compromises but it was clear from the start that the hardtop version was the one to have while the convertible was merely an exotic show-off. That cannot be said about the SLS AMG Roadster.
The SLS AMG Roadster first of all looks just the way a convertible should. At no point did I miss the gullwing doors but the open roof more than makes up for that. The possibility of driving such a powerful car with the roof down is one of the most enticing scenarios I can think of. Furthermore the Roadster looks as if it was meant to be a convertible from scratch. The long hood and the short muscular butt define its beauty. In fact, the butt with the added compartment for the soft-top roof makes it look slightly more buff and masculine which suits the car very well. With the roof up, the silhouette of the SLS AMG Roadster is neat and resembles its hard-top counterpart but with the roof down, it is the car for which the Silver Surfer would dump his surfboard.
Although removing the roof usually makes the chassis “softer” and the car heavier, the engineers at AMG have worked hard so that even for professional race-drivers, the performance of the car is barely distinguishable from its gullwing counterpart. With the SLS AMG Roadster, a topless and yet fully fledged super-sportscar has appeared on the market. Make no mistake, the Roadster is not merely an exotic lineup filler. It is the real deal and buyers should in all earnestness consider either version according to their preference as both choices are the right one. Perhaps you should just get both?
AMG continued its topless program, which is bound to be as popular as the Swedish Bikini Team, with the brand new SLK 55. Having driven the SLK 350 in Tenerife, I can attest that it was sufficiently motorized to ensure a huge smile when behind the wheel. The car was nimble and drove like a luxury Go-cart. Putting a 422bhp V8 in it simply makes this car insane in the most positive way possible and I suspect it is a rocket. Until I get a chance behind the wheel I cannot say more but my expectations are huge and I am 100% confident this car is fun, fun, fun.
Nevertheless there are already some very interesting things to say. First, the AMG-look suits the SLK very well. In this case more is better and the SLK always remains a classy car despite added testosterone. Overall the quality of the car is tangibly much higher than that of its predecessor. It really looks and feels like a much more expensive car and I wouldn’t be surprised if it serves as a rolemodel for the new upcoming SL. In its AMG-trim, the interior looks even sportier and I am a big fan of the carbon applications as well as the alcantara clad steering wheel.
Last but definitely not least, I was immensely impressed by how Mercedes-Benz pushes the topic of environmentally friendly propulsion. While others talk, Mercedes-Benz delivers and this includes AMG as well. A great innovation, aside from the integrated Start-Stop Automatic, is the AMG Cylinder Management. When driving between 800 and 3600 rpm in “C” or Controlled Efficiency mode, the engine cleverly turns off 4 out of 8 cylinders to save fuel when cruising. But have no fear that the V8 turns into a lame duck because within 30 milliseconds of stomping down on the accelerator, all eight roar and deliver full power. In other words, you’ll never know the difference. This clever function lowers the fuel consumption by 30% to an astonishingly low 8.4 l/100km and a mere 195 g of CO2 per 100km. Now that is indeed impressive and Mercedes-Benz and AMG can can consider themselves the benchmark.
These were my first impressions of the IAA in Frankfurt and I can assure you that the event is worth a visit. Especially the giant Mercedes-Benz stand invites all visitors with all the models we fans love. From the Concept A, a G 500 Special Edition to the B-Class and the SLS AMG Roadster pretty much everything is present. The motto seems to be: If we don’t have, you don’t want it. So true!
Mercedes-Benz presents the new SLK 55 AMG, the most powerful SLK roadster of all time. It comes with a brand new 5.5 litre V8 engine, sporting an impressive 422 horsepower. Other stunning features include the 7 Speedshift transmisson and the performance breaking system, all next to great looks of the car of course. The sports version of the SLK sprints from 0-100 km/h in just 4.6 seconds. The SLK 55 AMG comes to retailers January 2012.
As you took in the name SLK55 AMG, I bet you rolled your eyes and thought 'not another one'. Well, it is another one: another impossibly muscular, stunningly quick Mercedes. Another Mercedes that leaves all its rivals for dead for pure performance and swaggering attitude. The SLK55 may be bereft of a supercharger but that AMG 5.5-litre V8 still packs a thumping 355bhp at a bellowing 5750rpm, backed up by 376lb ft at 4000rpm. Even the new Porsche Boxster S can't get near its 4.9sec sprint to 62mph. A new 911 might just be able to catch it.
But all the signs are that this is more than just another AMG dragster. The regular SLK is perhaps the surprise package of 2004; nimble, faithful and interactive well beyond expectations. And if the SLK55 can harness all that's good about its little brothers but add the usual AMG dash of sledgehammer performance, it promises to be the most exciting and driver-focused Mercedes in a very long time. At £49,650, it needs to be a bit special.
Scanning through the press pack whets your appetite still further. To tie down all that power the SLK55 is endowed with new struts and gas-filled dampers, thicker anti-roll bars and specially programmed ESP that is said to intervene with gentle and almost imperceptible applications of the brakes to correct slip angles when they are deemed too severe. The system doesn't cut power, however, and in practice AMG claims it feels very much like a mechanical limited-slip differential. Then there are the brakes themselves: huge 340mm vented and drilled discs gripped by six-piston callipers up front, and four-piston 330mm discs of the same specification at the rear. Even the gorgeous 18in alloys, lightly wrapped in 225/40 front and 245/30 rear Pirelli P Zero Rosso rubber, barely contain them. This SLK is loaded with serious intent.
It's not all great news, though. For Luddites (for which read enthusiasts) the decision not to offer the SLK55 with a manual 'box is criminal. And that ESP system is a bit of a spoiler, too. You can switch it off, but, in a twist of German logic, this doesn't actually mean you're left to your own devices. As soon as it detects the car losing grip in a bend it reasserts itself. Mercedes and AMG are determined that this is the most responsible route - even the CLK DTM road-racer (evo 073) is never fully off the electronic leash - but to me it seems like a token gesture designed to appease the Green movement in Germany. On a 612bhp saloon car I can live with it, but in a compact sports car I'd like 'off' to mean 'off'.
It seems churlish to moan about anything when you've got the key to the baby AMG in your hand, though. It simmers with aggression, and when you rouse the V8 it emits the most wonderfully cartoonish muscle-car noise. Hairdresser's car? Well, maybe a shaven-headed and heavily tattooed barber from east London, but Nicky Clarke would be advised to look elsewhere.
Which isn't to say the SLK55 isn't great at wafting gently around town, it's just that it's equally happy charging the straights, shedding speed violently and flinging itself through corners with just a hint of body-roll and a nice suggestion of throttle-dictated balance. It'd be a shame if AMG's work wasn't rewarded every now and then with a serious workout.
When you do extend the SLK, it's ferociously fast and balances balls-out speed with sophisticated composure superbly. It rides with assured control, the weight of those big wheels and brakes shrugged off by the pliant but taut suspension. There's a real edge to its responses and that huge V8 engine never feels like it compromises the chassis balance. Perhaps turn-in is dulled just a shade compared with the four-cylinder SLK200 (on balance the extra 200bhp is worth the sacrifice), but still the SLK has remarkable front-end grip, matched by phenomenal traction.
The powerful brakes and decently feelsome steering encourage you to access the broad scope of the chassis' abilities, too, and soon that ESP triangle set into the instrument binnacle is flashing out of every corner. If anything, the ESP feels over-eager, and when you dial it out (as best you can) you wonder what all the fuss was about. Sure, the car will gently spin its wheels when you spot the exit of the corner and get hard on the power, but it never feels truly unruly in dry conditions and you'll rarely feel the rear edging out of the comfort zone.
As your confidence grows, so does your frustration with the ESP. At the point when you sense grip and power balancing just on the naughty side of 'power', it cuts in and defaults through neutral and back to gentle understeer. In the wet it's probably heaven-sent, but in the dry the SLK55 is more than predictable enough to feel constrained by the ESP. It's not disastrous and sullies rather than ruins the experience, but the ESP's a pain nevertheless.
The seven-speed 7G-Tronic with AMG Speedshift gearbox (cutting shift times by 35 per cent) is a more serious concern, wresting even more control from the driver. With SL55-style left-for-down, right-for-up metallic buttons mounted on the back of the steering spokes, it's smooth enough and shifts snappily, but your inputs are rarely adhered to absolutely, and often they're ignored altogether. Usually just as you're braking hard for a tight hairpin and want a bit of engine braking to help you out...
This unpredictability can be infuriating because it effectively prevents you from utilising all the benefits of both that fabulous engine and the tightly controlled chassis. Rewind to that hairpin and just as you expect a sudden burst of engine braking and a useful settling of the chassis, you get nothing and coast alarmingly around with no options to help kill any understeer that may take hold. Forget firing out of the corner, tyres just on the edge of adhesion and V8-hammering up to the limiter, too. The SLK55 AMG is a sports car - its grip, balance, braking and sheer performance see to that - but it can feel like it's hobbled by both a nannying 'box and a slightly over-eager electronic leash and that those last 10-15 per cent of its abilities remain forever out of your reach.
Mercedes let us loose on one of the world's great automotive playgrounds, the Paul Ricard circuit in the south of France. Here, where we could search for that latent potential without traction-robbing bumps and with the safety to fully commit to a corner from entry to exit, the SLK55 felt more playful. Driven smoothly it washed into understeer but showed mighty resolve before doing so and those showy brakes felt strong and untroubled even if the pedal was a little 'long'. Through faster corners a balance-destroying lift on entry would see the tail gently come into play and, for once, the electronics seemed happy for a few degrees of rear-steer to help things along.
Tighter corners were deeply surreal, though. It'd go sideways all right, V8 mashing against the limiter, rear tyres smoking furiously. But the ESP system went berserk, inciting the ABS to draw on all its reserves to check an almost hopeless slide and actually making it harder from the driver's seat to regain control. A real shame, because the way the SLK adopts and feels happy to retain a big drift angle is hugely satisfying given a circuit on which to practice.
So the SLK55 AMG is both brilliant and frustrating. The engine is a monster, pulling from 2000-6500rpm with chilling ferocity, the chassis is both grippy and biddable to the throttle and brakes, and the quality of the interior and exterior finish is beyond reproach. With a manual 'box it would take a huge leap in driver appeal. Ditch the ESP and you'd be laughing all the way to the tyre-fitters. For now, though, a manual SLK350 might just be the better bet.
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| Mercedes-Benz SLK55 AMG |
Mercedes-Benz SLK55 AMG
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| Mercedes-Benz SLK55 AMG |
is the most powerful SLK of all time. Its new AMG 5.5-liter V8 engine featuring cylinder shutoff combines the ultimate in Mercedes-Benz SLK55 AMG
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| Mercedes-Benz SLK55 AMG |
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| Mercedes-Benz SLK55 AMG |
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| Mercedes-Benz SLK55 AMG |
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| Mercedes-Benz SLK55 AMG |
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| Mercedes-Benz SLK55 AMG |
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| Mercedes-Benz SLK55 AMG |
The 2012 Mercedes-Benz SLK350 features a 3.5L V6 that puts out 302hp and torque of 273ft. lbs., matched with a 7-Speed Automatic transmission.[citation needed]
The SLK 55 AMG was announced in August 2011, it features a normally aspirated 5.5 litre V8 with 422hp (310kW) and can reach 100km/h in 4.6 seconds.[11]
In 2000 the SLK received a facelift which included new front and rear bumper designs, body-coloured side skirts and the introduction of new wing mirrors incorporating indicators. The range was expanded to include a new entry-level model SLK 200 Kompressor and a new V6 in the SLK 320. Technical improvements included the addition of Electronic Stability Program (ESP) and a new 6-speed manual transmission. A stabilizer bar was added to the rear and the front one was reinforced. A 3.46:1 axle was added for the manual shift SLK, and the fuel tank grew from 12 to 14 gallons.[clarification needed]
In 2001 a new AMG model was added, with a 349 hp (260 kW) supercharged version of the 3.2 L V6. This SLK 32 AMG was the most powerful R170 SLK, and was a direct rival of the BMW M Roadster and Porsche Boxster S. It was only offered with the newly engineered five-gear "SpeedShift" and boasted 35% quicker automatic shifts.. All engines were hand built by AMG by an individual engineer. The SLK32 AMG's engine has two spark plugs per cylinder for maximum combustion and was fitted with an intercooled Lysholm-type "twin-screw" supercharger. Brakes became 13.15" diameter from 11.8" standard. AMG production ran between Aug 2000 and March 2004. Only 4,333 were built in total, of which 979 were retained for Germany, 2,056 exported to the USA and 263 to the UK.
In July 2004 a Special Edition was launched prior to the replacement with the new R171 SLK in 2005. The R170 lived on as the Chrysler Crossfire until 2008, sharing substantial elements of the SLK including engines and interiors
In 2000 the SLK received a facelift which included new front and rear bumper designs, body-coloured side skirts and the introduction of new wing mirrors incorporating indicators. The range was expanded to include a new entry-level model SLK 200 Kompressor and a new V6 in the SLK 320. Technical improvements included the addition of Electronic Stability Program (ESP) and a new 6-speed manual transmission. A stabilizer bar was added to the rear and the front one was reinforced. A 3.46:1 axle was added for the manual shift SLK, and the fuel tank grew from 12 to 14 gallons.[clarification needed]
In 2001 a new AMG model was added, with a 349 hp (260 kW) supercharged version of the 3.2 L V6. This SLK 32 AMG was the most powerful R170 SLK, and was a direct rival of the BMW M Roadster and Porsche Boxster S. It was only offered with the newly engineered five-gear "SpeedShift" and boasted 35% quicker automatic shifts.. All engines were hand built by AMG by an individual engineer. The SLK32 AMG's engine has two spark plugs per cylinder for maximum combustion and was fitted with an intercooled Lysholm-type "twin-screw" supercharger. Brakes became 13.15" diameter from 11.8" standard. AMG production ran between Aug 2000 and March 2004. Only 4,333 were built in total, of which 979 were retained for Germany, 2,056 exported to the USA and 263 to the UK.
In July 2004 a Special Edition was launched prior to the replacement with the new R171 SLK in 2005. The R170 lived on as the Chrysler Crossfire until 2008, sharing substantial elements of the SLK including engines and interiors
The roof design developed by Mercedes-Benz consists of a folding steel hard top which is divided in half along an axis at right angles to the direction of travel. Both halves are linked by a kinematic mechanism which is locked securely when the roof is closed. At the touch of a button on the centre console, a hydraulic system with five cylinders controls the fully automatic folding process in which the boot lid is also integrated. It opens by tipping to the rear so that the two roof halves have sufficient freedom of movement to pivot backwards as the vario-roof opens; the roof sections then position themselves one on top of the other, and disappear into the boot. If the roof is to be closed, the same sequence of movements is performed in reverse order. The hydraulic system stows the vario-roof in the upper section of the boot. A plastic roller blind separates it from the luggage space below, an area with a capacity of 145 litres in the first-generation SLK. With the vario-roof closed, the load volume increased to a substantial 348 litres (12.3 cu ft). Two fixed roll-over bars behind the seats worked with the particularly strong A-pillars to form an integrated system offering a high degree of roll-over protection.
The steel roof provides added protection normally found in a coupe with the enjoyment of a convertible at the same time. The technology was considered advanced as its rivals still had folding cloth tops.
The SLK-Class was launched in 1996 on the new R170-platform,[citation needed] The SLK 230 Kompressor launch model was designed to compete with the Porsche Boxster and BMW Z3. Based on the 1994 concept SLK I shown at the Turin Motor Show and the SLK II from the Paris Motor Show, it featured an unusual folding hardtop. It was powered by a 193 hp 2.3 L supercharged I4 engine and a choice of automatic transmission or 5-speed manual transmission. The SLK was a modern incarnation of the 1950s Mercedes-Benz 190SL by returning to four cylinders and a 94-inch (2,400 mm) wheelbase. Massively successful in its first year, worldwide sales hit 55,000, over double the entire nine-year production of 190SLs, and between 1996 and 2004, over 311,000 SLKs were sold.[citation needed] The very first R170 Mercedes SLK was completed on January 29, 1997 and last on April 7, 2004
The SLK is a compact roadster manufactured by Mercedes-Benz in three generations; R170 launched in 1996, the R171 in 2004 and R172 in 2011.
As one of the first modern retractable hardtop convertibles, the SLK followed the 1995 Mitsubishi 3000GT Spyder and preceded other retractable hardtops such as the Peugeot 206cc, Lexus SC, Pontiac G6 and the Chrysler Sebring. The SLK Vario-roof was first shown on the SLK II concept car at the 1994 Paris Motor Show.[1] The car went on sale two years later in Europe, and in 1997 in the US. The SLK is built in Bremen, Germany.
The designation SLK derives from the company's design mission to create a roadster that was at once sporty, light and short — in German: Sportlich, Leicht und Kurz.[2]
The 2012 Mercedes-Benz SLK55 AMG is the most powerful SLK of all time. Its new AMG 5.5-liter V8 engine featuring cylinder shutoff combines the ultimate in performance with the lowest possible fuel consumption. With a peak output of 415 hp and maximum torque of 398 lb-ft, the 2012 SLK55 AMG is poised to outperform all of its direct competitors. High-performance driving is ensured thanks to the AMG sports suspension with Direct-Steer system, Torque Vectoring Brakes and 3-stage ESP®, as well as the AMG high-performance braking system. The 2012 SLK55 AMG will arrive in U.S. showrooms in early 2012.
Forming part of the third-generation of the SLK launched in June 2011, the new AMG model catches the eye at first glance: distinctive AMG light-alloy wheels, exclusive AMG body styling with AMG spoiler lip and two chrome-plated twin tailpipes at the rear complement the classic roadster proportions, while adding a distinct athletic touch. The expressive design of the 2012 Mercedes-Benz SLK55 AMG is both eye-catching and unmistakable.
The Mercedes-Benz SLK55 AMG is the perfect embodiment of the new AMG brand claim of "Driving Performance": in the compact high-performance Roadster segment there is nothing to compare to its combination of tangible driving dynamics, superior sportiness, unique high-technology and low fuel consumption. The SLK55 AMG accelerates from zero to 60 mph in 4.5 seconds, and reaches a top speed of 155 mph (electronically limited).
The identifying characteristic of the SLS AMG has hitherto always been the gullwing doors. Not only do they suit the car perfectly but they are a design highlight that separates this car from the rest. For many the mere thought that someone would remove them borders on blasphemy. Not only have they been removed but Mercedes-Benz has not bothered to replace them with something even fancier. Instead regular doors have been fitted and the result is: Simply stunning! The new SLS AMG Roadster is one of the most beautiful convertibles ever and in itself a design icon.
While other carmakers decided to chop off the roof of their super-sportscars, the result very often betrayed that they had originally been designed to sport a hardtop. Either the original line was compromised or there seemed to be something missing. The convertible appeared as a version for people who had it all and now needed to have exactly the same car without the roof. Catering to their whims, manufacturers churned out compromises but it was clear from the start that the hardtop version was the one to have while the convertible was merely an exotic show-off. That cannot be said about the SLS AMG Roadster.
The SLS AMG Roadster first of all looks just the way a convertible should. At no point did I miss the gullwing doors but the open roof more than makes up for that. The possibility of driving such a powerful car with the roof down is one of the most enticing scenarios I can think of. Furthermore the Roadster looks as if it was meant to be a convertible from scratch. The long hood and the short muscular butt define its beauty. In fact, the butt with the added compartment for the soft-top roof makes it look slightly more buff and masculine which suits the car very well. With the roof up, the silhouette of the SLS AMG Roadster is neat and resembles its hard-top counterpart but with the roof down, it is the car for which the Silver Surfer would dump his surfboard.
Although removing the roof usually makes the chassis “softer” and the car heavier, the engineers at AMG have worked hard so that even for professional race-drivers, the performance of the car is barely distinguishable from its gullwing counterpart. With the SLS AMG Roadster, a topless and yet fully fledged super-sportscar has appeared on the market. Make no mistake, the Roadster is not merely an exotic lineup filler. It is the real deal and buyers should in all earnestness consider either version according to their preference as both choices are the right one. Perhaps you should just get both?
AMG continued its topless program, which is bound to be as popular as the Swedish Bikini Team, with the brand new SLK 55. Having driven the SLK 350 in Tenerife, I can attest that it was sufficiently motorized to ensure a huge smile when behind the wheel. The car was nimble and drove like a luxury Go-cart. Putting a 422bhp V8 in it simply makes this car insane in the most positive way possible and I suspect it is a rocket. Until I get a chance behind the wheel I cannot say more but my expectations are huge and I am 100% confident this car is fun, fun, fun.
Nevertheless there are already some very interesting things to say. First, the AMG-look suits the SLK very well. In this case more is better and the SLK always remains a classy car despite added testosterone. Overall the quality of the car is tangibly much higher than that of its predecessor. It really looks and feels like a much more expensive car and I wouldn’t be surprised if it serves as a rolemodel for the new upcoming SL. In its AMG-trim, the interior looks even sportier and I am a big fan of the carbon applications as well as the alcantara clad steering wheel.
Last but definitely not least, I was immensely impressed by how Mercedes-Benz pushes the topic of environmentally friendly propulsion. While others talk, Mercedes-Benz delivers and this includes AMG as well. A great innovation, aside from the integrated Start-Stop Automatic, is the AMG Cylinder Management. When driving between 800 and 3600 rpm in “C” or Controlled Efficiency mode, the engine cleverly turns off 4 out of 8 cylinders to save fuel when cruising. But have no fear that the V8 turns into a lame duck because within 30 milliseconds of stomping down on the accelerator, all eight roar and deliver full power. In other words, you’ll never know the difference. This clever function lowers the fuel consumption by 30% to an astonishingly low 8.4 l/100km and a mere 195 g of CO2 per 100km. Now that is indeed impressive and Mercedes-Benz and AMG can can consider themselves the benchmark.
These were my first impressions of the IAA in Frankfurt and I can assure you that the event is worth a visit. Especially the giant Mercedes-Benz stand invites all visitors with all the models we fans love. From the Concept A, a G 500 Special Edition to the B-Class and the SLS AMG Roadster pretty much everything is present. The motto seems to be: If we don’t have, you don’t want it. So true!
Mercedes-Benz presents the new SLK 55 AMG, the most powerful SLK roadster of all time. It comes with a brand new 5.5 litre V8 engine, sporting an impressive 422 horsepower. Other stunning features include the 7 Speedshift transmisson and the performance breaking system, all next to great looks of the car of course. The sports version of the SLK sprints from 0-100 km/h in just 4.6 seconds. The SLK 55 AMG comes to retailers January 2012.
As you took in the name SLK55 AMG, I bet you rolled your eyes and thought 'not another one'. Well, it is another one: another impossibly muscular, stunningly quick Mercedes. Another Mercedes that leaves all its rivals for dead for pure performance and swaggering attitude. The SLK55 may be bereft of a supercharger but that AMG 5.5-litre V8 still packs a thumping 355bhp at a bellowing 5750rpm, backed up by 376lb ft at 4000rpm. Even the new Porsche Boxster S can't get near its 4.9sec sprint to 62mph. A new 911 might just be able to catch it.
But all the signs are that this is more than just another AMG dragster. The regular SLK is perhaps the surprise package of 2004; nimble, faithful and interactive well beyond expectations. And if the SLK55 can harness all that's good about its little brothers but add the usual AMG dash of sledgehammer performance, it promises to be the most exciting and driver-focused Mercedes in a very long time. At £49,650, it needs to be a bit special.
Scanning through the press pack whets your appetite still further. To tie down all that power the SLK55 is endowed with new struts and gas-filled dampers, thicker anti-roll bars and specially programmed ESP that is said to intervene with gentle and almost imperceptible applications of the brakes to correct slip angles when they are deemed too severe. The system doesn't cut power, however, and in practice AMG claims it feels very much like a mechanical limited-slip differential. Then there are the brakes themselves: huge 340mm vented and drilled discs gripped by six-piston callipers up front, and four-piston 330mm discs of the same specification at the rear. Even the gorgeous 18in alloys, lightly wrapped in 225/40 front and 245/30 rear Pirelli P Zero Rosso rubber, barely contain them. This SLK is loaded with serious intent.
It's not all great news, though. For Luddites (for which read enthusiasts) the decision not to offer the SLK55 with a manual 'box is criminal. And that ESP system is a bit of a spoiler, too. You can switch it off, but, in a twist of German logic, this doesn't actually mean you're left to your own devices. As soon as it detects the car losing grip in a bend it reasserts itself. Mercedes and AMG are determined that this is the most responsible route - even the CLK DTM road-racer (evo 073) is never fully off the electronic leash - but to me it seems like a token gesture designed to appease the Green movement in Germany. On a 612bhp saloon car I can live with it, but in a compact sports car I'd like 'off' to mean 'off'.
It seems churlish to moan about anything when you've got the key to the baby AMG in your hand, though. It simmers with aggression, and when you rouse the V8 it emits the most wonderfully cartoonish muscle-car noise. Hairdresser's car? Well, maybe a shaven-headed and heavily tattooed barber from east London, but Nicky Clarke would be advised to look elsewhere.
Which isn't to say the SLK55 isn't great at wafting gently around town, it's just that it's equally happy charging the straights, shedding speed violently and flinging itself through corners with just a hint of body-roll and a nice suggestion of throttle-dictated balance. It'd be a shame if AMG's work wasn't rewarded every now and then with a serious workout.
When you do extend the SLK, it's ferociously fast and balances balls-out speed with sophisticated composure superbly. It rides with assured control, the weight of those big wheels and brakes shrugged off by the pliant but taut suspension. There's a real edge to its responses and that huge V8 engine never feels like it compromises the chassis balance. Perhaps turn-in is dulled just a shade compared with the four-cylinder SLK200 (on balance the extra 200bhp is worth the sacrifice), but still the SLK has remarkable front-end grip, matched by phenomenal traction.
The powerful brakes and decently feelsome steering encourage you to access the broad scope of the chassis' abilities, too, and soon that ESP triangle set into the instrument binnacle is flashing out of every corner. If anything, the ESP feels over-eager, and when you dial it out (as best you can) you wonder what all the fuss was about. Sure, the car will gently spin its wheels when you spot the exit of the corner and get hard on the power, but it never feels truly unruly in dry conditions and you'll rarely feel the rear edging out of the comfort zone.
As your confidence grows, so does your frustration with the ESP. At the point when you sense grip and power balancing just on the naughty side of 'power', it cuts in and defaults through neutral and back to gentle understeer. In the wet it's probably heaven-sent, but in the dry the SLK55 is more than predictable enough to feel constrained by the ESP. It's not disastrous and sullies rather than ruins the experience, but the ESP's a pain nevertheless.
The seven-speed 7G-Tronic with AMG Speedshift gearbox (cutting shift times by 35 per cent) is a more serious concern, wresting even more control from the driver. With SL55-style left-for-down, right-for-up metallic buttons mounted on the back of the steering spokes, it's smooth enough and shifts snappily, but your inputs are rarely adhered to absolutely, and often they're ignored altogether. Usually just as you're braking hard for a tight hairpin and want a bit of engine braking to help you out...
This unpredictability can be infuriating because it effectively prevents you from utilising all the benefits of both that fabulous engine and the tightly controlled chassis. Rewind to that hairpin and just as you expect a sudden burst of engine braking and a useful settling of the chassis, you get nothing and coast alarmingly around with no options to help kill any understeer that may take hold. Forget firing out of the corner, tyres just on the edge of adhesion and V8-hammering up to the limiter, too. The SLK55 AMG is a sports car - its grip, balance, braking and sheer performance see to that - but it can feel like it's hobbled by both a nannying 'box and a slightly over-eager electronic leash and that those last 10-15 per cent of its abilities remain forever out of your reach.
Mercedes let us loose on one of the world's great automotive playgrounds, the Paul Ricard circuit in the south of France. Here, where we could search for that latent potential without traction-robbing bumps and with the safety to fully commit to a corner from entry to exit, the SLK55 felt more playful. Driven smoothly it washed into understeer but showed mighty resolve before doing so and those showy brakes felt strong and untroubled even if the pedal was a little 'long'. Through faster corners a balance-destroying lift on entry would see the tail gently come into play and, for once, the electronics seemed happy for a few degrees of rear-steer to help things along.
Tighter corners were deeply surreal, though. It'd go sideways all right, V8 mashing against the limiter, rear tyres smoking furiously. But the ESP system went berserk, inciting the ABS to draw on all its reserves to check an almost hopeless slide and actually making it harder from the driver's seat to regain control. A real shame, because the way the SLK adopts and feels happy to retain a big drift angle is hugely satisfying given a circuit on which to practice.
So the SLK55 AMG is both brilliant and frustrating. The engine is a monster, pulling from 2000-6500rpm with chilling ferocity, the chassis is both grippy and biddable to the throttle and brakes, and the quality of the interior and exterior finish is beyond reproach. With a manual 'box it would take a huge leap in driver appeal. Ditch the ESP and you'd be laughing all the way to the tyre-fitters. For now, though, a manual SLK350 might just be the better bet.
Mercedes-Benz SLK55 AMG
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