The Mercedes SLK’s concept emerged just two years after the iconic Mercedes SL. Back in 1954, marketing strategies weren’t as sophisticated as they are today, so the original SLK was simply named the 190SL. Mirroring today’s SLK, it utilized smaller sedan mechanics and had minimal shared components with the high-end 300SL “Gullwing.” Interestingly, it significantly outsold its more glamorous sibling, roughly eight to one, particularly along the coasts where it became a favored elegant, fair-weather vehicle for affluent individuals.
The 190SL produced 104 horsepower from its 1.9-liter four-cylinder engine. Even for its time, it was more about aesthetics than outright performance, yet its handsome design and Mercedes badge made it highly desirable among a specific clientele. The modern SLK 250, with its 1.8-liter, 201-horsepower engine, can be seen as a direct descendant of that original model. So, finding myself with free time in Palm Beach last Saturday, the idea of renting an SLK 250 for the weekend seemed like the perfect plan. Having spent considerable time behind the wheel of previous SLK generations, including a Nurburgring test day in a second-generation SLK200, I was eager to experience the current iteration. This presented an opportunity to determine if the latest SLK maintains its position on the “touring” side of the sport/touring spectrum.
The as-tested price of my SLK250 reached $50,195, a step up from the $44,875 base MSRP, thanks to worthwhile additions like a seven-speed automatic transmission, 18-inch wheel upgrade, and a Premium Package featuring heated seats, a Harmon/Kardon sound system, and other cold-weather conveniences. One could view this price as substantial for a four-cylinder car, placing it between the considerably more powerful Mustang GT convertible at $41,800 and the vastly more capable Corvette convertible at $59,000. However, such a comparison misses the core appeal of the SLK. In locales like Palm Beach, owning a Mercedes-Benz often feels like a prerequisite for social acceptance. In a market where a well-equipped Honda Accord can approach $32,000, and a slightly more luxurious “TLX” badged Accord nears $50,000, the SLK250 provides a relatively accessible entry point to the Mercedes-Benz ownership experience, ensuring you receive respectful treatment from the valet.
What the SLK250’s price doesn’t guarantee is an exceptionally opulent interior. While brushed-aluminum trim is prevalent, the standard MB-Tex seating surfaces might not deeply impress passengers accustomed to higher-end luxury, unless you opt for one of the numerous designo leather upgrades. On the positive side, the interior feels surprisingly spacious, particularly in width, a noticeable improvement over previous SLK generations. While a bit more legroom would be welcome, the standard “Panorama” smoked-glass roof provides ample headroom, even for taller drivers.
As a mode of transport for effortlessly navigating between hotels and upscale dining venues, the Mercedes-Benz Slk 250 excels. The retractable hardtop is well-insulated when closed and lowers in approximately 30 seconds. With the top down, trunk space is significantly reduced but still accommodates a standard rollaway suitcase. If your luggage fits in an overhead bin on a regional jet, it should fit in the SLK’s trunk. However, don’t expect to pack for two. The climate control system proves effective even for larger vehicles, and the “Logic 7” Harmon/Kardon sound system is a worthwhile investment. It’s powerful enough to be clearly heard with the top down at highway speeds, so I queued up the Miami Vice soundtrack on my phone for a late-night cruise.
Paired with the standard six-speed manual transmission, the SLK250’s low-pressure turbo engine likely offers adequate power. However, with the optional seven-speed torque-converter automatic, a firm foot is required to maintain pace with traffic.
In its default setting, the transmission starts in second gear, adhering to traditional Mercedes-Benz practice. Initial acceleration is leisurely, but once underway, gear changes are swift, particularly the 2-3 shift, which is accompanied by a sporty ignition cut-and-pop sound reminiscent of the Volkswagen GTI. A console button enables “manual” control via steering wheel-mounted paddles, but the delay between paddle input and gear change can be up to a full second. I quickly abandoned manual shifting, especially since the SLK’s automatic algorithms promptly upshift to seventh gear even at speeds as low as 30 mph, where the turbocharger effortlessly propels the car at around 900rpm.
As the fuel economy figures indicate, even with the smaller engine and eagerness to upshift, the SLK250 is not a fuel-efficiency champion. Part of this might be attributed to the typical hard use rental cars endure, but even with deliberate attempts at fuel-conscious driving, I only managed 23.6mpg over a 100-mile relaxed driving loop. My Porsche Boxster, with a 3.2-liter, 264-horsepower flat-six engine, easily surpasses that figure, and I suspect the SLK350, with its 302-horsepower V-6, might also achieve better fuel economy. Coupled with the noticeable diesel-like rattle from the direct-injected four-cylinder engine at idle, the case for upgrading to the 3.5-liter V-6 model becomes compelling, even with a $9,000 price difference. The significant power increase would simply be an added bonus.
Nine years prior, I drove the SLK250’s predecessor, a Euro-spec, 163-horsepower, automatic-transmission SLK200, around the Nurburgring in 9 minutes and 19 seconds on only my seventh lap. (This is a bridge-to-gantry time, recorded on an open track day). In my view, that SLK struck a very effective balance between handling and ride comfort, arguably better for most buyers than the Porsche Boxster or BMW Z4 in that regard. This current SLK model leans further towards comfort, perhaps to its detriment. The steering provides virtually no feel or feedback, replaced by a synthetic heaviness that might effectively convey “sportiness” to a typical Cadillac Escalade owner but doesn’t inspire aggressive on-ramp maneuvers. Even substantial potholes are absorbed by the compliant chassis and rigid body structure, suggesting that firmer spring rates and more direct steering linkage could be implemented. As it stands, the SLK250 is not a track-day car. It prioritizes comfort to the same extent as the current SL, feeling both larger and less agile than previous SLK generations.
It’s tempting to feel disappointed with the SLK250, because Mercedes-Benz undeniably possesses the expertise to create exceptional sporting cars. For evidence, spend a day driving an SLS Black Series and try to find many cars at any price you’d prefer. The engineers at Mercedes-Benz clearly know how to build an SLK that ignites passion. They simply chose not to with this iteration. Instead, for your fifty thousand dollars, you receive a very faithful homage to the original 190SL. It’s sufficiently stylish, adequately comfortable, and will ensure prime parking at your hotel, even alongside a Ferrari FF and a Rolls-Royce Ghost. Its shortcomings – not being particularly fast, exceptionally capable, or thrilling to drive – are likely inconsequential to the majority of its target buyers. Most readers of automotive enthusiast publications would be better served by a Porsche Boxster, even in its current wider form. However, if your desires align with those of the original 190SL buyers, the Mercedes-Benz SLK 250 remains the most direct contemporary equivalent.
