2012 Mercedes SLK350 Review

In the past we might have compared the SLK to that cute girl next door, or perhaps even a confident woman in a short suit skirt and naughty secretary glasses. So weren’t we shocked when Mercedes unveiled the all-new 2012 SLK. To carry on the metaphor, the internal monolog most certainly sounded like this: “Whoa… it’s a dude.”

FAST FACTS

1. The Evoque uses a 2.0L 240 horsepower 4-cylinder engine with a turbocharger, backed by a 6-speed automatic transmission. 2. A number of interior components, like the audio system and gear shifter, are taken from Jaguars that cost twice as much. 3. Fuel economy is rated by the EPA at 19 mpg city, 28 mpg highway. 4. Unlike other Range Rovers, the Evoque is a car-based crossover rather than a traditional SUV.

Perhaps “dude” isn’t quite the right word. The chiseled features of the SLK aren’t at all the somewhat corny romantic comedy type. Rather, they’re the square-jawed, five-o’clock shadow in a Hugo Boss suit type. Not a clear enough picture? Just think about the last cologne commercial you saw. Yea, it looks like that guy.

But handsome looks will only get you so far and on further inspection the SLK doesn’t seem to bring much to the table. Thankfully, a drive in the SLK350 reveals much more than a spec sheet can tell you.

LITTLE IMPROVEMENTS

Unlike the somewhat drastic change that BMW made with the Z4, the SLK hasn’t grown much. It’s 2-inches longer than the oldcar, with a minutely stretched wheelbase and an extra inch side to side. There’s little new under the hood as well. Sure, the 3.5-liter V6 has gained direct-injection, and while that makes for a more significant jump in power on other Mercs (like the C350), horsepower is only up two ponies to 302 and torque rises just 8 lb-ft for a total of 273. The result is a 0-60 time of 5.4 seconds, matching the outgoing model – certainly nothing to be ashamed of.

The more significant change comes in terms of fuel economy with a 20-mpg city rating and a 29-mpg highway rating, an improvement of two and four units respectively. One might argue that fuel economy doesn’t really matter on a vehicle like this, but we’d beg to differ. Thanks in part to its retractable hard top and its uniquely Mercedes driving characteristics, this is just one more way in which the SLK has become an even better daily driver.

MORE THAN JUST AN OCCASIONAL USE CAR

Not convinced? Then take the SLK’s cargo space. Even with the top down there’s a useable 6.5 cubic feet of cargo space – enough to fit an overnight bag on your way to the airport for a quick business trip. Plus, with the top up, the trunk can hold 10 cu-ft., which proved enough space to not only hold a few bags of groceries, we even managed one of those massive boxes of diapers. Taking that functionality into account, if you don’t need pretend rear seats, the SLK is as livable, or perhaps even more so, than a lot of luxury convertibles, like the 3 Series, Lexus IS or Infiniti G.

Mercedes continues to offer just one transmission with the SLK, a 7-speed automatic, which comes with three different drive modes: efficiency, sport and manual. Continuously improved, the transmission’s Sport mode swaps gears effectively and is preferable to hitting the paddles yourself. One reason for this is that it’s been engineered to drop as many as four gears at once, to make sure you get the acceleration you ask for when the pedal is pushed. Mercedes claims the Eco mode (the car’s default setting) will deliver an up to 7 percent fuel economy improvement.

FUN FACTOR IS MUCH IMPROVED

Those who prefer the Sport transmission setting will also want to upgrade to the Dynamic Handling Package ($990), which includes an electronic differential that reduces wheel spin on the inside wheel in a corner, as well as a continuously adjustable damping suspension with two driver-selectable modes.

An optional Sport Package ($2,500) then seems like a must, if not for the AMG aerodynamic kit and red accent lighting inside (very cool), then for the light weight 18-inch five-spoke AMG forged alloy wheels. So equipped, the car has all the road presence of its big brother the SL. Adding a further level of individualization on our test car was a Diamond White Metallic white paint ($1,500).

While the previous SLK was a fine-enough sports car, this new model makes no apologies, its driving characteristics as much improved as its looks. With the Z4 having become more of a grand-tourer and the Merc gaining a new sporting edge, the line between the two is now blurred considerably.

The electronic differential really helps the car rotate around corners, though the steering still feels a bit over-boosted. Acceleration is rapid and the V6 makes a thoroughly enjoyable sound. The brakes are much like the steering, being loose initially and perhaps too firm at the bottom.

GIMMICKS AND GIZMOS

Inside is where you’ll find much of what’s new about the 2012 SLK, including the optional Panorama Roof ($500) or Magic Sky Control roof. ($2,500) The latter is nice but offers little shade, and if you’re weekly forecast calls for sun most of the time, it might not be the best choice. As for “Magic Sky Control”, it’s another glass roof, but it can transition to a heavily tinted surface with the touch of a button. They don’t call it magic for nothing.

Regardless of which top you choose, all hide away in an impressive series of folding parts that will wow bystanders for a solid 20 seconds. The time it takes to open or close a convertible roof always seems like a useless statistic, but get caught in a sudden downpour and the quicker the better.

Top down, you can appreciate the Airscarf system (a part of the $2,590 Premium Package 1), which blows hot or cool air onto the neck through vents in the headrest. Also included are heated seats, an iPod interface XM Satellite radio and an impressive harmon/kardon audio system. Notably absent, however, are cooled or vented seats.

The cabin itself is premium, though missing any wow factor. The actual display of the Comand system (especially some of the radio screens) looks dated already and it’s disappointing that a keyless access system is a $650 upgrade and not standard. This is a Mercedes-Benz after all. Thankfully, a wood grain interior trim is optional and aluminum comes standard – there’s nothing worse than being forced to upgrade just because the factory wood looks so dated and cheap.

Another notable feature for 2012 comes in the safety department with the addition of Attention Assist as standard, which will notify the driver with a visual warning on the dash if it detects jerky steering corrections, indicating you’re starting to doze off.

Pricing for the SLK350 starts at $55,675. As tested, our model included a long list of options, totaling roughly $11,000 bringing the price to $66,650 – and that’s without the pricey Magic Sky Control roof.

A MERCEDES WITH A STICK SHIFT?

Currently the SLK350 and 415-hp SLK55 AMG model are on offer, although Mercedes is set to offer an SLK250 model soon, with points that appeal to both the budget conscious and the driving enthusiast. A new turbocharged 4-cylinder engine generates 201-hp and 229 lb-ft of torque, and despite the big drop in power is just one second off to 60 mph. Fuel economy will increase further, delivering a 23/31 mpg rating while the real not to driver’s everywhere is a rare-to-Mercedes 6-speed manual transmission. Pricing for this model has yet to be released, but if the savings is significant, it might be a hard model to turn down, especially considering the

THE VERDICT

Long before hardtop convertibles became as mainstream as they currently are, Mercedes offered the SLK, a car that continues to deliver incredible every-day practicality for a luxury roadster. With added refinement and much improved fuel economy, the SLK350 has moved further from being a weekend toy to becoming a feasible only car. At the same time, rather than lose some of the fun factor as it has matured, it now delivers a heightened driving experience. With the latest model, Mercedes is further proving that a luxury sports can in fact be your only car.

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2012 Range Rover Evoque Review

This summer, we had the chance to drive the Range Rover Supercharged, the alpha dog of the Range Rover lineup. Charmed as we were by the incredible power and opulent luxury, we felt that the Range Rover was afflicted by a curse that affects many upper echelon vehicles – all the flash and features were spoilt by an underlying impracticality.

FAST FACTS

1. The Evoque uses a 2.0L 240 horsepower 4-cylinder engine with a turbocharger, backed by a 6-speed automatic transmission. 2. A number of interior components, like the audio system and gear shifter, are taken from Jaguars that cost twice as much. 3. Fuel economy is rated by the EPA at 19 mpg city, 28 mpg highway. 4. Unlike other Range Rovers, the Evoque is a car-based crossover rather than a traditional SUV.

The Range Rover’s footprint was so large that it could have had its own branch of the Occupy movement, and its drinking problem was in league with Amy Winehouse. The Range Rover was conceived as a luxury vehicle to take you from your Scottish country estate to the theater and back again in total comfort, but lately, the Range Rover has been the mode of choice of wealthy urbanites. But the vehicle’s rugged, rural roots meant that parallel parking and urban maneuvering were less than optimal, and its in-town fuel economy was dismal, to say the least.

The 21st century luxury SUV consumer may wear Barbour jackets (as an ironic fashion statement), but is also far more likely to be an entrepreneur pitching their one-person marketing agency rather than living off an inheritance and attending fox hunts. Range Rover knows which way the wind is blowing, and with the Evoque, it has adapted its formula accordingly.

Gone is the big, boxy profile and the massive 5.0L Supercharged V8. The opulent cabin full of leather and aluminum remains, but the Evoque is compact, taut and almost futuristic looking, with a silhouette more like a MINI Countryman than a Defender 110. Sharing a platform with the Land Rover LR2 (which in turn is based on the Ford Focus), allows for the Evoque to opt for a much smaller form factor, and makes it the kind of vehicle you want for darting in and out of traffic, or parking in tight downtown spaces.

A transverse-mounted 2.0L turbocharged 4 cylinder (again, based off of Ford’s lovely Ecoboost engine) makes 240 horsepower and 251 lb-ft of torque, mated to a 6-speed automatic gearbox. Don’t let the low-cylinder count fool you, because this motor has an adequate amount of power to hustle the Evoque around in nearly any situation. Passing slow moving traffic is a breeze thanks to a broad torque band and minimal turbo lag, while still allowing the Evoque to cruise at a comfortably low rpm on the highway. We suspect that hardly any buyers will notice the difference from a traditional V6. Despite its front-driver underpinnings, the Evoque still has a rudimentary all-wheel drive system, with classic Land Rover technologies like Hill Descent Control, but we’d give up Starbucks for a year if anybody took an Evoque on rougher terrain than a gravel driveway.

Inside, it’s clear to seasoned veterans that Land Rover (which operates the Range Rover brand as its “premium” line) has been dipping into the parts bin in a big way. The switchgear is an 80/20 mix of Land Rover and Volvo bits – hardly a bad thing, but the common usages were immediately apparent. A few Jaguar parts are included for good measure, such as the rotary shift knob that rises from the center console, and the touch-screen HVAC and audio control system, which is one of the easiest and most intuitive systems out there. Our litmus test involves asking a passenger to operate the iPod interface without any direction, and most cars tend to frustrate our subjects. Not so with the Evoque, as multiple riders were able to easily and quickly navigate it without any annoyances.

The Evoque’s road manners were largely solid, but the combination of big wheels and low-profile tires, an unavoidable concession to the automotive aesthetics of our era, delivered the usual harshness over less-than-perfect pavement. Thankfully, road noise was kept in check much better than the ride quality, as engine sounds and wind noise were isolated from the cabin. The Evoque’s seats were especially comfortable on long jaunts, and we found the driving position excellent – just high enough to give drivers that SUV feel without compromising the interaction that we crave.

Of course, such a small footprint does lend itself to some compromises. Rear seat comfort for two is fine, but if the front seats are moved back to accommodate a driver or passenger over 6 feet, then it may get a little cramped. Ditto for 3 passengers in the back – we suspect that the typical Evoque buyer will be an empty-nest couple, or have children riding in car seats. A trip to dinner at a fancy restaurant will suffice, but going to visit the in-laws may be trying for all occupants.

Cargo room was also diminished by the Evoque’s “evocative” styling. A grocery shop for two (at the local farmer’s market, natch) was fine, but trying to stow a full set of 15” snow tires was a major challenge. We ended up stuffing three in the small cargo area (which took some careful arranging) and rested one on the rear seat before the automatic tailgate would shut itself. The sloping roofline and small side windows mean that form comes before function as far as visibility is concerned, and we were glad to have the standard back-up camera on hand.

THE VERDICT

At a base price of $43,995 (up to $52,395) the Evoque isn’t cheap by any standards, especially in light of other compact luxury SUVs starting at thousands less. The Evoque does many things really well – the kind of things that most buyers of the full-size Range Rovers do already, but without the wretched excesses of massive fuel guzzling or conspicuous consumption. Range Rover will sell every Evoque it can produce, perhaps at the expense of the brand’s standing (in 5-10 years, every nightclub-attending wannabe will be driving a used, white Evoque, and you can quote us on that), but the vehicle’s platform and components have been paid for long ago, making it an absolute cash cow for Land Rover, and parent company Tata.

For those just outside the top 1 percent that want a stylish crossover, the Evoque is perfect. For the 99 percent that isn’t pulling in megabucks, it’s a strong aspirational vehicle that might be within reach at some point in their lives. This is the kind of luxury vehicle that we need more of the in the market place, and judging by current economic and social trends, it’s one we’ll likely see a lot more of this decade.

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