This big Benz is also a little sluggish on turn-in, thanks to the massive weight transfer taking place. Others have lauded the Airmatic's suspension, and it does a valiant job of effectively lightening this monster, but it is still a whole hunk of metal to turn into the corners and bodyroll is inevitable. My Golf rental car could stick with it through the tightest stuff on the public road, but the second the road opened out the CK 55 RS was already in the braking zone for the next bend and slowing to keep me in sight. The chassis will never fully exploit the power of the engine in the corners, but that's not really what it's there for.
You can try and justify this amount of power by explaining the overtaking prowess, the acceleration or the top-end performance, but in a luxury barge like this it's totally unnecessary. There is really only one valid reason: The motor in this car is one big, unadulterated, automotive hard-on. It's the latest hammer blow to the competition in the public horsepower race, on behalf of Mercedes and Carlsson.
And the really great news is BMW and Audi will come back fighting, and there will be a whole host of tuners waiting to exploit the new armament.
The new M-B SLK is a huge step forward when compared to its boxy predecessor. It's a much more svelte, muscular proposition, taking cues from the almighty SLR at the front-end in particular.
Not only did Mercedes improved the looks, it also created a six-speed manual gearbox-finally accepting that not everybody wants an automatic, no matter how sophisticated and seamless it is. The new manual box isn't half-bad either, and takes the car to a level of sporting performance the automatic couldn't hope to match.
Of course, the European tuners are waiting for the more powerful SLK350, but for now they have the confusingly named 1.8-liter SLK200 to play with, which was what Carlsson was up to when I pitched up to test its CK20 variant. "These are the prototype mouldings, so be careful with them," said marketing assistant Sabine, only half-joking.
They may have been prototypes, but these are the exact bodywork modifications that will be available to the public, and they do a grand all-round job of adding another layer to the roadster.
A new front spoiler has a mesh front and foglights, and the sideskirts have more mesh as well, which Carlsson boss Rolf Hartge swears improves the cooling to the rear brakes and mechanicals. In truth, this SLK version will unlikely ever need that-it's more of a cruising car than a hard-charger's road weapon-but its more powerful sibling may well appreciate the air input. It's the same principle with the trunk spoiler, which is more about cosmetics than downforce in this particular case.
Brilliant Edition wheels, sized 18 in., wrapped in Dunlop Sp Sport Maxx tires fill the arches without getting intrusive or ruining the ride quality-a vital part of the Mercedes driving experience.
The interior was completely reclothed in Carlsson's classic Nappa leather, while the SLK's original dash was plenty futuristic enough and didn't need messing with. This two-seater definitely shows the way when it comes to a snazzy inside, and even the quirky handbrake, with its curved base, is a fresh and appealing sight. A splash of aluminum on the pedals and stainless-steel rollbars complete Carlsson's aesthetic additions,.This is undoubtedly one of the finest looking cars to emerge from the factory's gates.
The stock version is good for a mere 161 bhp at 5500 rpm. It simply cries out for more power. Carlsson managed to squeeze 195 bhp by raising the boost pressure, remapping the ECU and fitting a four-exit exhaust system. The maximum torque on offer now reaches a healthier 199 lb-ft (270Nm). The engine rework also raised the top end speed to 150 mph and cut the 0 to 62 mph to a more respectable 7.1 sec. Hardly barnstorming figures, but this is the entry-level model.
Carlsson's influence was also felt in the handling. It dropped the SLK by 30mm, replaced the dampers with a firmer sports setup, changed the LSD and fitted a larger anti-rollbar. This lowered the center of gravity, a vital performance-enhancing technique and reduced bodyroll in corners-although there was some inevitable pitch and wallow from the roadster. In addition, Mercedes' awful and intrusive ESP can now be permanently switched off.
Until I flicked the ESP switch to the off position, Carlsson's car remained an understeering pig as the electronics were just too quick in taking control, clearly erring on the side of caution. Be warned, it felt horrible when the electronics pillaged what few horsepower the car had, causing it to plow straight past the apex. This remains the major criticism of Mercedes' new engine setup.
Turn off the electronics, though, and you'll be able to finally exploit Carlsson's changes, finding real balance with the chassis. The back end slides slightly, but this tightens up the front and creates a car that will actually turn in. With so little power, though, it's hard to get into serious trouble at the back.
Even average drivers should find their cars handle better with the ESP turned off-and with the top down, placing a bit extra weight over the rear. It's an extravagant method of driving, and it will break away under serious provocation. But even then the merest touch of opposite lock or throttle lift brings the car to heel. This seemed the only way to get round the corners without frustration during my short test drive.
The Mercedes SLK200 is certainly an enticing base model, but we're all waiting for its big brother, including Carlsson. If the German company can take the horsepower figures up to the 400 mark, or even higher, and produce a car that can steer on the throttle, then this could be an exciting car indeed.
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Carlsson Autotechnik GmbH
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Carlsson North America LLC
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