Mercedes-Benz SLK-Class 2015 Review

Some cars are broad and flexible in their abilities, spreading themselves across a multitude of uses. Then there's the Mercedes-Benz SLK-Class.

There is one job Benz's convertible hard-top roadster is really good at: posing.

If you like being looked at, then roof down on a nice day the SLK is a good-looking winner – as presumably you are basking in reflected glory.

But for the rest of the week, much better to take the C-Class, ML-Class – or any other member of Benz's Alphabet Soup of cars – for most motoring chores.

It's that narrow bandwidth that hurts the SLK. It's not that functional because it's not spacious in the cabin or the boot and has just two seats; it's not enjoyable to commute in because it's not the easiest car to see out of – especially with the roof in-place; it's not the best drive in the class either, not with the base model Porsche Boxster just a few thousand dollars up the road.

Oh and talking about cost, at $96,500 (plus on-road costs) for the 1.8-litre turbocharged SLK 250 being tested here is not exactly a cheap purchase either.

But gee, it is good looking and turns heads.

Having made it sound like this is a car only for the shallowest of egocentrics, it's time to mount something of a defence. After all, it's not like the SLK 250 is alone among roadsters in being cramped for space, limited in its use and expensive.

While the Boxster is a significantly better drive, the SLK 250 is still good fun on the right winding road. By "right" we mean smooth.

Then the W204-based C-Class three-link front-end works nimbly with the variable-assist hydraulic steering to wend the SLK along from one corner to the next, the 1.8-litre turbocharged petrol engine combines with the 7G-Tronic transmission to provide decent motivation accompanied by a nice, raspy note. The brakes are reassuringly positive.

Punch out of a tight corner with the electronic assistants relaxed and you can even square up the multi-link rear-end for an engaging amount of moderate oversteer. Gotta love rear-wheel drive! With 150kW and 310Nm the engine is never going to overwhelm the chassis, but it's nicely balanced and lively enough to make it enjoyable.

First proviso; make sure the transmission is set to 'sport' or you are changing manually, otherwise in 'eco' mode the response is just too dull. Even in manual the transmission will change up for you when the red line is breached, which is particularly annoying in a sports car.

Second proviso; be prepared for the fuel consumption to steeple from the claimed 6.7L/100km combined figure if you do use the engine 'enthusiastically'. Our average ended at 10.5. If you want to get anywhere near the theoretical number stick to 'eco' mode and make sure the idle stop-start function is engaged (are we getting off the track here for a sports car?).

Third proviso; as stated before, smooth roads are important. The SLK 250 comes standard with low profile (245/35 rear, 225/40 front) 18-inch rubber upheld by sports suspension that lowers ride height of the orthodox suspension by 10mm and stiffens springs and dampers and fattens the anti-roll bars. That translates to too much jarring and shock transferring into the cabin. Not only is it annoying when you're trying to drive what is a sports car sportingly, it is just too intrusive on any normal road at any speed.

This is a car tuned for smooth European roads with a race-car oriented suspension. In Australia, more sidewall and more suspension compliance work better.

There's an active damper package available as an option for the SLK that might be worth investigating, although it's $1500 and can't be ordered unless you've also optioned a Sports or AMG Line pack, either of which will set you back a few extra grand.

Speaking of options, our car was a limited edition with a $9500 Carbon pack. It includes the effective transparent Airguide wind blockers that flip from behind the roll-over bars, the Airscarf neck level heating, the AMG Line and a bunch of cabin upgrades including lime green piping on the Nappa seat leather and real carbon-fibre trim that Benz downplays by calling it 'carbon look'. Odd...

The aggressiveness of the SLK 250's ride really doesn't gell with the rest of the car. Thanks to the hard-top roof, the SLK is quiet and refined by convertible standards, with effective noise deadening under the body as well as via the magnesium-framed roof with its glass panel.

The roof folds and raises fully automatically – and by remote key if you want – in roughly 20 seconds but can only do it stationary. That's a bit behind the times these days [Ed: the new BMW 2 Series Convertible can fold on the go at speeds up to 50km/h]. It should be noted the refinement of cloth-roofed convertibles is getting better all the time and they have the advantage of lighter weight than the SLK's roof.

With the Airguides in place and Airscarf doing its thing, the cabin is a nice enough place to reside when you have dropped the roof, with not too much wind rustle intruding.

This third-generation SLK has been around since 2011, so no surprise the interior lacks the curvaceousness of the latest Benz models. The presentation is a bit slabby and button-heavy in the centre stack. I found the backrest of the one-piece seat a tad narrow, but that was a secondary inconvenience compared to pushing open the long, heavy door and clambering up and out of the thing. Jeez it's a bitch getting old.

Still there is a decent amount of equipment. On top of what we've mentioned already the inventory includes Comand online multimedia system, hard-disc navigation, internet browsing, climate control, bi-xenon headlights, flat-bottomed multi-function steering wheel, seat heating, parking sensors, six airbags, an active bonnet and even a space-saver spare tyre tucked into the small boot.

A significant amount of sophisticated safety gear is optional, which is wrapped into the $4900 Driver assistance package plus. This includes active cruise control, blind-spot assist and lane-keeping assist.

It says something about the SLK's age that the recently launched $20,000 cheaper C 250 has this stuff and more standard – as well as a new architecture and 2.0-litre turbo engine the next generation SLK will move to one day.

But you could drown the SLK 250 with gear and something more would be needed than what it provides. It is pleasant enough, but ultimately an affectation. The Boxster is the best car in this class to drive on the sort of roads where sports cars really should be seen. The Benz does its best work elsewhere.