Hello
Petrolheads!
Coming
up next are my thoughts regarding what is, for me, the pinnacle of the R170,
aka first generation, Merc SLK: the Final Edition equipment package.
2003
had just started and, after almost 290.000 units already having been produced,
the SLK was finally losing momentum on a market it had dominated. After the success
of the Special Edition P43 series – limited to 2.500 units – Merc decided to
again develop a special equipment package to give sales a needed oomph, until
the second-gen R171 arrived in 2004.
That
P43 already had unique equipment details, and represented good value in
comparison with optioning up a base R170 to a comparable level, therefore having
sold very well. Inspired by this success, Merc decided to go even further and
create a non-limited edition, even more exclusive package: at the 21st
of February, the P29 Final Edition was unveiled to the world in the Geneva
Motor Show.
Contrary
to what normally happens with most “special series” – a trick normally used to
sell already produced stock at a lower price – Merc went to quite some length
creating a very special equipment package: the seats were redesigned in a way
to pay homage to the glorious Silver Arrows of past decades, high-quality trim finishes
were added everywhere and even a new alloy wheel design was created – the
jaw-dropping, 16” Alcyone.
This
equipment package was sold in most of the world, unlike the P43, albeit in some
markets – Italy, USA or Japan, for example – it was once again labelled as
Special Edition (P29 is the common ID of this equipment package, irrespective
of market), with some equipment differences amongst markets (Japan and the USA
units, for example, were only available with another exclusive wheel design –
the 17” Celaeno). It was produced from March 2003 up to the very end, on April
7th 2004 – the last-ever R170 was a UK-market P29. Almost 6.000
units were produced, Europe alone having ordered over half of them. The biggest
single markets were Germany and the USA, each having ordered ca. 1.800 units.
This
equipment package is relevant for two reasons. On the one hand, there are the aforementioned
tasteful, rich details; on the other, exclusivity. The R170 was a success –
311.422 units were produced – therefore a special car, nowadays, means either a
very low-mileage garage queen, a low-production colour or a special equipment
combination – some bonkers Designo packages are my second favourites.
Naturally, a 32 AMG is another form of exclusivity within the R170 world, as only
4.333 units were ever produced.
The
unit you can see in these pictures is a one-off. Only twelve times was Yellowstone
685U the selected exterior colour, and out of those, only once it was combined
with code 867A, which means red seats. It’s a plain bonkers colour combination,
and what has surprised me is how many non-car people appreciate it in reality, some
even changing their opinions after having disliked it in pictures. It works
really, really well, and the collector who ordered it also (regrettably, as we
will see) selected the option of 17” wheels. Called Saidak, they were optional
equipment within the P29 for the European market, but as far as I know, had
been offered as special Incenio equipment for both the W202 and W210 before.
They are the rarest wheel design, making up less than 7% of the entire P29
production.
New
for me was, additionally to the 17” wheels, the 2.3-litre, Kompressor engine.
My thoughts on these follow next.
Will
start with the second. Being used to the 2-litre version of this same engine
design, the first surprise was how less refined it felt. While the 200s pretty
much offer a 6-cylinder experience, the 230 is way rougher. At first I even
thought the problem might be bad motor mounts, but a workshop trip showed they
were fine. After researching a lot, found a couple of contemporary German road
tests who mentioned the exact same phenomenon on then-new cars, so apparently
the larger displacement does slightly imbalance the design – it’s a 4-cylinder
and it feels like one.
That
is the only downside of the 230 over the 200. Power-wise, the 20% increase is
noticeable, even if not necessarily needed. Fuel economy is about the same (the
230 has slightly longer gear ratios), it revs with the same verve and sounds
exactly the same as well (the Eisenmann period exhaust system in my car turns
it into a screamer beyond 3000 rpm). As magazines reported similar performance
to that of the V6 320 – which was even given shorter gear ratios to compensate
for the lack of forced induction – the 230 is the best compromise performance/
economy of the range.
As
for the 17” wheels, they represent a terrible compromise. The comfortable ride
provided by 16” wheel designs virtually disappears, replaced with crashy, fidgety
progression. And do not think that handling is improved on an equal scale,
because… it is not. Even on alpine passes there are no advantages to be
noticed, quite the opposite; the lower tire walls don’t absorb irregularities
as well, which makes the whole car unsettles during spirited driving on bad
tarmac. A phenomenon I was already familiar with in the Smart Roadsters.
Therefore,
after a lot of research, and patience, I managed to buy a set of Alcyone wheels
online and swiftly proceeded to replace the 17” Saidaks. Don’t miss them for a
second, not even for the design, as find the simple elegance of the Alcyones
much more in tune with the R170’s classic lines than the fussy Saidak’s.
Finally,
last September, gave Yellow Beauty a well-deserved retirement – its spot is now
filled up with an R171 55 AMG – and drove it to Portugal, to join the rest of
the collection down there. It was one of the greatest road trips ever, and a
reminder of just how exceptional an R170 still is nowadays. It managed to
provide room for an absurd amount of luggage, handled two vicious downpours
mid-France as if it was a sunny weekend afternoon, was happy with 7,1 L/100km
(40 UK mpg) in total (while respecting the legal top speeds for most of the
time), did not use a drop of oil and rewarded its driver with a fresh back at
the end of each 1.150 km journey. Not a glitch. What surprised me, to be
honest, was how pleasurable it felt to drive in Spain’s Pyrenees. Not talking
about ultimate driving involvement à là Smart Roadster/ MX5, but the typical
R170 agility shone as always, even despite being loaded and the tarmac damp, providing
that rewarding feel one has when driving something very well sorted out.
After
a 5-month ownership of an R171, am already noticing how hard an act the R170
was to follow. The newer car surely is a more engaging drive, but the
compromises to the original concept appear left and right, and I’m not sure
they are worth it.
Verdict: The glorious sunset of a trendsetter.
Official vital data:
Engine and transmission:
2295 cc, inline-4 cylinder, DOHC, 4 valves per cylinder, port
injection, supercharger, timing chain-driven valves, steel (block) + aluminium
(head) (Otto)
197 PS (145 kW)/ 5500 rpm
280 Nm/ 2500-5000 rpm
Red line: 6200 rpm
6-speed, manual transmission
Dimensions and weights:
Length/ wheelbase/ width/ height: 4,010/ 1,715/ 1,276 metres
Turning circle: 10,58 metres
Weight: 1385 kg
Boot: 348/ 145 litres (VDA, respectively in coupé and roadster forms)
Fuel tank: 60 litres
Tires: 225/45 R17 (F), 245/40 R17 (R), Vredestein
Ultra Satin; 205/55R16 (F), 225/50 R16 (R), Michelin Primacy HP
Performance:
Top speed: 240 km/h (149 mph), reached in 6th gear
0-100 km/h (0-62 mph): 7.2 seconds
Fuel consumption (NEDC, urban/extra-urban/average): 14,1/ 7,3/ 9,8
l/100km (20/ 39/ 29 UK mpg)
CO2 emissions: 236 g/km (Euro 4)
3000 rpm, 6th
gear: 126 km/h (GPS-measured, 17” wheels); 128 km/h (GPS-measured, 16” wheels)
Main equipment: fully-electric
folding hardtop, twin-zone climate control, twin front airbags, sidebags, radio
with CD-player, leather steering wheel and gearbox knob, heated leather seats,
cruise control, variable speed limiter, drive lock, power steering, 17” alloy
wheels, ABS+ASR+ESP.
German price in 2003: 39 500 €.
Rating: 21 out of 20
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