The Truth About Cars » 3.5L http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Mon, 31 Aug 2015 13:00:08 +0000 en-US hourly 1 http://wordpress.org/?v=4.2.4 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars » 3.5L http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com 2015 Ford F-150 Platinum 4×4 3.5L Ecoboost Review [With Video] http://www.thetruthaboutcars.com/2015/06/2015-ford-f-150-platinum-4x4-3-5l-ecoboost-review-video/ http://www.thetruthaboutcars.com/2015/06/2015-ford-f-150-platinum-4x4-3-5l-ecoboost-review-video/#comments Mon, 22 Jun 2015 12:00:53 +0000 http://www.thetruthaboutcars.com/?p=1094033 Ford’s F-150 is an important vehicle for Ford and it’s not too much of an exaggeration to say it’s an important vehicle for America. In 2014, the F-150 was not just the most popular truck in America, it was the most popular anything in America, selling more than 740,000 examples. For those that love their […]

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2015 Ford F-151

Ford’s F-150 is an important vehicle for Ford and it’s not too much of an exaggeration to say it’s an important vehicle for America. In 2014, the F-150 was not just the most popular truck in America, it was the most popular anything in America, selling more than 740,000 examples. For those that love their numbers, that is more F-150s than everything Hyundai sold in the USA put together.

Redesigning the F-150 isn’t just putting Ford’s profits on the line. Hundreds of suppliers and countless employees are worried about Ford’s aluminum gamble.

First let’s talk aluminum. There seems to be plenty of confusion about the first “all aluminum pickup.” Here’s the deal: the F-150 is aluminum bodied. If you were worried about how an aluminum frame would hold up, fear not, the F-150’s body rides on a high strength steel frame, which is half the reason for the high towing and payload numbers. The other half is the aluminum body. Although, there has been plenty of argument about the supposed 700 pound weight saving, Ford does say that about 450 lbs comes from the aluminum body alone. In a simplistic sense, for every pound you take out of the body, you can put it right back in the form of payload. This is the single largest reason the F-150 has payload figures that are 400-600 lbs higher than comparable GM and RAM models.

The majority of the body is made of 6000-series aluminum, which is about 33% lighter than sheet steel of the same thickness. Ford heat treats most of the F-150’s aluminum panels to improve strength and saves a little bit of money by using less expensive 5000-series aluminum in areas like the cab floor and interior parts. According to an engineer at BAE Systems, aluminum also has better dent, ding and corrosion resistance than steel, which is why it is used in military vehicles where those properties are important. If you’re thinking about how easily an aluminum soda can bends, a steel can of that same thickness would dent easier and, according to the engineers, shatter more easily. This is a huge benefit in the bed of the F-150, where Ford was able to make the panels thicker and still save weight. The bugaboo of course is the cost of repair. Body shops have less experience with aluminum, it’s more expensive to replace and labor costs are higher at the moment.

2015 Ford F-158

Exterior
As you’d expect from a modern American pickup, the F-150 is bigger, bolder and angrier up front than the model it replaces. If you’re willing to pony up the cash, Ford will sell you the segment’s first full-LED headlamps, but I found the headlamp brightness to be somewhat lackinglike all the main players in this segment. Out back we find a new tailgate design that is not only lighter because it’s aluminum but also damped like the Japanese competition so it doesn’t slam down on you. The benefit of an aluminum tailgate is immediately evident as it was much easier to close than the competition even though our model had the integrated tailgate step.

Although I think the RAM is attractive, the growing overbite is a design I’d have left on the cutting room floor, and GM’s square wheel arches have always made me scratch my head. Therefore the pickup aesthetics award goes to Ford since the 2015 model brings just enough “butch” without looking ridiculous.

2015 Ford F-166

Interior
When designing a vehicle that spans from $26,100 to over $62,000 there will invariably be trade offs. If you use the same core interior parts in all models, you have to either be willing to make the base models look and feel more expensive, or be willing to have some hard plastics in the top end trims. Ford, like GM and Chrysler, chose the latter. This means that our nearly fully-equipped Platinum model sported real wood trim and soft leather, but inches away were hard plastic door panels and trim pieces. Note: that’s not a negative, it’s simply a statement of fact. Personally, I don’t have a problem Ford’s use of hard plastics because that’s the norm in the pickup truck segment. It would only be a problem if nobody else was doing it.

While I think the RAM’s interior is better looking, especially in the brown and tan version, the F-150 is the king of the hill in terms of parts quality, especially in the platinum trim where you get acres of aluminum trim and fit and finish beats the competition. While I found the base front seats in the Silverado to be more comfortable than the Ford, the Platinum model gets Ford’s massaging and anti-fatigue system. Basically, it’s the same system we saw in the Lincoln MKS. Ford places several air bags inside the seat bottom and back cushion that are tied to a compressor and computer-controlled valve system. In addition to providing multi-way adjustable lumbar support, the software can inflate and deflate the bags in sequence to “massage” your back and improve leg circulation. At first, it just seemed like the truck was slowly groping my bottom, but after an hour and a half in the seat I was hooked. Most luxury cars with similar systems only run for 15 to 20 minutes, but the Ford system stays on until you turn off the car or the compressor noise gets to you.

 

2015 Ford F-162Infotainment
Ford’s touchscreen infotainment system is slated to be replaced by the highly anticipated SYNC 3 system as soon as next year. Until then, the F-150 soldiers on with the same infotainment systems we’ve seen for some time. Base models get a 4.2-inch color LCD radio with SYNC voice recognition software and 4-speakers. Top end trucks jump to 11 speakers (with a subwoofer) and the screen grows to an 8-inch touchscreen with navigation, satellite and HD radio.

Dropping LCDs into the instrument cluster is all the rage, and Ford has three to choose from. Base models get a small 2.3-inch LCD, mainly for trip computer functions; mid-level trucks use a 4.2-inch LCD and top end trims get customizable 8-inch display. Compared to the RAM and Chevy disco dashes, the Ford LCD looks more polished and was more responsive than the system in the Chevy

Drivetrain
The big three have chosen different paths to fuel efficiency nirvana. Chrysler is doubling down on the ZF 8-speed automatic, GM designed a new family of 6 and 8 cylinder engines with aggressive cylinder deactivation and Ford has chosen a two prong strategy with aluminum bodies and small displacement turbo V6 engines.

smart-trailer-moduleThe engine lineup starts with Ford’s familiar 3.5L V6 used in everything from the Explorer to the Taurus. Good for 283 horsepower and 255 lb-ft, the V6 is a little down on power vs the Chrysler 3.6L V6 and certainly less “torquey” than GM’s new pickup-only 4.3L V6. Instead of a V8, the next stop is a 325 horsepower 2.7L V6 with twin turbos. While that sounds down on power vs the GM 5.3L V8, keep in mind the Ford is lighter than the Chevy and the 375 lb-ft of torque comes to the boil sooner and hangs out longer than GM’s V8. Chrysler’s 5.7L HEMI and 8-speed automatic yield better power, torque and 0-60 performance, but fuel economy is drastically lower.

Next up is the only V8 on offer, but it’s not the top-end engine option. Producing 385 horsepower a 387 lb-ft, the 5.0L produces more torque just above idle and over 3,000 RPM, but at certain speeds the 2.7L actually beats the V8. The halo engine is the same 3.5L twin-turbo V6 we have seen for a while. For 2015, it’s tuned to 365 ponies and 420 lb-ft of twist but Ford has implied it will get some significant updates for the upcoming Raptor.

15F150-3.5L-EcoBoost_01_HR

All four engines are mated to a 6-speed automatic and available four-wheel-drive. This puts Ford two speeds behind most RAM models and the 6.2L Chevy which finally gets GM’s heavy-duty 8-speed. The Raptor will receive Ford’s new 10-speed automatic and we should see that filter down to other V6 models, but Ford hasn’t said when. In the mean time, the most efficient F-150 is the RWD 2.7L Ecoboost model at 22 MPG combined while the least efficient, the 5.0L V8 4×4, rings in at 17 MPG combined. Meanwhile the Chevy ranges from 17-20 (despite the cylinder deactivation on the 4.3L V6) and the RAM runs from 15-24 thanks to a thirsty 5.7L V8 and the fuel sipping diesel at the top end.

2015 Ford F-155

Drive
Although the F-150 was put on a diet, the base V6 still feels a bit sluggish compared to the competition. RAM’s heavier 1500 has a hair more torque, a lower first gear and 33% more gears to choose from overall. GM’s 4.3L V6 offers considerably more low-end torque which allows it to feel peppier when towing.

Of course, the naturally-aspirated V6 and V8 engines are arguably less important to the F-150 shopper since a whopping 63% of sales have been twin-turbo equipped. Ford hasn’t broken out sales of the 2.7 and 3.5L Ecoboost engines separately, but I suspect the new 2.7L engine is quiet popular. While our tester was 3.5L equipped, I spent a day in a dealer provided 2.7L model for comparisons.

Although the 3.5L Ecoboost is fun, I think the 2.7 fits my needs better. The turbos largely make up for the slight torque reduction you get compared to the competition’s V8s, and although the 5.7L HEMI and 8-speed auto are faster and nicer to tow with, the 2.7L engine is quite simply the most well-rounded truck engine out there. There’s more than enough torque for towing 7,500 lb trailers with ease, dropping 2,000 lbs into the bed, or piling the kids into your SuperCab. Over 110 miles in the 2.7L RWD tester, I averaged 21 MPG, below the EPA numbers but still above the V8 competition.

2015 Ford F-153

The 3.5L twin-turbo engine allows up to 12,200 lbs of towing in some configurations thanks to the healthy torque figures. 0-60 times came in at 6.45 seconds, among the faster times in this segment, but thanks to GM’s new 8-speed automatic, the 6.2L  Silverado is fastest. Fuel economy in the 3.5L Ecoboost model was lackluster, coming in at 16.4 MPG during our week, nearly 1MPG behind the 2014 6.2L Silverado before GM added the 8-speed to the mix.

Apples to apples comparisons are hard because of the multitude of cab, bed, axle, tire, wheel and drive line choices in all the trucks in this segment, but you can bet if everything were equal, the F-150 would be the handling champ simply because it is lighter. When it comes to the ride, the RAM 1500 wins hands down due to the coil springs in the rear and the available cushy air suspension system.

I hinted about it earlier, but the main benefit to the reduced curb weight of the F-150 is not fuel economy but load capability. It’s most obvious when we compare like model to like model as shown below. All three models are within $1,000 of one another with the F-150 being the most expensive at $43,950 and the RAM the least expensive at $43,010. I chose the 2.7L V6 in the Ford because it is seen as the alternative to an entry-level V8.

F-150 TowingFord advertises a maximum 3,300 lb payload capacity and 12,200 lb towing limit, but like every other truck, most configurations are below the maximum. The take away here is that the payload is consistently higher than the competition. Keeping in mind that the payload is the total of cargo and passengers, it is easy to see how this improves practicality. In the F-150 you and your two 190-pound friends can grab 1,500 lbs of concrete at Home Depot with ease. In the Ram or Chevy you’d have to make two trips. Opt for the 5.0L V8, and the payload jumps to 3,020 pounds and towing increases to 9,200 in the same configuration. If that’s not enough the 3.5L Ecoboost will tow 10,700 in approximately the same configuration. You should note that conventional towing over 10,000 pounds will require a commercial Class-A or non-commercial Class-A license in some states, so depending on where you live, towing over 10,000 may not be material.

If my money were on the line, I suspect I would be torn between the 2.7L F-150 and the Ram 1500 EcoDiesel. In that mash-up, the EcoDiesel with the air suspension would be my choice largely because I tow more than I haul and the EcoDiesel not only has a higher tow rating but the way it tows it also superior thanks to the epic torque and the 8-speed automatic. Does that make the RAM the better truck? No, it’s just the one that suits my need better. After a week with the F-150, I have to say the 2.7L engine is a 10-speed automatic away from perfection and the 3.5L Ecoboost would be perfect if the fuel economy was 4 MPG better.

Ford provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30: 2.4 Seconds

0-60: 6.45 Seconds

1/4 Mile: 15.12 Seconds @ 92.56 MPH

Average Fuel Economy: 16.4 MPG

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Review: 2012 Mercedes SLK350 Convertible http://www.thetruthaboutcars.com/2012/01/review-2012-mercedes-slk350-convertible-2/ http://www.thetruthaboutcars.com/2012/01/review-2012-mercedes-slk350-convertible-2/#comments Thu, 19 Jan 2012 23:28:24 +0000 http://www.thetruthaboutcars.com/?p=427200 Luxury roadsters have always been niche vehicles. With the economic implosion over the last decade, that niche has become even smaller. Last year the Mercedes SLK and BMW Z4 each sold less than 3,500 units on our shores, down from over 10,000 each back in 2006 and Canadian sales are roughly a tenth of that. […]

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Luxury roadsters have always been niche vehicles. With the economic implosion over the last decade, that niche has become even smaller. Last year the Mercedes SLK and BMW Z4 each sold less than 3,500 units on our shores, down from over 10,000 each back in 2006 and Canadian sales are roughly a tenth of that. While Mercedes is likely crying in their delicious geflügelsuppe, roadster shoppers benefit by being able to drive one of the most exclusive Mercedes models available on our shores. While the last model awkwardly aped the unholy union of a Mercdes F1 car and a bottlenose dolphin, the new model sells itself with sexy new sheet metal, 29 MPG on the highway and a $54,800 base price.

Now in its third generation Mercedes has finally found a style that fits the SLK. The first generation SLK in 1997 was described by all my college buddies as “cute” – not exactly how a dude wants his potential ride described. The second generation in 2005 struck me as more awkward than Ugly Betty in a southern beauty pageant. I’m not sure what the 2005-2011 SLK looked like inside because I couldn’t bring myself to get close enough to find out. Fortunately for the 50-something, six-figure earning, multiple car owning target buyer as well as the 30-something Silicon Valley professional, the SLK’s new duds are decidedly delicious. From the aggressive hood to the pert little trunk, the SLK looks like the hot love child of an SLS AMG and the recently announced 2013 SL550. Adding to the appeal is one of the best expressions of Mercedes new-found love for angles that (to me at least), is considerably more aggressive than the Porsche Boxster’s slippery sheet metal.

Luxury cars are all about options and features, and the SLK is no different. Our tester wore one of two optional wheel packages; the 5-spoke “AMG” wheels included in the $2,500 “Sport Package.” While AMG doesn’t use said wheels on any AMG car, they are quite attractive, as are the $500 wheels in the stand-alone wheel upgrade. Either option will get you 5-spoke rims and identical tire selections. The sport package also adds a more aggressive (and more SL-esque) front and rear bumper, faux-carbon fiber gauges, and more expressive side sill treatments. Our tester also wore a $720 premium metallic paint job, and had the $1090 lighting package which added bi-xenon headlamps that steer into corners and headlamp washers. The Xenon lamp upgrade seriously aids vision at night, and if you are balking at an $1090 option, it is time to pick a cheaper car.

According to Mercedes, SLK stands for “sportlich leicht kurz.” In English this means sporty, light and short. 300+ HP? Sporty: check. But at 3400lbs, light must be a relative term. The SLK is 17-inches shorter than a Toyota corolla, 10-inches shorter than a Boxster, and 3-inches shorter than a Golf, and the “short” part becomes obvious when anyone over 6-feet tall tries to gain entry into the SLK with the top up. You don’t so much get into the SLK as “put the SLK on.” Despite being a tight entry (due as much to the dimensions as the low ride height) once inside, the 38-inches of headroom and 42.5-inches of leg room are similar to the baby-Porsche and even a Volvo C70 (a four-seat hard-top convertible). Being 6-feet tall, I had no problems getting comfortable in the SLK. My six-foot-five friend however fit snugly ( yet with ample leg room) and found the ride a bit more claustrophobic with the lid up.

The SLK350’s cabin is all high rent as long as you don’t look skyward. Oddly enough some of the mechanicals of the two-piece folding hard-top remain completely uncovered with the lid closed, something you don’t even see in the bargain basement Chrysler convertibles. Aside from this haptic mis-step, the rest of the interior is absolutely top-notch from the soft, cross-stitched leather seats to the thick-rimmed, flat-bottomed sport steering wheel. Our model was equipped with the standard aluminum trim which many reviewers seem to favor, but I’d pony up the $990 to get the burl walnut trim to satisfy my deforestation desires. The real-tree upgrade includes highly lacquered walnut door and center console trim as well as a wood/leather steering wheel and wood shift knob. Strangely not available at any price is Mercedes’ excellent radar cruise control and collision warning system dubbed “Distronic Plus.”


Since our tester was equipped with the aforementioned “Sport Package,” our interior was bathed in red ambient lighting from the doors and a glowing red stripe down both sides of the center console. Also included was the $2,590 “Premium Package” which brings a few options that really ought to be standard on a $54,000 car, namely: the iPod/MP3 player interface and heated seats. On the flip side, the package does also buy the 11-speaker, 500-watt Logic 7 sound system by Harman/Kardon and a pair of “Airscarfs” (yes, I’m told that is the correct plural). The up-level sound system is as crisp as the Logic 7 sound systems in the rest of the top-tier Mercedes lineup but it lacks any bass punch at all. Apparently there was no room to squeeze a subwoofer so if thumping bass tunes are required for your cruising, you might want to look elsewhere. As gimmicky as the “Airscarf” sounds, they proved worthy of the name and kept our topless napes warm as December temperatures in California “plummeted” into the 40s.


Rounding out the gadget list is the $2,150 “Multimedia Package”, also known as Mercedes COMAND. The system comes with XM radio, XM weather (and a short 6 month subscription), voice controlled navigation, voice controlled Bluetooth phone interface, 10GB of usable storage for your music, an SD card reader, and a 6-disc DVD/CD changer. If you have read any of my other late-model Mercedes reviews you will know I’m not the biggest COMAND fan, I find it somewhat awkward and a decent step behind iDrive. I’d rather have COMAND than nothing, but the price tag is a bitter pill to swallow. Also on our option list was the $760 dual-zone climate control option, $650 for keyless-go and a whopping $970 for ultrasonic parking sensors. While parking sensors on something as big as a size-10 cross-trainer seems silly, rearward visibility isn’t that great with the lid closed so you might want to consider coughing up the cash before bashing your $60,000 roadster into a pole, or accidentally cracking the center surround speaker with your elbow as I did. Oops.

Click here to view the embedded video.

 

If the options above have your head spinning already, as they say on TV: but wait! There’s more! While the SLK doesn’t have a “sunroof” that opens like the VW EOS, in the front section of the two-piece hard top you still have some choices. You can opt for the basic all-metal lid, a “panorama sunroof” which is a fixed, slightly tinted piece of polycarbonate for $500, or the $2,500 variable tint sunroof dubbed “Magic Sky,” which, at its darkest setting, comes as close as you can get to an actual cover in the SLK. Our tester had the $500 plastic porthole option and I have to say, I’d skip it or jump up to the active window. (Given the price, just skip). On a bright sunny day I found myself jamming envelopes, papers, anything I could get my hands on, into the seams around the “sunroof” to block the hot sun and glare. Regardless of your choice, the SLK350 goes topless in 21-seconds flat.

Once the two-piece top is stowed, trunk space drops from 10.1 cubic feet to 6.4. While I find this number a bit disappointing given that there are no back seats to use as a padded cargo area, it is on par with a wide variety of four-seat convertibles and significantly better than the 1.99 cubic feet the Infiniti G37 convertible is left with. There is just about enough room for a weekend away as I was able to fit one computer bag, one camera backpack, and one carry-on rollerbag in the trunk with the top down. Since Mercedes doesn’t offer a feature like Volvo where the roof segments lift up and out of the way to make cargo retrieval easier, the top must be closed to stow or retrieve those larger bags. The Boxster on the other hand gives you 9.9 cubic feet of cargo space at all times, but splits it into his and hers trunks in the front and rear. For safe topless driving the new SLK350 also includes head airbags that pop out of the sides of the seat, active headrests and tiny roll-over hoops behind the seats.

Putting out 302HP at a lofty 6,500 RPM and 273 lb-ft of twist at 3,500 RPM, the new engine drops the SLK’s sprint to 60 by just over half a second (to 5.06 seconds) compared to the former SLK350, thanks to a broader torque curve and a reworked transmission. In addition to being a hair faster, the new 3.5L V6 features a 60-degree bank angle making it considerably smoother than the outgoing 90-degree V6. Joining the new engine is a revised Mercedes 7-speed automatic with three drives modes: Eco, Sport and Manual. As with other Mercedes products, Eco mode causes the transmission to be reluctant to downshift but supposedly improves economy by 7% in mixed driving. Sport mode makes the transmission hold a lower gear for longer and in addition allows this new 7-speed unit to downshift directly from 7th to 3rd for improves padding performance. “Manual” attempts to replicate the paddle shifting tendencies of Infiniti and Jaguar with rev-matched downshifts. Unfortunately the Mercedes transmission has absolutely no sense of urgency when it comes to the flappy-paddles and treats flaps like mere suggestions, not commands. Just leave the transmission in Sport and mash the pedal or put it in Eco and enjoy the “greener” leanings of the new V6. For 2012 EPA numbers are up from 18/25 MPG to 20/29 MPG, and in our 578 miles with the SLK we averaged a respectable 24 miles per gallon.

While the SLK’s primary mission is to be a stylish luxury roadster that’s a cheaper alternative to the six-figure SL, the 2012 baby-Benz makes a compelling argument against the likes of the Porsche Boxster S. The optional ($990) dynamic handling package which includes a variable suspension system and a torque-vectoring rear axle is an absolute most for anyone that wants to have a bit of fun in the twisties and remain parallel to the lane lines. The well-weighted steering, balanced chassis and an engine that sounds like a banshee when pressed to the limit, make getting sideways in the SLK easy, entertaining, slightly unexpected, thoroughly butt-clenching and strangely addictive. Compared to the Boxster S, the more compliant suspension, narrower 225-width front and 245-width rear rubber and nearly 400lb heavier curb weight mean the SLK will never handle as well as the small Porsche (or indeed a Subaru WRX STi that was my mountain dance-partner for a short while) but in my heart of hearts I would have to say I prefer the softer GT characteristics of the SLK. If crazy is what you seek, the SLK55 AMG is dropping soon with a 412HP 5.5L V8 under the hood and a rumored base price around $70,000.

Speaking of pricing, our SLK started at $54,800 and ended up at $67,565 after options. ($720 Diamond White Metallic paint, $630 Bengal Red Premium Leather, $2590 premium package, $1070 lighting package, $2150 Multimedia Package, $500 Panorama Roof, $2500 Sport Package, $760 dual-zone climate control and $970 “parktronic” parking sensors). Price aside, roadsters are such a niche market that somehow the first and second generation SLKs came and went without TTAC taking one for a spin. If the sales numbers are anything to go by, the same happens on dealer lots.  Largely forgotten by shoppers who lay down similar cash for E350s, ML350s or GL350s at Mercedes dealers, buyers are walking right past one of the best Mercedes models available. Forget about the school run, forget about the trailer you never tow and buy an SLK350 as your commuter car. After all, a pair of commuters in an SLK can drive in the 3+ HOV lanes in California and Texas. Sounds practical to me.

 

Statistics as tested

0-30: 2.08 Seconds

0-60: 5.06 Seconds

1/4 Mile: 13.46 @ 105.5 MPH

Mercedes provided the vehicle, insurance and one tank of gas for this review.

 

2012 Mercedes Benz SLK350, Exterior, rear 3/4, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, left side, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, left side, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, rear top down, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, side, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, front 3/4, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, front, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, front, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, front 3/4, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, rear 3/4, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, side, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, front, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, front, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, front, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, front 3/4, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, rear 3/4, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, rear, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, rear 3/4, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, roll over protection, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, SLK350 badge, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, 3.5L engine, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, 3.5L engine, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, Mercedes logo, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, headlamp, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, folding top operation, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, folding top operation, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, top up, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Exterior, top up, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, passanger seat, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, COMAND screen, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, driver's door, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, driver's door, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, steering wheel, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, driver's seat with air scarf, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, cockpit, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, dashboard, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, seat and airscarf controls, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, AMG package speedometer, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, steering wheel controls, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, hard top switch, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, trunk space, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, trunk space, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, trunk space, Picture courtesy of Alex L Dykes 2012 Mercedes Benz SLK350, Interior, driver's door, Picture courtesy of Alex L Dykes slk350 Zemanta Related Posts Thumbnail

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