So here’s where the route took me:įirst, there was no evidence of the supercharger engaging. Given the same job to do again, I’d have it sorted in no time, but that’s no fun.
The SLK’s electromagnetic clutch and supercharger pulley. The engine management uses the usual mix of sensors and computers, with the critical elements on the SLK being the crank sensor, cam sensor and cam adjuster solenoid.
On this era of SLK, the blower is engaged with an electromagnetic clutch, and then boost is controlled with a bypass flap – so two elements can conspire here. Research began with checking how the supercharger works. Not, I hasten to add, due to any inherent difficulty, but prioritising costs and trying to balance repairs with the inevitability that the car was a toy, an optional thing, and the Chrysler was doing all the hard work. But solving it would take, on and off, most of four months. Given that Leicestershire had clearly decided an hour of sun was too much, and opened the heavens on the little yellow car, I assumed water must be the problem. And when it felt like the car needed all the throttle just to keep up with motorway traffic, it was clear something was not right. Overtaking which had been a joy, became worrying. Getting to experience the little car’s performance was a useful bonding exercise, but it seemed a little unpredictable. Not long after getting the SLK, and throwing back into work despite a barely functional leg, a quick blast up the M1 on one of the few sunny days during this ‘summers’ constant rain seemed like just the ticket. Richard Kilpatrick’s SLK decides that wet weather, rubbish tyres and motorways are far too great a risk, and becomes a little lethargic…
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