The world’s tiniest car company has big news for 2016, the introduction of the third generation Fortwo. Complete with new styling,
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| Photo: Karen Tuggay, Canadian Auto Press |
a slightly larger footprint, an upgraded interior, more power, new and improved transmissions, and more, the reinvented Smart car hopes to woo Canadian buyers like the original version did in 2004, and after a first drive I must admit they’ve made a convincing argument for going small.
I’ve been fortunate enough to experience each Fortwo generation starting with a Euro-market version before the wee little car was officially launched here, at which point I tested the Canadian-spec 2005 Coupe and Cabriolet, then the completely redesigned second-gen 2008 model at its launch program in San Francisco, which was followed up by a 2009 Cabriolet on home soil, and now this entirely new 2016 Fortwo in mid-grade Passion trim.
Passion?
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| Photo: Karen Tuggay, Canadian Auto Press |
Yes, Smart has always gone about things differently, including naming trim levels. Joining the Passion is the Pure just below and Prime above, while the U.S. market goes one step higher with the Proxy. Of course our market is a tenth the size of theirs so we can’t expect to enjoy each and every Smart car flavour, especially considering it’s a fairly niche product, but considering Canada’s Fortwo sales have more than doubled U.S. deliveries per capita so far this year there’s a case to be made for expecting everything the brand has to offer.
Then again I should be careful how ardently I petition for extras because Smart buyers are hardly greedy. After all, the brand’s entire philosophy centers around a less is more mentality wrapped up in a good things come in small packages attitude,
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| Photo: Karen Tuggay, Canadian Auto Press |
and the new 2016 Fortwo follows this mindset ideally. Once again it’s the smallest four-wheel car sold in Canada, its width increasing by 100 mm (3.9 inches) to improve cabin space (some folks just aren’t comfortable rubbing shoulders) and length remaining identical at 2.69 metres (105.9 inches) so it can be parked perpendicular to curbs in jurisdictions that allow such space efficiency.
Speaking of efficiency the new car bucks trends by not being quite as fuel friendly as its predecessor with a rating of 7.5 L/100km city, 6.1 highway and 6.9 combined compared to 6.8 city, 6.2 highway and 6.5 combined, but most should be ok with this news being that its smaller albeit turbocharged 898 cc three-cylinder engine now puts out 19 more horsepower and 32 additional lb-ft of torque resulting in 89 of the former and 100 of the latter, which means the rambunctious little tot now needs a toddler leash to keep it in check.
Thanks
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| Photo: Karen Tuggay, Canadian Auto Press |
to a sprite 900-kilo curb weight it’s plenty quick off the line, zipping away from standstill with near electric immediacy and getting up to speed much quicker than any previous Smart car I’ve tested, the official zero to 100km/h sprint time being 10.4 seconds with its new (to us) five-speed manual and 10.7 with the as-tested Twinamic DCT, while its top speed is set to 155 km/h (96 mph), which makes it fast enough for Germany’s autobahns let alone your local highways and byways. The old one? Let’s just say you needed to be patient at takeoff.
DCT stands for dual-clutch transmission, the same type of fast reacting gearbox performance car manufacturers use to get the most out of their quickest cars’ powertrains. A few mainstream volume makers also incorporate DCTs for similar purposes, although more so for maximizing fuel economy. This type of transmission is appreciated by enthusiasts despite its propensity for slightly more abrupt
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| Photo: Karen Tuggay, Canadian Auto Press |
shift intervals than regular automatics, and to this end Smart has previously come under fire for an autobox with less than smooth operation. It’s easy to see that a lot of engineering effort has gone into this updated DCT, as it’s a lot smoother than before, while performance fans will appreciate the subtle blip during downshifts. Not velvety whipped cream smooth, but certainly miles better than the old version, while manual shift action is still part of the package if you want it, found by sliding the gear lever to the left, whereas both Eco and Sport modes can be engaged depending on mood and need.
The only time I noticed the transmission getting up to its old habits was when crawling along in stop-and-go traffic where it sometimes hesitated, causing the car to bob back and forth uncomfortably. Rather than just trying to roll along at a slow pace as I would with a regular transmission I found it best to wait a bit before
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| Photo: Karen Tuggay, Canadian Auto Press |
applying more consistent throttle, then using the brakes to slow before applying the gas again when needed. Every car has its idiosyncrasies, so you just have to learn and adapt in order to enjoy the benefits that come with such unique character traits.
The Fortwo’s ride is surprisingly smooth for having such a short wheelbase, and handling is typically go-kart like. Smart’s variable ratio Direct-Steer system with speed-sensitive power assist provided reasonably good feedback, its rear-engine, rear-drive layout that frees the steering from the mechanical pull of front-drive cars and also contributes to its astonishingly small turning circle helping in this respect, although the car felt a bit top heavy when pushing hard into corners, and leans accordingly. It’ll hold its lane, however, so don’t be alarmed, and likewise it’s an enjoyable highway companion, feeling comfortable and confidence inspiring at
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| Photo: Karen Tuggay, Canadian Auto Press |
high speeds, although it can get a bit upset by strong sidelong breezes. It’s a small car after all and therefore a gust of wind can make quite an impact, but if you prepare yourself when exiting tunnels or blasting past highway trucks (or having highway trucks blast you) you’ll be able to react quickly enough to keep it on the straight and narrow, while Smart includes a standard feature called Crosswind Assist that automatically helps out in such situations. Speaking of maintaining control, braking is very good. The front-wheel discs and rear drums have a nice progressive action, while panic stops resulted in astonishingly quick response.
One slightly annoying trait was a rearview mirror that couldn’t be set up to fully see out the back unless I lowered my seat to the point that I couldn’t get the best vantage point out the front. When my seat was set for the best visibility out front and
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| Photo: Karen Tuggay, Canadian Auto Press |
mirror set to utilize the entire rear window its reflection pointed down towards the ground and not far enough rearward for safety, therefore I tilted it so only half of the window was visible and managed to see a sliver of cars behind, not ideal but workable. Fortunately the side mirrors are plenty large so after some time behind the wheel using them more than usual became second nature, but I’m guessing those tall enough to take full advantage of the Smart’s towering roofline will experience nominal rearward sightlines at best. Smart might be wise to look into sibling brand Mercedes’ history for a solution. The fabulous 1978 Study CW311 supercar placed a mirror atop the roof viewable through a small glass roof panel, which while odd looking reportedly worked brilliantly, although if positioned on top of a Fortwo it might act like a sail and send the car leeward more often than not.
Then
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| Photo: Karen Tuggay, Canadian Auto Press |
again, installing something similar on a Fortwo might force Smart to make its panoramic sunroof standard, which would be nice for entry-level buyers but not for Smart as it’s a key selling point of the top-line Prime model mentioned earlier. That car also gets unique exterior trim, auto on/off headlamps, stylish LED taillights, sporty machine-finished twinned five-spoke 15-inch alloys with black painted pockets, powered heatable side mirrors, rain-sensing wipers, heatable black leather upholstery with grey stitching, contrasting white interior accents, and other premium-like features, whereas my Passion was slightly more down to earth.
It shared its solid roof made from a rough textured matte black composite with the base Pure model, although it had the same halogen headlamps with integrated
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| Photo: Karen Tuggay, Canadian Auto Press |
LED driving lights as the Prime, plus the availability of gloss black, white or silver grille trim, mirror caps finished in the same colour as the exposed Tridion safety cell that starts the A-pillars, travels across the rooftop sides, wraps up and over the back half of the roof before circling downwards and running along the rocker panels, plus the availability of that Tridion safety cell in black, white or silver, a different albeit still attractive set of machine-finished eight-spoke 15-inch alloys with black painted pockets, the option of dash top, door inserts and seat upholstery in black, grey or a very cool orange, the addition of a leather-wrapped steering wheel and shift knob, matte chrome interior door handles, a glasses compartment for the driver, a smartphone cradle that works together with Smart’s Cross Connect app for iOS and select Android phones, plus more.
The
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| Photo: Karen Tuggay, Canadian Auto Press |
Passion also features much of the base Pure trim’s gear including its steering wheel switchgear with cruise control, 8.9-cm (3.5-inch) colour TFT multi-information display with a trip computer, eco score meter and fuel consumption histogram, plus exterior temperature display with frost warning, automatic single-zone climate control, Bluetooth phone connectivity with audio streaming, powered windows and locks, fully-folding front seatback for loading in long items, alarm system, hill start assist, full array of active and passive safety equipment including airbags for both occupant’s knees, etcetera.
Safety in mind, the Tridion cell I’ve already mentioned multiple times makes for an extremely rigid passenger compartment, although this new model has yet to be
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| Photo: Karen Tuggay, Canadian Auto Press |
tested by the IIHS or NHTSA. Last year’s model held up well in NHTSA crash tests, however, its side-impact test actually achieving a best possible five stars, while frontal and rollover tests were good at four stars apiece. Of interest, during the previous model’s launch program Smart used the example of short and long aluminum ladders to help us understand how something smaller could be stronger, the longer ladder twisting much easier, and the same scenario appears to play out with the Fortwo’s tiny but ultra-stiff high-strength steel intensive body structure.
I suppose the classic split cargo door helps with rear crashworthiness too, the bottom portion folding down for a tiny tailgate and the upper glass popping upwards. It’s a handy setup that allows quick access via the glass or an especially good
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| Photo: Karen Tuggay, Canadian Auto Press |
platform for sliding heavier cargo inside, the tailgate capable of 220 kilos (485 lbs) of what-have-you. Tailgate party anyone? With both seats occupied cargo space is limited, but you can fit a weekend’s worth of luggage in back if you pack light, Smart claiming 190 litres (6.7 cubic feet) behind the front seats and 350 litres (12.3 cubic feet) when the front passenger’s is flattened. It’s nicely finished in back too, the tailgate getting a thick plastic backing and the rest of the area carpeted, while Smart added an optional retractable cargo cover for hiding valuables.
Likewise the passenger compartment materials quality is a mix of hard plastics and softer surfaces, the entire dash covered in an really nice thick mesh fabric while the seats and door inserts were finished in a tighter mesh cloth, the former with
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| Photo: Karen Tuggay, Canadian Auto Press |
grey contrast stitching. The look is sporty, highlighted by some glossy piano black lacquer trim, aluminum highlights, a nice thick leather-wrapped steering wheel, and well made controls. Those looking for soft synthetic surfaces might be disappointed, as the Fortwo doesn’t go so far to pamper.
I found myself more taken by its overall interior design, the dash a joyful combination of protruding pods starting with the primary instruments, its main speedometer and multi-information display combo bulging upward into a large semicircle and tachometer/clock dial poking up out of the left side dash top like some Star Wars droid. Four dash vents continued the circular theme, while the audio interface followed the elevated tablet-style trend. Its controls were easy to use and the stereo quite good, although the detachable smartphone holder completely blocked the radio presets and other buttons.
The
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| Photo: Karen Tuggay, Canadian Auto Press |
HVAC interface just below was my favourite design element, as it looks like an old-style radio (I even thought it was the radio when I first got in). It features a unique slider that magnifies a given temperature as it slides across and does its job effectively, as did the surrounding fan speed and vent direction controls, while its single-zone automatic design allowed easy set it and leave it functionality.
I haven’t mentioned anything about styling because you’ll either love its pug puppy looks or you won’t, I for one liking this masculine design more than the softer shapes of the last one. I wouldn’t have thought there was much that could be done with a car this small, but the design team certainly gave it unique character that should help it find more buyers while maintaining its loyal clientele.
Considering
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| Photo: Karen Tuggay, Canadian Auto Press |
you can buy a very good five-seat hatchback for less than $10k in Canada, $17,300 is a fairly steep price to pay for the least expensive Fortwo. Granted it’s a special car that still gets a lot of attention, is finished somewhat nicer than that bargain basement comparison and gets more standard features, but the Smart’s base price is also higher than that model when fully loaded as well as the majority of larger sized subcompacts and even a number of compact models, some of the latter arguably more refined than the little French-built German.
When upgraded to $18,800 Passion trim and then optioned out with the $1,400 DCT, $395 for metallic paint, $190 for heatable powered side mirrors, $290 for heatable seats, and $140 for the aforementioned cargo cover my Fortwo hit the street at $21,215 before adding on freight and dealer fees. That’s a lot to pay for a car that isn’t even finished to as high a standard as a Fiat 500 or Mini Cooper, let alone a common Honda
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| Photo: Karen Tuggay, Canadian Auto Press |
Civic despite claims of being a premium-level boutique brand (you purchase it and have it serviced at a Mercedes dealer, so you’ll receive some premium perks in this respect).
Smart also offers a 17.8-cm (seven-inch) touchscreen infotainment system with navigation and more for $1,395, a Sport package with a lowered suspension, unique 16-inch alloys, a chrome exhaust, stainless pedals, and paddle shifters for $800, standalone extras including $230 ambient interior lighting, $290 forward collision warning, and $500 tire pressure monitoring, or you can upgrade to previously noted Prime trim for $20,900 plus options.
Smart has made some big improvements with this redesigned model and with sales up more than 62 percent over the first six months of 2016 should continue to reap the rewards of its efforts, but to justify its lofty price point it should be better equipped in base trim and feature higher grade plastics (plush cloth dash top, door inserts and armrests aside there are no soft touch points inside). Then again I enjoyed driving it, loved parking it, and really like the styling direction it’s taken, the latest Fortwo a much more serious contender in a much more competitive small car segment.
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