Cheers, petrolheads!
Today’s
review regards the starting point of the Smart range: the very first generation
Fortwo (aka City-Coupé), with a petrol engine and Passion equipment level.
The,
then, City-Coupé, came to market in the end of 1998, the range comprising three
equipment levels - City&Pure (basic),
City and Pulse (sportier) and City&Passion (more luxurious) - and two
versions of the same engine, a self-denominated turbo-suprex (45 and 54 PS).
First on selected European markets, expanding to most of Europe by the year
2000. By then, a Cabrio version was added to the range, as well as a diesel CDI
version.
As
everything revolutionary, market response was very cold. Prejudice was the
dominant factor, not helped by the fact that it only took two. If it’s true
that most people drive alone most of the time – Smart’s own studies had shown
an average of 1.2 person per car in west Europe – it’s also correct to assume
that most people need, sometimes, three or four seats. That made it more
suitable as a second car, but it was relatively expensive. It cost about the
same as a basic-spec small hatch, such as an Opel Corsa. So, the Smart’s market
was reduced to relatively-wealthy, avant-garde cosmopolitan individuals. Not a
broad one…
Now,
almost 17 years later, things have changed. For better, that is.
I’ve
seen Fortwos belonging to people living on the countryside, others being
regularly used on long journeys and they’re taking smaller European cities and
villages by storm, not to mention bigger ones. What changed in the meantime?
Easy: it’s no longer unusual (remember the early prejudice?), prices on the
used car market are more attractive and it won a good reputation for low
running costs and high reliability.
I
must confess I was never sold to the design quirkiness of the Fortwo. Even the
facelifted version seemed to be missing something, unlike the Roadster, which
was love at first sight – the reason for buying three Roadsters before this
Fortwo…
This
is a 2003 facelifted version. In the early production years, the model was
technically upgraded almost yearly, but the first visual facelift happened in January
2002. The main differences were the headlights – the Coupé received the
Cabrio’s version – and the rear light cluster of the coupé, with its sleeker
three-rounded units. Finally, in January of 2003, the last major technical
facelift happened. Engine displacement was enlarged to 698cc, noticeably
improving torque and power. Because of the higher and broader torque delivery,
it also became slightly more economical. Furthermore, the traction-control
system Trust Plus was replaced by the advanced Electronic Stability Program
(ESP), comprising ABS, traction control (ASR), electronic brake cornering force
distribution (EBC), emergency brake assistance (BAS) and hill-start assist
(Hill holder). Because of this safety artillery, which improved handling on
extreme situations, the suspension was softened and given more spring travel,
so the car became more compliant over bad surfaces – previously, the ride was
reported to be very hard.
Driving
a W450 – internal code name for the first generation – Fortwo is an extremely
intriguing experience at first, as it has nothing in common with the “normal”
cars. And for someone who’s used to that same steering wheel and gearbox lever
on a completely different layout, it’s even slightly confusing. But I will go
as far as saying this: it’s a riot to drive!
Access
to the cabin is perfect, the only – minor – drawback being the very large
doors, which require a lot of space to fully open and are hard to close the
first time. The seating position is high, not much lower than in some modern
SUVs, and visibility is excellent. The sensation of space is astonishing, as recurring
comments like “I can’t believe it’s this big on the inside!” prove. The clever
formula is a windscreen placed far away and a passenger seat a bit set back, allowing
for occupant’s elbows not to touch. The glass roof helps this feeling even
more.
In
the city, maneuverability is very good, but the steering is flawed. Power
steering was not available – it was optional equipment from this facelift on –
and, to make steering reasonably light, two things were made: the front tires
were made narrower than the rears, and the steering was given more lock. And
this is the problem: yes, the turning radius is great, but the wheel turns
almost two (!) complete times per side, from the straight ahead position! What
that means is a lot of arm work inside the car, if the maximum maneuverability
is to be exploited. In other words, it’s disappointingly indirect.
The
gearbox is a bit hopeless if left in auto mode (softouch). Gear changes are
jerky, even worse than on the Roadster, which, together with the soft
suspension, make the car – and its passengers – roll forward and back. Better
to use it manually, as the experience improves dramatically, and it will even
suggest when to change up or down. It automatically changes up or down at
inadequate engine speeds.
The
small wheelbase makes road imperfections seem to be bigger (both axles hit them
almost at the same time), but it never becomes uncomfortable. Parking is hard
at first, because driver’s senses aren’t calibrated to the absence of a bonnet
or to a back which is wider that the front – kerbing a rear wheel is usual –
but, once knowing the car, it’s – literally – a laugh! Adding to the
practicality is an interior full of (open) places to store stuff and a boot
which is more than adequate for most people’s needs. The only places where to
hide belongings are a small draw under the radio or under the seats, as even
the boot luggage cover fails to completely hide the boot’s contents.
Naturally,
on the open road and, especially, on the motorway, is where the Fortwo is less
comfortable. The main problem are cross winds – the tall sides, small wheelbase
and low weight allow wind to shake it abruptly, and it can be hard work to make
smooth (read, straight) progress on a windy day. Cornering can also be
interesting, both because of the limited grip provided by the front tires and
because the front and rear axles never seem to be coordinated. Additionally, the
total absence of feeling, and un-directness, of the steering makes steering corrections
mid-corner common-place, while the soft suspension allows plenty of body roll,
something the non-sport seats – which, by the way, are very comfortable – don’t
mitigate with proper lateral support.
Even
despite all of this (or maybe because of all this?), the truth is that this is
a very fun car to drive. Unlike most (modern) cars, it’s a car which needs to
be driven well in order to make smooth progress, and a deeply rewarding one when
doing so. The engine sounds great and is very responsive, even providing decent
acceleration on 6th gear (the speed limiter at 135 km/h can be
felt). Fuel consumption could be better, I averaged ca. 5 l/100km (56 MPG UK)
on the first 1500km (900 miles). Not as economical as the Roadsters 60kW,
probably due to the need to push the accelerator harder for the same acceleration.
Finally,
just like the Roadsters, it’s a car which grows on its owner a lot with time.
It needs a (long) daily basis use in order to really show its many upsides, but
what ultimately makes the Fortwo shine, is the way it makes its driver feel. It
always reminds you you’re not just one more driving some vulgar dull box, but
instead an individual questioning the Status Quo while having (a lot of) fun in
the process. It totally justifies its “Open your Mind” slogan, the reason why
the Smart brand has such a devoted fan base.
Verdict:
being different has never been easier.
Official vital data:
Engine
and transmission:
698
cc, inline-3 cylinder, 2 valves per cylinder (Otto)
61
PS (45 kW)/ 5250 rpm
95
Nm/ 2000-4000 rpm
Red
line: 6300 rpm
6-speed
automated manual transmission
Dimensions
and weights:
Length/
width/ height: 2,500/ 1,515/ 1,549 metres
Turning
circle: 8,7 metres
Weight:
805 kg (including 75 kg driver and all operating fluids, fuel tank 90 % full)
Boot:
150/ 260 litres (below cover/ until roof)
Fuel
tank: 33 litres
Tires:
145/65R15 (front)/ 175/55R15 (rear), Continental ContiEcoContact EP
Performance:
Top
speed: 135 km/h (85 mph), electronically limited, reached on 5th and
6th gears
0-100
km/h (0-62 mph): 15.5 seconds
Fuel
consumption (NEDC, urban/extra-urban/average): 5.9/ 4.0/ 4.7 l/100km (47/ 70/ 60
UK mpg)
CO2
emissions: 113 g/km
Main
equipment: air conditioning, twin front airbags,
radio with CD player, 15” alloy wheels, ABS+ASR+ESP+hill holder, panoramic
roof, alarm, leather steering wheel and gearbox knob, luggage cover, smoker
pack, drive lock, remote central locking.
Portuguese
price in 2003: 12 500€.
Driven:
from December 2015; car left with 50 100 km (31 400 miles).
Rating:
17 out of 20
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