Driven: 2013 Smart Fortwo Passion 62kW

Hello, petrolheads!

Today I’m reviewing a relatively rare car: the turbocharged, facelifted version of the second-generation Smart Fortwo. Before buying one, I went to great lengths to find any sort of review of this version, in order to figure out if this version was a worthy compromise between the base MHD version and the range-topper Brabus. And I do mean great lengths, because I found no review, from whichever source, of the facelifted version – there are some from the model launch in 2007, but the facelift of 2010 brought some improvements to the engine, which could be relevant.

Let’s start from the beginning. The second-generation Fortwo, launched in early 2007, was a major revolution in the Smart’s range: apart from having to mature the first’s generation flawed package, it would then be the only product left on the entire Smart lineup – the dealers were shifting the last stock of Roadsters (production stopped in November 2005) and Forfours (July 2006).

The biggest change regarded the bigger body dimensions. The newcomer was 20 cm longer, on a 6 cm longer wheelbase, while also being  5 cm wider. These gains were the result of the little Fortwo now being homologated for the USA, and the respective, mandatory additional safety kit needed for that effect, being also the biggest single reason for the dramatically improved driving dynamics. Honestly, such progression rate is normally only found after two or even three model generations. Whereas the old W450 is, in some circumstances, almost dangerous, the C451 can even be really fun to drive, without even an occasional mistrust feeling popping up. Congratulations to Smart’s engineers, because what they performed is nothing short of astonishing.

Being then the only product left on the catalogue, and with parent Daimler in trouble (it had just ended its bad marriage with Chrysler), Smart was under extra pressure to turn out its first profit. That means it had to sell more cars, meaning reaching a more traditional clientele, additionally to the same style-conscious trendsetters of before. So the basic shape is still there, but without most of the design details which made the W450 so damn special. You just have to look at the interior to know what I am on about. From my personal opinion, this loss is compensated by the improved driving dynamics, but there’s no denying that most of Swatch's quality design behind the game-changing W450 was lost.

The interior feels more grown-up in comparison with the predecessor, but I’m happy to report that a great detail which carries over are the superb seats. They may lack a bit of lateral support, especially felt given the now great cornering capabilities, but ergonomic-wise they are second to none, and feel as high-quality as ever. Long journeys are compromised mostly because of the still below-par noise insulation than from anything else; after driving it for 900 Autobahn kilometres (560 miles) a day, for two consecutive days, I can report my back was totally fine. It gained a useful glove box – the cover was an option mine doesn’t have – and the driver can now operate both windows from the respective door. The panoramic roof welcomed a proper curtain, unlike the predecessor’s comic sliding blind. The sound system still leaves to be desired and the materials used are still mostly disappointing, although built quality is now very good.

Another thing which was lost, also in no small amount, is ride comfort. I dare to say that the amount of dynamic competence gained is about the same as lost ride comfort. If on normal roads it’s fine, on broken tarmac it’s fidgety, jumpy and almost uncomfortable. I’m guessing no small amount of potential buyers were turned off because of what is, I believe, this car’s Achilles’ Heel.

The famed gearbox is also not that good. In comparison with the 6-speed predecessor, this 5-speed – don’t mock the loss of a 6^th gear, as 5^th has about the same gearing as the close-ratio predecessor’s 6^th – is even slower, but is also way smoother in any circumstance. I never really understood most of the critics to the 6-speeder, especially on the Roadster, but on the 451 even I find it frustrating sometimes. Let’s sum it this way: if you’re driving relaxed, in automatic or manual mode, it’s absolutely fine. If you’re driving spiritedly on manual mode, its slow-motion shifting behavior disappoints. If you’re running away from apocalypse, well… I bet there will be some swearing inside the car. An especially irritating detail is that it will downshift if you kickdown on manual mode. That’s an unwelcome novelty (the old one reserved that function to automatic mode), especially frustrating when you have a torque-rich engine.

Now, I never drove a Brabus C451 (with 98 or 102 horsepower, depending on year), but never felt the curiosity to. This version’s 120Nm, available from a low 2000 rpm, turn the little Fortwo into a micro sports car. It’s a great engine: it revs enthusiastically towards the red line, with no loss of power, has decent grunt from low down and is extremely smooth. It’s similar in character to the 60kW Roadster engine, but unfortunately doesn’t have the same quality soundtrack. What it does have instead, is a great thirst. My very best monthly average to date is 4,6 L/100km (61 UK mpg), with plenty of relaxed driving on B-Roads. The normal average is 5,3 L/100km (53 UK mpg), but a colleague of mine who has a similar one, and who drives it pretty much flat out most of the time, tells me 7 L/100km (40 UK mpg) is the rule. The upshot is that, unlike the Roadster, or Brabus’ version of the same engine, it doesn’t need expensive 98-RON petrol to deliver its full performance.

The main point of this article is to tell you what this engine is worth. In my opinion, overall, it makes for a fabulous package. Driving this thing on the Alps, or Black Forest’s back roads, can only be described as a riot! The engine always has power reserves for a sudden change of speed and the grippy chassis sticks to very slow corners like – here comes some sacrilege – not even the Roadster manages. Unbelievably, given the narrow wheels with rubbish (still original) tires, it doesn’t suffer from relevant understeer! It inspires truly confidence, even despite its steering being relatively slow geared and providing little feedback (the power assistance is sharply reduced at speed to improve stability). The discreet ESP is rarely called into action, just occasionally cutting power and only braking a wheel upon real abuse.

Another amusing activity is putting some “mine’s bigger than yours” drivers on their place. It normally happens like this:

1. Driving on German’s back roads at 100 km/h (62 mph, the speed limit);

2. A small village comes by, so slow down to 50… ish;

3. The idiot driving behind you sticks to your rear, wanting to crush you and your plastic irrelevance;

4. You drive in this dangerous situation all along the village;

5. The yellow sign marking the village’s end appears ahead;

6. Downshift to 3^rd;

7. Just before the white line ends, accelerate slightly to have full boost available;

9. Give it the beans;

10. The idiot suddenly drives backwoods, as you quickly reach the speed limit (still in 3^rd);

11. You feel very smug;

12.a Type-A idiot remains at a decent distance for the rest of the journey;

12.b Type-B idiot then overtakes at 150 km/h, looking down at you (normally an SUV driver), just to prove he won the long run.

It shoudn’t be amusing, but… it is. My Fortwo’s humble “mhd” lettering on the back (the gutless base version) must put some of these morons on mobile.de the following night, looking for artillery improvement… Funnily enough, my colleague reports similar situations.

So here we are. The Fortwo matured well onto the second generation, slightly losing in appeal but massively gaining in competence. As a tool, it’s way better then the trendsetter original.

Verdict: the rebel teenager is now a young and successful project manager.

Official vital data:

Engine and transmission:

999 cc, inline-3 cylinder, DOHC, 4 valves per cylinder (Otto)

84 PS (62 kW)/ 5250 rpm

120 Nm/ 2000-4750 rpm

Red line: 6500 rpm

5-speed automated manual transmission

Dimensions and weights:

Length/ wheelbase/ width/ height: 2,695/ 1867/ 1,559/ 1,565 metres

Turning circle: 8,75 metres

Weight: 845 kg (including 75 kg driver and all operating fluids, fuel tank 90 % full, 7 kg luggage)

Boot: 220/ 340 litres (below cover/ until roof)

Fuel tank: 33 litres

Tires: 155/60R15 (front)/ 175/55R15 (rear), Bridgestone B250

Performance:

Top speed: 145 km/h (91 mph), electronically limited, reached on 4^th and 5^th gears

0-100 km/h (0-62 mph): 10.7 seconds

Fuel consumption (NEDC, urban/extra-urban/average): 6.2/ 4.0/ 4.9 l/100km (46/ 71/ 58 UK mpg)

CO₂ emissions: 114 g/km

3000 rpm, 5^th gear: 100 km/h (62 mph – GPS measured)

4300 rpm, 5^th gear: 145 km/h (91 mph – GPS measured)

Main equipment: air conditioning, twin front airbags, radio with with MP3-player and USB+AUX in, 15” alloy wheels, ABS+ASR+ESP+hill holder, panoramic roof with curtain, leather steering wheel and gearbox knob, heated seats, rev counter and analog clock, luggage cover, drive lock, remote central locking, power steering.

German price in 2012: 14 900€.

Driven: 10 000 km (6 200 miles), from April 2016 to date; car left with 25 500 km (16 000 miles).

Rating: 17 out of 20