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 6th gear, as 5th has
about the same gearing as the close-ratio predecessor’s 6th – 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 3rd;
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 3rd);
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
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
Top
speed: 145 km/h (91 mph), electronically limited, reached on 4th and
5th 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, 5th gear: 100 km/h (62 mph – GPS
measured)
4300 rpm, 5th 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
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