Passion Toot!
Iconic micro car gets makeover for 2016
It doesn’t seem that long ago, yet in some ways it was another lifetime. When Mercedes-Benz’s little Smart Fortwo arrived here in 2004, the overwhelming reaction was one of incredulity. Spoiled by our vast highway network and seemingly limitless resources, we had an unshakable fondness for gas-guzzling horsepower interwoven with our culture. The Fortwo was beyond the limits of our comfort zone.
The first Fortwo introduced in Canada was powered by a three-cylinder diesel engine delivering only 40 horsepower, and was notable for its fairly lacklustre performance and primitive, lurching gear shifts. It didn’t seem to matter; the Fortwo’s faults only added to its cachet with the eco-conscious, who piously revelled in its drawbacks as a symbol of sacrifice and awareness.
As a groundbreaker, it was impressive, weaving its way through congested traffic, fitting easily in spots made for a motorcycle — and all while sipping daintily at the fuel pump. Cuter than a basket full of puppies, it was easy to overlook the Fortwo’s many faults.
The first-generation Fortwo was an envelope-pushing experiment, but really wasn’t a very good car. It was, however, an important one. The Fortwo helped us rethink our personal transportation needs and look toward more economical and environmentally-responsible choices.
The segment the Fortwo helped establish now includes decent little cars such as the Nissan Micra, Chevrolet Spark and Fiat 500, all of which offer more cargo space and seating for four. More importantly, the micro-car segment is embroiled in an all-out pricing war: for the price of one Fortwo, you could own both the Spark and the Micra.
Of course, as a Daimler product, the Fortwo is considered a “boutique” car marketed as a premium offering, competing against Mini. Completely revised for 2016, the Fortwo addresses the previous model’s biggest drawbacks — yet is it enough to justify the premium price tag?
The new design is a more mature and polished look than the alien toycar it replaces. The snub nose is a big improvement over the flat moonface, and the wider track makes it appear more substantial. Although it appears larger, the Fortwo is still 2.69 metres long, exactly the same as its predecessor.
Our tester is the mid-range Passion trim, in burnt orange with black accents. It starts at $18,800 and comes with cloth upholstery, 15-inch alloy wheels, a colour TFT display in the instrument cluster and a multi-function, three-spoke steering wheel.
If you want a touch-screen infotainment system with GPS navigation and a rear-view camera, it will cost an extra $1,395. Heated seats are an extra $290. There’s a wonderful tinted glass panel overhead, and it’s an extra $390. The retractable cargo cover, a tiny little thing not much bigger than a placemat, is $140.
While a five-speed manual is standard, the six-speed DCT automatic is an extra $1,400. The Lava Orange body panels add another $390. Power heated mirrors? Another $190. Or, you could opt for the top-spec Prime trim, which starts at $20,900 and throws in leather upholstery.
Visibility is great, thanks to the wide expanse of glass, and the seating is comfortable. It’s a very easy car to pilot, other than the high placement of the dead pedal, which creates an unnatural leg position. Most drivers will probably opt to keep that left leg planted on the floor.
One of the biggest complaints with the previous-generation model was the narrow interior. Although there was plenty of head and legroom, passengers were literally rubbing shoulders. The wider track in the new Fortwo adds 100 millimetres to the interior, and the extra width, coupled with the glass roof and colourful interior trim, creates a cheerful and airy environment.
The lack of navigation, touch screen and rear-view camera at this price point is disappointing, but there’s a dash-mounted cradle for your smartphone. It’s a fiddly contraption that looks like an add-on, and it also manages to block most of the audio controls. For two people (hence the name), the Fortwo is quite comfortable, but there’s very little space for cargo. An averagesized knapsack will have to ride in the diminutive 190-litre trunk.
The Fortwo’s biggest fault has been addressed — and beautifully. The lurching, woefully inadequate gearbox gives way to a six-speed dualclutch automatic transmission with clean, defined shifts. Transversely mounted above the rear wheels, the turbocharged, three-cylinder engine puts out 89 hp and 100 pound-feet of torque. Its modest output is more than compensated for by the Fortwo’s 900-kilogram curb weight. Unlike its predecessor, this car easily keeps up in highway traffic.
Fans of “go-kart” handling will appreciate the Fortwo’s lack of body roll, although others may find it rides rather harshly over rough pavement. Thanks to its wide track and Crosswind Assist, the Fortwo feels quite stable, and in Sport mode is a lot of fun to throw around tight turns. With its tiny 6.95-metre turning circle, the Fortwo is a master of the U-turn.
Fuel consumption is rated at 7.5 L/100 km in the city and 6.1 on the highway. During a week’s mixed driving, mostly in Sport Mode, we averaged about 7.2 L/100 km.
As a statement-making niche vehicle, the endearing Fortwo is easy to like. But at twice the price of other tiny city cars, it’s low on luxury and it’s hard to justify its limited versatility.