Smart Fortwo first drive

There has never been much to fault about the concept behind the Smart Fortwo microcar, which offers urban mobility for two people in a usefully compact and very stylish package. Previously, though, the car’s execution has had its flaws.

While the third-generation Fortwo doesn’t deviate too dramatically from the Mk2 model in terms of mechanical set-up – it retains the rear-engined, rear-drive layout of its predecessor, as well as the two-door, two-seat layout – there’s been a major focus on correcting the old car’s wrongs, most notably an unsettled ride and clunky transmission.

The Fortwo comes to market in tandem with a reinvigorated four-door, four-seat Forfour and both share their underpinnings with the new Renault Twingo.

The two Smart models share a common 1660mm width and 1550mm height, but the Fortwo is shorter than its four-seat relation. Indeed, its 2695mm length is the same as the previous iteration, although the wheelbase has been pushed out by 8mm to 1873mm.

The Fortwo and Forfour also have a new family look, particularly in terms of the front-end styling and the exposed elements of the Tridion safety cell. 

Two powerplants are available at launch: a 999cc, three-cylinder naturally aspirated petrol engine that produces 70bhp and 67lb ft and a more powerful turbocharged 898cc, three-cylinder unit with 89bhp and 100lb ft on tap.

The other big development for the Fortwo is that the unloved, sloth-like five-speed automated manual has been consigned to history, replaced by a choice of a regular five-speed manual or, later in 2015, a six-speed, twin-clutch automatic.

With its wider tracks, wheels pushed out to each corner and short overhangs, the new Smart Fortwo has a more purposeful appearance than the previous car.


This car is 11cm wider than its predecessor and it shows inside, where there’s sufficient width for two broad adults to sit comfortably without having to rub shoulders. Headroom is pretty decent too.

Just as the Mk2 version improved on the dynamic qualities of the original Smart, this new version makes further progress.

New suspension has succeeded in smoothing most of the jiggle and excessive harshness out of the Fortwo’s ride. Even on our test car’s optional sportier suspension set-up – which comprises 16in wheels and a 10mm ride height reduction and is available on the high-spec Proxy variant – the car feels composed, helped by pretty accurate electric power steering.

The turning circle is just 6.95m, eclipsing all other cars as well as ultra-manoeuvrable vehicles such as the London black cab. The front wheels can turn through a 45-degree angle, which helps to make tight cornering and parking a doddle. 

It can still be skittish over large bumps, humps and camber changes, but all told, there’s a better feel to the way the new Fortwo tackles traffic-clogged urban roads. It feels more grown-up to drive.

On our city-street test route, the 999cc naturally aspirated unit seemed to be better suited to the Fortwo than the more costly 898cc turbocharged variant.