2008 Kia Sedona EX LWB

Second-generation minivan seats up to seven
By Nina Russin

2008 Kia Sedona

The 2001 Sedona was one of the first vehicles to reflect Kia’s current focus on safety and  quality. When product specialists unveiled a prototype at the LA auto show, they received a lukewarm reaction from the media. Though the concept wasn’t terrible, it lacked key features such as dual power sliding doors, considered to be qualifiers in this market.

Rather than staying the course, designers went back to the drawing board, fixing the Sedona’s problems before putting it into production. As a result, the minivan became one of Kia’s biggest success stories: dealers couldn’t get their hands on enough of them.

The second-generation Sedona, introduced in ‘07, is a bigger and theoretically better product. Minivan owners like options, and the new Sedona offers more of them: in particular, a long wheelbase version, that gives second and third-row passengers a lot more room.

The 2008 Sedona packs a 250 horsepower V6 engine under the hood, and can tow up to 3500 pounds. The interior is thick with cupholders, bottle holders, work surfaces, and 12-volt plug-ins. Kia has maintained its safety focus, with five-star federal frontal and side impact crash test ratings.

But having driven the car for a week, something doesn’t quite ring true. It feels heavy on the highway, and the fold-and-tumble seats aren’t that easy to fold and tumble. At the end of the day, I’m longing for the simplicity of the original car.

Long wheelbase means extra legroom

The test car is the upscale EX long wheelbase grade. A five-speed automatic transmission enhances the car’s fuel economy: about nineteen miles-per-gallon on average. Standard seventeen-inch wheels give the minivan a stable footprint, and dress up the exterior.

The long wheelbase adds thirteen inches to the Sedona’s overall length. Tall adults will find plenty of leg, head and hip room in the second row. A pass-through between the second-row seats makes it easy to climb in back.

Third-row seats have less legroom than the second-row, but they are more spacious than the rear seats in most competitive products. As a five-foot-six adult with relatively long legs, I had enough room to be comfortable on an extended road trip.

High level of comfort and convenience features

The EX grade comes standard with tri-zone air conditioning, power front seats, keyless entry, cruise control, power locks and doors, heated power outside mirrors and keyless entry. A luxury package adds leather trim, a power sunroof, adjustable pedals and heated front seats with two-position memory($1700).

A premium entertainment packages upgrades the standard audio to a ten-speaker Infinity  system, and adds rear-seat DVD entertainment system ($1000).  Power sliding side doors and a power rear hatch cost $200.

Designers did a great job on ergonomics throughout the interior. A center console tray between the front seats expands to create a surface large enough for a travel computer, with four large cupholders for first and second-row passengers.

The gearshift is on the center stack, leaving a space on the floor for stashing a purse or pack. Audio and dual-zone front climate controls are easy to reach from either front seating position.

A display on the overhead console can be programmed for ambient temperature, compass, or fuel meter. A small overhead bin holds sunglasses or a garage door opener.

A tilt steering wheel gives smaller drivers a clear forward view. Redundant audio controls help the driver stay focused on the road.

Power seat controls on the front doors are easier to reach than controls on the seat cushion. The driver’s seat has an adjustable lower lumbar support. The filler cap release is also on the front door, where it’s easy to find.

Two 12-volt power points at the base of the center stack recharge electronic devices on the go. A dual glove box holds the headphones and remote for the DVD system up top, and has separate shelves below for the owner’s manual and car documents.

Controls for the rear-zone HVAC are in the headliner, near the left side door. Four overhead vents circulate air through the back. All three rows of passengers get overhead reading lamps.

Extra options add extra weight

The longer wheelbase and luxury package on the test car add about three hundred pounds to the Sedona’s curb weight, reducing fuel economy, and impacting performance.

In stop-and-go traffic, the V6 engine provides plenty of power for accelerating into traffic and getting up to speed between traffic lights. But on the highway, the engine lacks the power to accelerate hard. This was especially noticeable trying to get into the commuter lanes during rush hour.

A fairly large blind spot on the driver’s side is more noticeable at speed. Visibility on the right side of the car is quite good.

A rear backup warning system that comes with the luxury package makes it easy to back the Sedona into a parking space. The passenger-side mirror flips down when the driver shifts into the reverse so he can see the curb to parallel park.

A fully independent suspension feels a little soft, but that’s typical for a minivan. Standard front and rear stabilizer bars prevent excessive roll in the corners.

Configurable cargo area

Sixty/forty split third-row seats fold and tumble into the floor using two straps on the seatbacks. The operation is more difficult that I expected it to be, but once accomplished, creates a long flat load space big enough for large cargo.

Second-row captain’s chairs fold flat, and can be tumbled forward to extend the load floor. The Sedona easily meets our bicycle-friendly standards. The long-wheelbase model can be configured to tow up to 3500 pounds: our minimum ALV standard. Roof rails are standard on the EX grade: crossbars on the test car are a $375 option.

Standard safety

All models come with front, side and side curtain airbags, active front head restraints, four-channel antilock brakes, traction control, electronic stability control, and a tire pressure monitoring system. Kia’s ten year/100,000 mile power train warranty includes five years of roadside assistance.

The 2008 Kia Sedona is on display at dealerships nationwide.

Likes: The Sedona has a high level of standard comfort and convenience features, and is less expensive than some of its comparably equipped competitors. The long-wheelbase model has an exceptional amount of legroom in the second and third rows.

Dislikes: Fuel economy for the long wheelbase model is not very good. Third-row seats are difficult to fold and tumble into the floor.

Quick facts:

Make: Kia
Model: Sedona EX
Year: 2008
Base price: $26,195
As tested: $32,595
Horsepower: 250 Hp @ 6000 rpm
Torque: 253 lbs.-ft. @ 3500 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: Yes
Off-road: No
Fuel economy: 16/23 mpg city/highway
Comments: Base price does not include a $725 delivery charge.

2008 Kia Sportage EX 4X4

Affordable, compact sport-utility vehicle
By Nina Russin

2008 Kia Sportage

No vehicle in Kia’s lineup exemplifies the company’s evolution from bit player to a major force in the American market better than the Sportage. When the first Sportage rolled out fifteen years ago, its singular asset was the price tag.

The Sportage was the least expensive sport-utility vehicle on the market. Buyers who had never been able to afford a new car could buy a Sportage.

By the time Kia introduced the current model in 2005, it had established itself as a safety leader, while maintaining its value pricing strategy. The new Sportage received five star federal crash test ratings in frontal and side impacts, and has one of the highest levels of standard safety features in its segment.

A Sportage for every lifestyle

The current model is available with a choice of two engines: an inline four-cylinder or 170-horsepower V6. The test car is the upscale EX grade with a V6 engine and four-speed automatic transmission. Available four-wheel drive gives the Sportage moderate off-road capability.

Though the larger engine and all-wheel drive hurts its overall fuel economy, the V6 EX is a  better car on the highway than the four-cylinder.  The V6 has forty more foot-pounds of torque than the four-cylinder: peak torque occurs at lower engine speeds, for better acceleration.

Four-wheel drive adds the versatility that most buyers with active lifestyles require. The four-speed automatic transmission is the powertrain’s least appealing feature. It gets the job done, but a five-speed gearbox would have improved overall fuel economy.

Though the Kia Sportage and Hyundai Tucson share the same rolling chassis, the Sportage is tuned for more aggressive driving. Gordon Dickie, who was Kia’s Director of Product Quality at the time, was responsible for tuning the Sportage.

Dickie had come to Kia from Mazda, where he worked on the MazdaSpeed products. The Sportage has stiffer suspension settings and a more positive on-center feel than the Tucson: both Dickie trademarks.

Solid highway performance

I had the dubious pleasure of driving the first-generation Sportage from Phoenix to LA: it had as much power as a box full of field mice, and shook like a banshee in the wind. To its credit, the current model bears absolutely no resemblance to the car it replaced. It’s quiet and refined, with ample power and a solid, stable footprint.

The V6 engine has plenty of power to maneuver through high-speed traffic. Though the transmission lacks large overdrive gears, it seems well mated to the engine, with no noticeable shift shock.

Visibility around the car is good: a standard rear wiper keeps the glass clear in rain and snow. Power rack-and-pinion steering feels precise at speed, while providing plenty of assist for maneuvering through parking lots.

A four-wheel drive lock button to the left of the gauge cluster gives the driver additional traction off-road. The driver can also disable the electronic stability control, allowing the wheels to spin on snow and loose dirt for better maneuverability.

Versatile interior

The upscale EX grade comes with a high level of standard comfort and convenience features, including single-zone climate control, a sunroof, AM/FM/cassette and CD player with MP3 compatibility, a tilt steering wheel, and power front seats. A luxury package adds leather trim, front seat heaters and an audio upgrade ($1300).

There are two, twelve-volt power points: at the base of the center stack and to the left of the liftgate in the cargo bay. All four doors have map pockets with molded bottle holders.

Two open bins, in front of the armrest and at the base of the center stack, hold small electronic devices. The glovebox is rather small: a grab handle above it is probably unnecessary for the type of off-road driving most owners will do.

Two cupholders in the floor console are also large enough for bottles. Second-row passengers get two smaller cupholders that pop out of the back of the center armrest. The center seatback in back folds down to serve as an armrest for rear passengers.

The outboard second-row seats have enough leg, hip and headroom for average adults. There is no floor tunnel, but the center console limits legroom in the center position.

Spacious cargo area

Levers on the rear seatbacks fold them flush with the cargo floor: the Sportage easily meets our bicycle-friendly standards. A standard tonneau cover conceals items in back, but is easy to remove for larger cargo.

The rear glass can open independently of the liftgate for loading in small items. Four tie-down loops secure large cargo stashed in back. A storage bin under the cargo floor has compartments to keep smaller items from slipping around.

A step-pad on the rear bumper makes it easier to load items up top. The EX grade comes standard with roof rails for attaching cargo racks.

The Sportage tows up to 2000 pounds: below our ALV standards, but adequate for a small trailer.

Standard safety

All grades come with four channel antilock brakes, traction control, and electronic stability control. The Sportage has front, side and side curtain airbags that protect both rows of passengers.

All Kias come with a ten year powertrain warranty that includes five years or 60,000 miles of roadside assistance.

The 2008 Sportage is on display at Kia dealerships nationwide.

Likes: An affordable compact sport-utility vehicle with moderate off-road capability and a high level of standard safety and convenience features. The Sportage easily meets our bicycle-friendly standards. Roof rails are standard on the EX grade.

Dislikes: A five-speed automatic transmission would have improved fuel economy, which is not particularly good on the four-wheel drive model.

Quick facts:

Make: Kia
Model: Sportage EX 4X4
Year: 2008
Base price: $22,895
As tested: $24,820
Horsepower: 173 Hp @ 6000 rpm
Torque: 178 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: No
Fuel economy: 17/21 mpg city/highway
Comments: Base price does not include a $625 destination charge.

2008 Volkswagen Rabbit S

Classic hatchback appeals to budget-conscious buyers.

By Nina Russin

Volkswagen Rabbit

The Rabbit and I have history together. My first new car was a ‘77 Rabbit: a college graduation present from my parents. The car cost $5000: more than my parents had ever paid for a new car. But I convinced them that I wouldn’t be caught behind the wheel of an AMC Pacer while blood coursed through my veins, and the Rabbit became mine.

The mid-1970s coincided with America’s first gas shortage. The Rabbit got good fuel economy for its time. Since the chassis was front-wheel drive, the Rabbit’s winter traction was better than many of the cars it shared the roads with.

The rear hatch was spacious enough to hold the contents of my dorm room, as long as I didn’t mind losing visibility out the rear window. Not only did my Rabbit make many treks between my hometown of Cincinnati and college in Vermont: it also ferried me and my possessions to Ketchum, Idaho, when I moved there after college.

Fast forward to a new generation of drivers

Three decades later, Volkswagen is reintroducing the Rabbit: appealing to much the same audience as the first car. Though it costs three times as much as the original model, the new Rabbit is a bargain by current standards. A base, two-door model with a manual transmission starts at $15,490.

Three decades of technology has raised the bar on the Rabbit’s performance. Gone is the carburetor that was the Achilles heel of the original car.

An inline five-cylinder fuel-injected engine on the ‘08 model produces 170 horsepower and 177 foot-pounds of torque. Buyers can choose between a five-speed manual transmission or optional six-speed automatic. The test car, with the six-speed automatic, averages twenty-four miles-per-gallon in combined city and highway driving.

German car performance

The Rabbit’s ride and handling make it feel like a more expensive car than it is. The base model with a manual transmission goes from zero-to-sixty in 7.8 seconds; 8 seconds for cars with automatic transmissions. Acceleration in the twenty-to-fifty mile-per-hour range is excellent, making it easy to merge into high-speed traffic.

Both two and four-door models come with a fully independent suspension, and four-wheel disc brakes with four-channel antilock braking. Front and rear stabilizer bars keep the chassis flat in the corners.

The test car has sixteen-inch wheels: an optional upgrade from standard fifteen-inch rims ($450). They give the car a wider footprint, which is noticeable at speed.

Tire noise, even at speed, is not excessive. Nor is there any obvious wind noise around the front glass or sideview mirrors.

Despite its thick C pillars, visibility is pretty good all the way around the car. The side mirrors do an adequate job of compensating for blind spots to the rear.

The six-speed automatic transmission adds $1075 to the base price, but may be a worthwhile investment for commuters who don’t want the hassle of a clutch.

The automatic transmission has a manual gear select option: a boon for driving enthusiasts. A switch on the floor console turns off the optional electronic stability program for driving in the snow or on dirt roads.

All models come with front, side and side curtain airbags, traction control, and a tire pressure monitoring system.

Well equipped interior

The Rabbit’s interior is simple but stylish with most of the comfort and convenience features today’s buyers want. The eight-way manually adjustable driver’s seat and four-way passenger seat both have adjustable lumbar support. Standard cloth upholstery is attractive and much cooler than leather in the middle of an Arizona summer.

The rear seats have a surprising amount of head and legroom for such a small car. Rear passengers get a separate set of vents and overhead reading lamps. Small cupholders that pop out of the back of the center console are too flimsy to be practical.

All models come with remote keyless entry, power heated outside mirrors, cruise control, and a 60/40 split folding rear seat.

Two large cupholders next to the shift lever are big enough for small cans or water bottles. The doors have map pockets with molded bottle holders.

A small shelf at the base of the center stack holds small electronic devices: a 12-volt outlet adjacent to the shelf recharges cell phones on the go.

An overhead console holds sunglasses or a garage door opener. The glovebox is large enough to hold maps and books. A separate shelf keeps the owner’s manual and car documents in one place.

Rotary knobs for the automatic climate control are on the center stack: they are easy to reach from either front seating position. The air conditioner cools the interior down quickly, even when temperatures outside are over a hundred degrees.

The standard audio system includes an AM/FM radio with MP3 plug-in and single-slot CD player. The test car has an optional iPod adapter ($299) in the center armrest. Sirius satellite radio is optional on four-door models.

Spacious cargo area

A standard tonneau cover keeps items stashed in back hidden. It’s easy to remove to make room for larger cargo.

The rear seats fold down by lifting release levers on the seatbacks. The seats don’t fold completely flat, but at least the floor is uninterrupted. A couple of tie-down loops secure larger items. There is a second twelve-volt power point to the right of the liftgate.

Since the Rabbit’s overall length is just 165 inches, the cargo floor is a little short for loading in bicycles. It will hold a frame, but at least one wheel has to come off. Cyclists considering the car should count on adding an external rack.

All cars come with a five year/60,000 mile powertrain warranty and 50,000 mile bumper-to-bumper warranty that includes four years of roadside assistance. Volkswagen produces the Rabbit at its Wolfsburg, Germany assembly plant.

Likes: A versatile, affordable hatchback that’s fun to drive and has excellent fuel economy.

Dislikes: Rear seatbacks don’t fold completely flat. The cargo floor is too short for loading in bicycles, and the carpeted surface is harder to clean than vinyl.

Quick facts:

Make: Volkswagen
Model: Rabbit S
Year: 2008
Base price: $15,600
As tested: $18,524
Horsepower: 170 Hp @ 5700 rpm
Torque: 177 lbs.-ft. @ 4250 rpm
Zero-to-sixty: 8 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: No
Towing: No
Off-road: No
Fuel economy: 21/29 mpg city/highway
Comments: Base price does not include a $650 delivery charge.

2009 Toyota Camry Hybrid

Hybrid drivetrain gives Toyota’s best-selling sedan exceptional fuel economy.
By Nina Russin

2009 Toyota Camry Hybrid

Every time engineers introduce a new generation Camry, they’re faced with the challenge of making Toyota’s best-selling sedan even better. When Toyota unveiled the sixth-generation two years ago, the answer seemed to be greater diversity among trim levels, including a hybrid.

The Camry hybrid uses the same technology as the Prius. Average fuel economy is 34 miles per gallon, versus about 25 mpg for the gas-powered Camrys.

Love means never having to say “it’s empty.”

Hybrids save time as well as money. The Camry Hybrid has the same seventeen-gallon tank as the gas models, but the fuel inside goes a lot further. Seventeen gallons takes the hybrid 578 miles, versus 425 for the other models.

My husband and I had the perfect opportunity to test the hybrid’s fuel economy: on one of our trips to Ohio to see my family. Living in Phoenix, we prefer to fly the hometown budget carrier. Unfortunately, that airline flies into Columbus. The family’s in Cincinnati. In the Camry Hybrid, the trip south takes just under a quarter tank of gas.

Anyone who has driven with me can attest to the fact that I’m not good at conserving fuel. I like to drive fast. As my friend, Denise McCluggage once said: “You can buy more gas but you can’t buy more time.”

Despite my lead foot, the Camry’s average fuel economy was over 35 miles-per-gallon on the highway: better than the EPA estimates. In the city fuel economy was slightly poorer, though it’s hard to complain about 33 miles-per-gallon in stop-and-go traffic. The engine shuts off at idle to conserve gas.

At the end of our trip, we had used just over half a tank of gas: covering over two hundred highway miles, and three days of stop-and-go driving in Cincinnati.

Engineers had the foresight to install an electronic air conditioning compressor, so the car stays cool when stopped at a traffic light.

Technology that’s invisible to the driver

The best thing about hybrids is that they require no special infrastructure, maintenance or driving techniques. Unlike electric cars that have a limited range, hybrids can go at least as far as gas models on a tank of gas.

The nickel-metal-hydride battery pack is located behind the second-row seats, where it is protected from frontal and rear impacts. The batteries recharge on the go using regenerative brake power.

The gauge cluster contains an analogue gauge that gives the driver instant fuel economy information. There is also a digital display that gives average fuel economy.

The Camry Hybrid comes with Toyota’s keyless ignition as standard equipment. The driver can open the doors and start the car without removing the key fob from his pocket.

A start button turns on the electric motors, and, if power needs are high, the gas engine as well. Pressing the button a second time turns the ignition off.

Driving the Camry Hybrid is no different than the gas models. Unlike some Toyota hybrids, the Camry doesn’t feel nose-heavy on downhills. Drivers may notice better low-end power from the hybrid, since the electric motors develop peak torque at extremely low speeds.

The Camry Hybrid has the same ride and handling characteristics that have made the gasoline models so popular stateside: a quiet, vibration-free interior, precise steering, firm linear brakes, and a compliant suspension.

Visibility is quite good all the way around the car. The test car does not have a backup warning system: a technology that I would like to see on all new cars. It protects the driver against accidents involving children or small objects below the rear site line.

Well-equipped interior

The Camry’s spacious interior has all of the creature comforts most buyers want: dual-zone climate control with a standard pollen filter, keyless entry and start, a tilt and telescoping steering wheel with redundant audio controls, power front seats with lumbar support, and intermittent wipers.

A comfort and convenience package ($470) adds front seat heaters ad heated power outside mirrors. Other options include leather trim ($1300), a power moonroof ($940), and a premium package that upgrades the standard audio system to include XM satellite radio and Bluetooth compatibility, and the standard steel wheels with wheel covers to alloy rims ($1,150).

A separate satellite radio kit adds the XM hardware ($449). Toyota offers an optional first aid kit on the Camry ($29), and also charges for floor mats ($199).

There is plenty of room inside the car for five passengers, since the front-wheel drive configuration eliminates the tunnel through the second row. I was impressed by how wide the rear doors open, making it easier for my mother to enter and exit the car.

Second-row passengers also get ceiling vents to improve airflow: there are also vents in back of the center console bin.

The gate shifter on the floor console includes a “B” setting in lieu of low gears to enhance directional control on steep downhill grades.

The test car didn’t have optional navigation, but a compass in the rearview mirror comes with the premium upgrade package. Both front passengers get reading lamps, located in the overhead console, together with a sunglass holder.

All four doors have map pockets. There are two cupholders in the center console: both big enough for water bottles.

Controls for the front seat heaters are on the floor console, as well as a 12-volt power point. The center console bin is quite deep: a small removable shelf inside holds portable electronic devices.

There are several more small bins: to the right of the center stack, and in front of the center console bin. The glovebox is large enough to stash a purse or small pack.

Limited cargo space

The trunk is always the Achilles heal of hybrid sedans, since the battery pack impinges on cargo space. My husband and I were able to fit two suitcases in the trunk, with little room to spare.

The battery pack location means that there is no pass-through to extend the cargo floor for longer items. A cargo net keeps grocery bags from sliding around in back.

Standard safety

The Camry Hybrid received five-star federal crash test ratings for frontal and side impacts. Standard safety features include front, side and side curtain airbags, a driver’s knee airbag, antilock brakes, traction control and electronic stability program.

An eight year/100,000 mile warranty covers all hybrid components.

Toyota builds the Camry hybrid at its Georgetown, Kentucky assembly plant.

Likes: A spacious, comfortable sedan with seating for five and exceptional fuel economy.

Dislike: Battery pack severely limits trunk room.

Quick facts:

Make: Toyota
Model: Camry Hybrid
Year: 2009
Base price: $25,350
As tested: $30,906
Horsepower: 147 Hp @ 6000 rpm
Torque: 138 lbs.-ft. @ 4400 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Optional
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 33/34 mpg city/highway
Comments: A mid-year price increase raises the hybrid’s base price to $26,150, not including a $720 destination charge.

Horsepower and torque listed are for the four-cylinder gas engine only. The hybrid’s net horsepower is 187.

2008 smart fortwo cabriolet

Germany’s pint-sized commuter car makes its debut in America

By Nina Russin

2008 smart fortwo passion cabriolet

Ten years ago, Mercedes-Benz introduced a two-passenger commuter car called smart. The smart fortwo looks like the front half of a sedan, and that’s basically what it is. With a 73.5-inch wheelbase and 54-inch track, a smart fortwo can fit in half a parallel parking space, if the driver parks nose in.

The smart car made its debut in the United States last January, just in time for this country’s biggest fuel crisis since the 1970s. Drivers who wouldn’t have considered a small car two years ago are finding a lot to love in the smart: average highway fuel economy is 41 miles-per-gallon.

I recently had the chance to drive the smart fortwo cabriolet. Base price on the open-air smart is $16,590, not including a $645 delivery charge. Power steering, a tachometer/clock gauge set  and other options bring the sticker on the test car to $18,585.

I can put my arms around it

In twenty years of writing about automobiles, the smart fortwo is the first car I could put my arms around: literally. There’s something comforting in that, and also something unnerving

With my arms wrapped around the smart, I looked at the cars parked in neighboring driveways: Nissan Titan, Toyota Tacoma, Chevy Silverado. Phoenix is truck country. For a week, I’d be sharing the roads with cars three times as big as the one I was driving.

The one-liter engine was another big question mark. Here in Phoenix, the speed limit on most highways is 65 miles-per-hour, but drivers rarely travel under 70. Seventy is pretty close to the smart fortwo’s top speed: ninety miles-per-hour. I would have to get the smart up to cruising speeds on the entrance ramp, and have something in reserve if I needed to make an evasive maneuver in traffic.

Day one: testing the waters

To begin, I decided to run a few errands around the neighborhood. Entering the car, I was surprised by the amount of space in the passenger cabin.

The PR guys claim that a six foot tall adult can sit inside. To test their claim, I asked my six-foot tall husband to sit in the passenger seat. He fit just fine, with a couple inches of headroom to spare.

Then I took the smart to the running shop. One of the managers, who is about six-foot-three, got in the driver’s side. By pushing the seat back, he was also able to fit comfortably inside.

The driver’s seat is mounted forward of the passenger seat, to give both seating positions the most hip and shoulder room. Standard cloth seats are attractive and comfortable. There are two cupholders in front of the shift lever on the floor console, both big enough to hold my Phoenix-size water bottles.

A display screen in the center stack shows audio settings. Two levers near the top of the center stack control temperature and fan settings. An optional gauge set on top of the center stack includes a clock and tachometer. I would highly recommend buying the gauges, since anyone driving on the highway will be pushing the engine close to red line.

Stalks on the steering wheel operate the lights and windshield wipers,, while paddles in back offer one method of shifting the transmission manually. A large dished shelf beneath the steering wheel holds paperwork or small electronic devices. A 12-volt powerpoint at the base of the center stack recharges those devices on the go.

The ignition lock is in the floor console: an idea borrowed from Saab. The idea is to keep the key away from the driver’s knee, where it could cause injury in the event of a collision. Relocating the ignition lock also enabled engineers to install kneepads as part of the car’s safety system.

A toggle switch on the floor console opens the cabriolet top, while a button in back of the car opens the rear glass window.

Keeping the revs up

The smart car has an automated manual transmission: basically, a manual gearbox with no clutch. A dedicated on-board computer applies shift logic, and can shift the car automatically. The problem is that shifting is rough, and the computer applies shift points for maximum fuel economy rather than power.

The best way to drive the car is to shift it manually, using the shift lever or paddles on the steering wheel. It takes some getting used to, but it’s the only way to keep up with traffic, on or off the highway.

Although the gearbox has five speeds, I rarely took the car out of fourth. The overdrive gear is fine outside of town, but in the city, it robs the car of power necessary to make evasive maneuvers.

Day two: hitting the highway

I’ll admit that I was pretty apprehensive about taking an 1800-pound car with a one-liter engine on the interstate. I’ll also admit that I was pleasantly surprised by the smart car’s performance. 

I took the car up to seventy-five miles-per-hour on the highway, which put me at the speed of traffic. In fourth gear, that’s about 4500 rpm; 1500 rpm below redline. It’s the point at which the engine reaches peak torque, and I felt comfortable with the car’s ability to maneuver around drivers in high-profile vehicles who might not see me.

I was pleasantly surprised by how stable the smart car feels at speed. A careful look at the back off the car explains why. Engineers pushed the wheels as far to the corners as possible.

Not only does widening the track enhance the car’s cornering ability: it also allows engineers to use the biggest wheels possible. Small as it is, the smart fortwo rides on fifteen-inch rims: the same size wheels as many compact cars.

Visibility around the car is pretty good, although the cabriolet’s rear glass is rather small. To my surprise, road noise was not excessive.

Since I was pushing fourth gear to maintain power, my fuel economy was not as good as the EPA figures. Average for highway and city driving was about 33 miles-per-gallon.

Not bicycle-friendly

Though the smart has enough room inside for groceries or small duffle bags, there is no way to fit a bicycle in. US distributors will carry a dealer-installed bike rack, that will retail for about $600.

Standard safety

Knowing that their car would share the road with much bigger vehicles, engineers spent a lot of time designing active and passive safety systems to protect smart occupants.

Much of the metal in the vehicle is high-strength steel: a material which is as light, but much more robust than regular steel. Bumpers in the US models have larger crashboxes than the European cars, to absorb impacts at higher speeds.

A safety cage that surrounds the passengers is designed to trigger crumple zones on the cars it comes into contact with, so the larger vehicle will absorb more of the crash energy. The engine, battery and fuel tank are located in impact-resistant locations, and are protected by high-strength steel components.

All models come standard with front, side and knee airbags, antilock brakes, electronic stability program and traction control. Hill start assist keeps the car from rolling backwards when accelerating from a stop on a steep hill.

A smart choice for active lifestyles?

The smart fortwo makes a good second car for families who commute through traffic on a daily basis. It’s environmentally friendly, has excellent fuel economy, and can fit in parking spots that normal cars cannot.

As a driver’s only car, the smart is not the best choice. Extended road trips would be difficult, due to the limited engine power and lack of cargo space. If two people go on a weekend holiday, the luggage has to go on the roof. Buyers who want an inexpensive compact car are better served with a small hatchback.

Likes: A unique car with extremely compact dimensions, excellent gas mileage, and a high level of standard safety. The smart is an excellent choice for drivers who spend most of their time in urban traffic.

Dislikes: Engine lacks the power for extended road trips. Cargo space is extremely limited, especially with two people in the car.

Quick facts:

Make: smart: a division of Mercedes-Benz
Model: smart fortwo passion cabriolet
Year: 2008
Base price: $16,500
As tested: $18,585
Horsepower: 70  Hp @ 5800 rpm
Torque: 68 lbs.-ft. @ 4500 rpm
Zero-to-sixty: 12.8 seconds
Antilock brakes: Standard
Side curtain airbags: N/A
First aid kit: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 33/41 mpg
Comments: The manufacturer recommends the use of premium unleaded fuel.

Eco-driving 101

New program shows drivers how to optimize fuel economy.
By Nina Russin

Thirty years ago, Congress lowered the speed limit on interstates in an effort to make drivers slow down and save gas. It was an abysmal failure.

Instructors monitor fuel economy at an eco-driving clinic in Phoenix, Arizona

Today automotive manufacturers are trying a different tactic, with more promising results. Eco-driving is an initiative that helps car owners improve gas mileage on their existing vehicles. But it’s not just about slowing down.

Increasing their situational awareness enables drivers to anticipate patterns in traffic congestion, stoplights, and terrain, in order to move more smoothly. Riding the “green wave,” as eco- driving advocates call it, saves time, and yields significant fuel economy gains.

The Alliance of Automobile Manufacturers, which sponsors the Eco-driving initiative, is a consortium of automakers representing eighty percent of the world’s manufacturing power. Their idea is to educate American drivers about practices already popular in Europe, in order to save consumers money, and reduce our dependence on foreign oil.

Ford Motor Company, an alliance member, recently sponsored a series of eco-driving classes in Phoenix, Arizona, to see if an American program could produce fuel economy gains similar to Europe.

“American drivers use 150 billion gallons of gas annually,” said Curt Magleby, director of state relations for Ford Motor Company. Two hundred thirty million vehicles on the road today need to be optimized in terms of driving behavior.”

German prototype

Ten years ago, the German road safety council approached Ford about putting together an eco-driving curriculum. In Europe, gasoline has traditionally been more expensive than it is here in the states, hence the proliferation of smaller cars in that market.

Eco-driving became an integral part of driver’s license training in Germany: the program was so popular that the UK and other European nations followed suit.

When the price of fuel peaked at over $4 per gallon this past summer, it made sense to bring a similar program to America.

Finding an audience stateside

“When gas hit four dollars per gallon, people became concerned about the financial impact,” said Dave McCurdy, president of the Alliance of Automobile Manufacturers. “We saw the largest decrease in vehicle miles traveled in history… People had to conserve.”

McCurdy explained that eco-driving is a complimentary initiative to the Energy Independence and Security Act of 2007: legislation mandating a forty percent increase in federal fuel economy standards and thirty percent reduction in carbon dioxide emissions over the coming decades.

By getting high-profile politicians such as governor Arnold Schwarzenegger of California and governor Bill Ritter of Colorado on board, the Alliance can integrate eco-driving instruction into existing driver’s education programs.

Eco-driving principles

Eco-driving is one part maintenance, one part vehicle options, and one part driver behavior. Routine maintenance procedures such as tire pressure checks, tune-ups, air filter and oil changes keep vehicles running at maximum efficiency.

New car buyers can opt for convenience features, such as navigation systems and satellite radio with traffic updates, to help them find the quickest, least congested routes to their destinations. Existing car owners can tap into aftermarket GPS products that offer similar benefits.

Putting it all together

The best way to learn how to put eco-driving skills into practice is to get behind the wheel with an instructor riding shotgun: something I had the opportunity to do at the recent Ford program in Phoenix, Arizona.

Ford brought eco-driving instructors from Germany to work with instructors at Phoenix-based ProFormance Group. For the media program, journalists chose from a group of Ford vehicles on hand, driving two, six-mile loops. For the first loop, we maintained our normal driving habits. Then ProFormance instructors showed us how eco-driving could improve average fuel economy, with minimal impact on trip time.

“Eco-driving isn’t hyper-miling,” explained Curt Magelby. “Hyper-miling is fuel economy above all else… Drivers going way below the speed limit and taking other measures to save gas. It can be dangerous, and we want people to be safe.”

I chose to drive a Ford Focus: a small sedan with EPA fuel economy ratings of 24 mpg city and 33 mpg highway. Our six mile loop was divided equally between city streets in suburban Phoenix, and a three-mile stretch of the Interstate 10 freeway.

Knowing the objective was a slight disadvantage, since I modified my behavior on the first loop in favor of fuel economy. By avoiding jackrabbit starts and keeping my overall speed down, I averaged 26.3 miles-per-gallon on the loop.

The second time around, my driving instructor had me put some eco-driving tips into practice: the most important of which is to keep the engine revving below 2000 rpm. By feathering the throttle, I was able to accelerate to normal driving speeds while improving my average fuel economy.

Driving instructors recommend that drivers take well-known routes, so that they are more familiar with traffic light timing and terrain. Driving at a speed that allows the driver to pass through a series of green lights saves on gas wasted by repeated stops and starts.

By accelerating slightly on downhills, drivers can reduce the amount of acceleration and fuel wasted on uphill grades. This should be second nature to anyone who runs or cycles long distances: conserving energy allows the body to go further.

When cornering, try to take a path that minimizes the amount of braking. Typically, this means apexing early to create a wide, smooth arc through the corner.

If there are multiple lanes, try to be the first car in line at the stop sign or traffic light. This eliminates multiple starts and stops as drivers up ahead move through the intersection.

Avoid the outside lanes on roads with lots of feeder streets, since drivers entering the road from either side can interrupt traffic.

Cutting off the engine at a long traffic light saves significant amounts of fuel. Before doing so, shift into a neutral gear and apply the brakes. Keeping the ignition to the “on” (but not engine running) position allows air conditioning and other accessories to keep running.

Using cruise control helped me to achieve my greatest fuel economy gains. This is something that most drivers won’t be able to do in thick traffic, unless they have adaptive radar-based systems. But it’s fairly easy to do in lighter traffic, even in urban areas.

On the second loop, I had improved my overall fuel economy to 28.2 miles-per-gallon, and finished the distance eleven seconds faster.

Focus group

My results weren’t as dramatic as a random group of consumers Ford brought in for the same program. Ford solicited drivers on Craig’s list. Respondents thought they were being brought in to evaluate new Ford product.

Out of over a hundred respondents, Ford chose forty eight car owners: they divided the owners into groups of twelve drivers, who underwent three hours of instruction.

Because the drivers didn’t know the purpose of the program going into it, their average fuel economy ratings on the first loop were poorer. The drivers had three loops of eco-driving to try to improve their fuel economy. On average, drivers improved their gas mileage by twenty-four percent: a figure comparable to similar groups in Europe.

Ford estimates that eco-driving could save up to 22 billion gallons of gas annually, based on a fifteen percent improvement in overall fuel economy.