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Smart fortwo

by Andrew Bornhop

Smart cars -- those 2-seaters you see in Paris or Rome that are tiny enough to be parked on the side of the road, perpendicular to traffic -- are finally going on sale in the U.S. in January of 2008, after nearly 10 years of production. We'll have an opportunity to buy the Mercedes-built city car, which is 39.5 in. shorter than a Mini and is powered by a 3-cylinder Mitsubishi-built ULEV engine that puts out 70 bhp.

Called the fortwo and available as a coupe or a convertible, the smart car is spacious for its size, able to hold two large adults in comfort, with enough area above the rear-mounted engine for a couple of large carry-on style-bags. The high seating position of the exoskeleton-style chassis offers a good view forward and helps the car mask its speed. At 65 mph n the freeway, which the smart maintains comfortably (top speed is 90), the car feels relaxed, like it's cruising at perhaps 40, accompanied by a well-muted engine and steering with a natural assist. Stability control and four airbags are standard, and the only negative is the electrically-shifted 5-speed manual gearbox -- it shifts automatically or via paddles, but the unnatural pause in momentum that accompanies each upshift makes us long for a standard manual.

Prices range from $11,590 to $16,590, and EPA mileage is 33 mpg city/44 mpg highway. Therein lies the crux: That's not much better than a Toyota Yaris, a more conventional car. But where parking is at a premium, such as in San Francisco, the smart fortwo indeed makes a lot of sense. Roger Penske thinks so too: As chairman of smart USA, he's in charge of 74 smart centers across the U.S., most in large cities.

Scion xB and xD

by Calvin Kim and Photos by Brian Blades

Scion's xB, the perennial winner of our annual "Most Square Car" award, returns for 2008 with a complete makeover. While some bemoan the loss of the hard-edged styling, there's no denying that this all-new, softer-edged xB is a better car.

Scion has increased its size, horsepower and usability. Interior volume -- already a strong point -- is up 11.2 cu. ft. from an increase in every dimension. The car is a foot longer and nearly 3 in. wider than before, with a wheelbase that has grown 4 in. All this size comes at a price: over 620 pounds, and we don't mean pounds sterling.

With the increase in room and power, the xB is more usable, helped further by improved cargo management and a revised dash layout. The rear seats fold completely flat and there's even space underneath them to store small items. The floor of the rear cargo area opens to reveal even more storage and, like the previous iteration, the front seats can recline all the way back. The dash layout is all-new, with a driver-centric center layout.

Based on the Toyota Yaris, the new dramatically styled Scion xD seems much bigger than it really is. Nevertheless, it's a nimble car with a strong emphasis on daily usability. The interior features a reclinable rear seat that can slide forward 6 in. Like the xB, there's a 60/40 folding seatback that can be folded flat to hold extra cargo.

Particular emphasis was placed on reducing noise and increasing durability. Strategically placed foam and felt are employed throughout the cabin to absorb noise, vibration and harshness. Special attention was paid to the underbody, wipers and roofline to reduce wind noise and drag. Galvanized steel and an acrylic-based underbody coating prevent corrosion and chipping.

Underhood, Toyota's 2ZR-FE 1.8-liter inline-4 is on duty, returning excellent EPA fuel economy of 28 mpg city, 30 mpg highway. Its 128 bhp at 6000 rpm and 125 lb.-ft. of torque at 4400 rpm won't win any power wars, but this is the first small engine in the Scion lineup to feature VVT-i on both intake and exhaust cams. A 4-speed automatic or 5-speed manual is available.

Although Scion calls its cars mono-spec, you can get them in a few combinations. Aside from transmission choices, there are three stereo options. All feature iPod hookup and an aux-in jack. The middle-level radio adds satellite reception, a line-out jack for amp hookup and an active display with user-uploadable videos and images. The premium package adds GPS navigation and DVD movie playback functionality. Both cars get standard cruise control, power windows, locks and mirrors, and steering-wheel-mounted audio controls.

Driving dynamics are generally underwhelming in the econo-class segment, but these two Scions are exceptions. The xB's new engine, while raspy, is peppy and fun to rev. The automatic shifts firmly in sequential mode, and the cable-actuated manual feels like it belongs in a much more expensive car. The cavernous interior is functional while having some newfound form.

The xD's small size and short overhangs make parallel parking a breeze. The 2ZR engine is smooth and has very linear power delivery. Like the xB, the 5-speed is crisp. An alphabet soup of computer stability and braking functions help keep both cars on the road, but stability and traction control can be disabled with the push of a button. Burn-out drivers, rejoice!

Granted, neither of these new Scion hatchbacks will win any sports car wars, but with available accessories from TRD, you can turn either one into a very hot little 5-door. The xB went on sale in May with a base price of $15,650, and although no official pricing has been set, the xD will be available in August for a similar price.

2008 Mini Cooper & Cooper S Clubman

by Shaun Bailey

Madrid, Spain -- When asked what he thought of the new Mini Clubman's Styling, our Design Director Richard Baron said, with tongue in cheek, "It's a bit of a stretch." And he's right; the new Clubman is more of a variant than an all-new model. What with only 9.5 in. of stretch, it results in 3.2 in. of extra rear-seat leg room and wheelbase, more rear overhang and increased storage space.

Those extra inches are visually reminiscent of the original Mini Traveler or Estate model. Although the cars will not have a Clubman badge, they retain the Cooper and Cooper S emblems, as well as the options we associate with those names. Only the John Cooper Works upgrade won't be available.

The Clubman is almost all-Cooper. A-pillar forward is all the same, but the roof, sides, rear doors and stretched floorpan are unique. Because of U.S. crash safety requirements, the Clubman remains 4-passenger transport, while in Europe it gets an extra cramped center seat. Europeans also get the diesel engine in the Mini Cooper D Clubman and an auto start-stop feature. Apparently, our EPA test cycle would never use the auto start-stop feature, so it wouldn't result in better EPA numbers and thus Mini doesn't think it will help sell the car. In the real world, the system does help fuel mileage, and I encourage green Mini owners to write to either the EPA or Mini and complain of this injustice.

The Clubman also is the first Mini to receive a shift indicator, which tells the driver which manual-transmission gear would optimize fuel economy. It is an unobtrusive arrow with a number next to it. This can easily be ignored during spirited driving.

A keen eye will notice the absence of a roof rack. They are coming soon. Because of the car's extra length, the roof is an important visual aspect of the design. To make it look right, a line is drawn that slightly improves rear-seat head room. After sitting in the rear seats for over an hour, I can attest to the improved space. Four adults can actually sit in reasonable comfort. The extra space in the rear also provides greater storage capacity -- maybe not enough for four people's luggage, but close.

However, the silly little right-side-only suicide door is a poor excuse for a real door. Two complaints: One, the stubby door opens only to 90 degrees, thus trapping those exiting against cars parked alongside. Two, the front passenger-side seatbelt is tethered to the half-door so it's always in the way.

I do like the rear panel doors, though. Unlike a regular Cooper whose rear door is a hatch, these side-hinged panel doors swing open; first the right, then the left. A nice convenience is that the doors swing open on air springs, so that all it takes is a slight click and tug. Don't worry; the doors won't swing out into traffic. The one downside to these doors is that they produce a vertical obstacle in the rearview mirror. It's not that bad, but it's one of the few things that reminds the driver that he's not in a regular Mini.

From the driver's seat there is little to distinguish a Cooper from a Clubman. The ride is still firm, but there is a slight delay in steering response and increased understeer that are likely attributable to the increase in wheelbase. The Clubman is truly a Mini, but with a slight leaning toward practicality. I think it gains more in practicality than it loses in performance.

Mini realizes the Clubman isn't for everyone. It's for those who really want a Cooper, but need those few extra inches to justify a purchase. When the car goes on sale in February, pricing is expected to be less than the convertible Mini, but more than the standard model. Mini expects to sell only 20 percent as Clubman models. With the expected price-tag premium, we'll say that might be a stretch.