2013 Volkswagen Up Review !

In the U.S., the idea of a car smaller than a Mini conjures mental images of a cramped interior, no trunk space, and a wheezing, gutless engine. (That the Smart Fortwo is one of the only cars sold here shorter than a Mini supports this impression.) It’s always been a different story in other parts of the world, with some such cars enjoying a cultlike following. Volkswagen up is tinycars have flirted with this sort of immortality on occasion (read a brief history of tiny VWs here), and the company is hoping for similar success with its new Up!, an entirely new minicar being launched in Europe next spring.

For its 139.4-inch length, the Up! has an unusually long wheelbase of 95.3 inches. It is rather wide, too, at 64.6 inches. The four wheels are pushed way out to the four corners, not only helping improve its proportions but—more important—also creating more space for passengers. The trunk can hold nine cubic feet, a number that increases to 34 with the rear seats folded. The rear seats in other cars of this size are often left down because they are absolutely inhospitable, but the rear seats of the Up! offer a reasonable amount of headroom. Unless the front-row occupants push their seats all the way back, rear-seat legroom is fine, too.

Bare Your Metal

Driver and front passenger are pampered anyway. The Up! has ample stretch-out space in every direction and a large, clearly legible instrument cluster. Controls for the HVAC and stereo are ergonomically positioned high Up! (sorry, we had to just once) in the center stack. The plastic panels inside are undoubtedly inexpensive, but they are so well designed and assembled that the impression they impart is anything but cheap. Even the bare metal on the doors looks cool, especially with the dashpad rendered in the same color.

At the top of the center stack sits an optional nav system co-developed with supplier Navigon that can be taken out of the car if you wish to navigate a city on foot. The interface is nicely styled but could be more intuitive, and the system sent us the wrong way repeatedly. After fiddling with the touchscreen and hard buttons in frustration for several minutes, we simply switched the unit off and grabbed a paper map.

Two by Three They Came

Power comes from the first iterations of the entirely new EA211 engine family, which will ultimately include three- and four-cylinders in naturally aspirated and turbocharged forms. Currently, the Up! is available with two similar naturally aspirated 1.0-liter three-bangers. The entry-level model makes 60 hp at 5000 rpm; the more powerful engine makes 75 at 6200. Maximum torque with either engine is 70 lb-ft from 2000 to 4300 rpm. Around town, the less powerful engine is entirely sufficient; the difference is only noticeable when you really hammer on both of them.

We took the 75-hp Up! for an extended drive around Wolfsburg, where it was developed (it’s built in Bratislava, Slovakia). Despite the lack of a balance shaft, the three is a smooth unit with a high-pitched and pleasant purr. It’s just not very flexible. Launches are a rather dull affair, and although the three revs to its 6000-rpm redline smoothly and without fuss, it has little enthusiasm for doing so. It takes a lot of time to accumulate any speed. Even with the stronger engine, 0-to-60-mph acceleration should still take 12.4 seconds, with the 60-horse motor needing 13.6. Top speeds are an ungoverned 107 and 99 mph, respectively. At least they don’t use a lot of fuel. With the optional stop/start system, the Up! should return the equivalent of 36 mpg on the EPA combined cycle. (For reference, a Fiat 500 with a manual gets a combined rating of 33 mpg.) The power is sent to the front wheels through a five-speed manual transmission that could learn a lesson or two from Honda in precision and feel. A single-clutch automatic will be offered shortly after launch. In contrast to VW’s silky dual-clutch DSG, its single-clutch gearboxes have historically been positively crude—although the company promises this time will be different.’’

The Up!’s chassis setup is surprisingly comfortable. Even long trips should be pleasant, thanks to the relatively long wheelbase and dampers that do a commendable job of filtering out nasty potholes and uneven surfaces. The downside is significant body roll. The Up! does not feel as agile as we hoped a tiny VW might, and the steering is perhaps a bit too light. But we appreciate how unobtrusively the standard stability-control system kicks in. When you push the car hard, only the smell of the brakes—front discs, rear drums—tells you the system is working.

And Now for Something Up!lifting

The really good news, however, is that VW anticipated customers wishing for a sportier setup. VW research and development chief Ulrich Hackenberg confirms that a sport suspension will be offered soon. In addition, Volkswagen plans to offer a number of Up! derivatives, including a five-door, an all-electric model, sister models from SEAT and Škoda, and perhaps even a one-box people mover—think mini-mini-minivan like the VW Bulli concept. Even sporty body styles are possible, and although VW won’t confirm it, we suspect an Up! GTI with a turbocharged 1.0-liter three-cylinder will appear in the not-too-distant future. By the time that derivative appears, we hope execs will have made up their minds to bring the tiny hatch to the U.S. There are no current plans, says Hackenberg, but he adds that the car could be federalized for our market without much trouble.

We like the mature character of the Up!, and its clean and crisp styling works well. The rear view, with its large window, looks extremely contemporary, and the headlights and grille form a face that is friendly without being too cute. The Up! is a practical car without the sacrifice we fear from this class. Not only that, but, like the modern Mini, it is cool. Still, we’ll gladly wait for the turbo