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"In the August 2009 issue, I recommended in my column, , that kei cars made a lot of sense in the U.S. market, especially considering their small size and fuel efficiency. For those who are not familiar with these Japan-market-only cars, kei cars are small (about the size of a ) and powered by 660-cc engines. They are the most popular automotive segment in Japan, and are immensely trendy in large cities such as Tokyo and Osaka. The direct translation of kei is &amp;quot;lightweight.&amp;quot;   It seems someone at Motors took my column to heart because the company just shipped an example of its most popular kei car, the &amp;quot;i,&amp;quot; from Japan to see how it would feel on U.S. roads. A company rep handed me the keys with only 100 km (61 miles) on the odometer, telling me, &amp;quot;It was your idea. You be the guinea pig.&amp;quot;   The i measures 133.7 in. from bumper to bumper, with a 100.4-in. wheelbase. The vehicle stands 63.0 in. tall and 58.1 in. wide, making it the narrowest car we have tested in recent times. Our test car was fully loaded, equipped with all-wheel-drive, an upgraded stereo and navigation system, and armed with a turbocharged dohc 660-cc with variable valve timing (MIVEC). The inline-3 engine, mounted just ahead of the rear axle, produces 64 bhp at 6000 rpm and 70 lb.-ft. of torque at 3000. It came mated to a 4-speed automatic gearbox. There&amp;#039;s a naturally aspirated version of this engine too, producing 52 bhp and 42 lb.-ft. of torque. (Note: Our test car is not to be confused with the i MiEV, Mitsubishi&amp;#039;s electric car slated for sale in the U.S. in 2011.)   While the base i can get up to 40 mpg, our turbocharged car achieved 31 mpg, the result of my heavy right foot and air conditioning set at full blast.   Driving the car on crowded Southern California freeways, it felt out of place at first, like a jockey on a football field, as and looked ominous passing in the adjacent lane. However, after a few minutes, the i felt liked it belonged, able to keep pace with the flowing traffic and nimble enough to weave through crowded stretches like a big motorcycle. In fact, for the good part of my time on the freeways, I kept the i in the fast lane.   At the test track, the 1980-lb. i ran to 60 mph in 13.8 seconds and to the quarter-mile in 19.3 at 70.2 mph, not exactly what one would call tire-smoking, but quick enough for public roads. And despite its basic suspension system \u2014 struts up front and a De Dion setup at the rear \u2014 the i impressed in our handling tests, as it registered 0.72g on the skidpad, while darting through the slalom at 62.4 mph. Not bad for what&amp;#039;s essentially an automotive version of a scooter.   The most impressive aspect of the i was its civility. Step inside and there&amp;#039;s gobs of head room, while the rear seats easily accommodated two adults and three in a pinch. There&amp;#039;s space in back for a couple of large suitcases, and the rear seats fold down, enabling you transport a small bicycle.   Before the i can be officially marketed in the U.S., it will need to address certain U.S. safety standards. But once Mitsubishi clears that hurdle, the car will essentially be ready for U.S roads. And if Mitsubishi can keep the price below the $15,000 mark, then we have no doubt that the i will be the &amp;quot;smart&amp;quot; choice when it comes to fuel-efficient urban transportation. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.roadandtrack.com/new-cars/first-drives/reviews/a14893/2009-mitsubishi-i/>