Again, it may not mean much to shorter drivers, but we applaud the new Metro sedan for offering significantly more front-seat headroom than some vehicles with sticker prices that are two and three times higher.
However, front legroom, at 42.5 in., is not quite as generous: In fact, our driver couldn't extend his left leg. And although the Metro sedan offers more rear legroom than the 5-door hatch it replaces, this space is still a bit skimpy - the knees of a 6 foot-tall person will be pressed up against the back of the driver's seat.
Ergonomically speaking, Geo designers seem to have made the most of the limited space they had to work with. The climate-control system is conveniently located, clearly designated and simple to read from the driver's seat. And the steering column stalks are positioned so that the headlamp and windshield wiper controls can all be quickly spotted and easily operated.
The cupholder slides out from under the radio and is sturdier than the versions we've seen on some luxury sedans. Also, the fact that it's dashboard-mounted - not console-mounted -means any spilled coffee will go onto the floor instead of the driver's right leg.
For safety reasons, we also like the design of the metro's horn switch, which is wired so that the horn will sound by pressing anywhere on the wheel-hub pad. That eliminates searching for the horn in a panic situation.
Another safety consideration is the sloping hood design, thinner roof pillars and relatively low window lines, all of which improve visibility.
On the downside, the steering wheel spokes obstruct the sight lines to many of the stereo control knobs, the instrument panel light switch and the rear defrost button. In fact, in order to operate the latter two, the driver must lean forward, look down and take his or her eyes off the road. That's never a good idea, especially in a small car.
We were also befuddled by the location of the Driver's seat-adjusting mechanism. It's under the seat on the right-hand side - which is awkward at best.
it's a foregone conclusion that anyone who buys a vehicle of this size is not expecting rocket launches. So measurements such as 0-to-60 mph performance are fairly irrelevant. Incidentally, the Metro requires almost 12 seconds to make that trip, but a more important consideration is whether the car possesses sufficient passing power. And the Metro compensates by delivering the goods at freeway speeds.
At 60 mph, the tachometer hovered at 2800 rpm (in fifth gear), and we didn't hear the engine winding out unnecessarily or being unduly overtaxed. During freeway slalom maneuvers, there was a bit more play in the wheel than we would have liked.
Overall, the ride, if not exactly smooth, was assured and road noise was surprisingly unobtrusive for a small car.
We also found that our Metro possessed enough grit to escape from a possible collision situation. The first day we tested the car, still unfamiliar with its capabilities and dimensions, we spun into a boulevard turn at a speed that was admittedly a bit too brisk for traffic conditions - and for a car of this size. We were forced to simultaneously brake abruptly, negotiate the turn and avoid both the curb and the vehicle in front of us. And although the situation did raise our pulse rate a bit, the Metro delivered a yeoman performance.