FIAT ADDS PERFORMANCE MODEL TO 500C PORTFOLIO WITH ABARTH CABRIO

Fiat returned to the U.S. market with lots of fanfare and a clever advertising campaign about six years ago after an absence of nearly three decades, but I have to wonder just how far entertaining commercials and cutting prices will carry the Italian automaker this go-around.

Recently released numbers  for 2017 show a steep decline for all three versions of the bell cow of the Fiat fleet, the 500, 500L, and 500X with sales off by 18, 47, and 35 percent from the previous year, respectively. (I use the word “fleet” advisedly; there really is only one other Fiat offered here, the 124 Spider, which showed sales growth of 81 percent over 2016, but you’re talking about only 4,478 vehicles for the year.)

Together, the three models hit the 22,014 sales mark in 2017. By comparison, the number of 500s sold in 2012, its first full year on the market, was 43,772.

This drop comes despite price-cutting across the board. The entry-level 2017 Fiat 500 Pop model carries an MSRP of 14,995, a decrease of $1,000 from when the 2012 model was introduced in 2011.

MSRP for the 2017 Lounge trim was cut $2,000 to $18,395, and the track-ready, top-of-the-line Abarth with its 1.4-liter, turbo-charged 4-cylinder engine was reduced $2,580 to get under $20,000 for the first time at $19,995.

Like some other vehicles that break new styling ground or have an appeal to buyers who like to think out of the box — I’m thinking here of Chrysler’s PT Cruiser, Ford’s Thunderbird, and Chevy’s HHR — perhaps the 500 has hit its saturation point. It’s like everybody who wants one already has bought one and nobody else, or hardly anybody, is interested.

“Perky” apparently only goes so far.

Of course, maybe I shouldn’t be that quick to write it off. My history with predictions frankly isn’t very good. Years ago I remember writing that I didn’t see much of a future for cable TV because all three networks at the time were available over the air. How did that turn out? (At least I wasn’t alone in that. My instructor thought that was an astute observation.)

And the Fiat 500 isn’t without its virtues.

In addition to the three trim levels, the 500 also is offered as a convertible, dubbed the 500c or Cabrio, which adds $1,495 to the price in all three trims. The cloth top retracts to the rear spoiler riding on along stationary rails. It’s more of an extended sunroof really, and can be locked at the halfway point or fully retracted.

The first three years of the Topless in Miami Presented by Haartz convertible competition sponsored by the Southern Automotive Association it won its class rather handily with the 2012 500c winning in 2011, the Gucci edition in 2012, and the Abarth in 2013, its first year on the market.

My recent time in the 2017 500c Abarth showed that the venerable subcompact hasn’t lost any of its charm. It’s certainly not that its showing its age or anything, but the competition is getting tougher and there are some inherent drawbacks common to just about every vehicle in the subcompact genre.

That is, not a lot of room is available in the backseat, and it’s not easy for adults to get back there either. Plus, the luggage compartment is a minuscule 5.4 cubic feet. No, this is not a vehicle made for extended family vacation trips.

But it is one that is good for scooting around urban environs, especially when it comes to parking. It’s only 144.4 inches long, which is two feet shorter than the VW Beetle Dune (another out-of-the-box option in the segment), for example, and the wheelbase of 90.6 inches is nearly 10 inches shorter than the Dune’s 100.1. (I was a little bit disappointed in the 500c’s turning circle diameter of 37.6 feet, however.)

The Abarth’s engine is tuned for 160 horsepower and 170 pound-feet of torque when mated with the 5-speed manual transmission and 157/183 with the optional 6-speed automatic. I had the automatic, but would dearly have loved to try the manual to get more out of it.

Fuel figures for the Abarth are 28 miles-per-gallon city, 34 highway with the manual and 27/32 with the automatic. One downside: Premium fuel is recommended, though 87 octane is deemed acceptable.

Remember, the Abarth is oriented toward extra performance. If fuel mileage is your goal, the 500c Pop and Lounge models are rated at 31/40 with the manual and 27/34 with the automatic, but fuel requirements are the same (91 octane recommended, 87 acceptable) and power numbers are 101 hp and 97 lb.-ft.

My test Abarth 500c included as standard features Rear Park Assist, 7-inch color cluster display, a turbo boost gauge, premium sound system, the company’s UConnect 5.0 system for infotainment functions, leather-wrapped instrument panel cluster, perforated leather-wrapped steering wheel, tilt steering column, driver seat memory, aluminum pedals, dual bright exhaust tips, fog lights, and red brake calipers.

Adding options like a Popular Equipment Package (satellite radio, auto air, and heated front seats), Nero (black) seats, the automatic transmission, GPS navigation, and 17-inch wheels over the standard 16s plus the $995 destination and delivery charge ran the total for my test Abarth to $26,660.

What I liked about the 2017 Fiat 500c Abarth: Driving this car does put you in a good frame of mind. The grille and headlamps give the front fascia a rather impish grin, and the exterior color is carried over to the dash and other interior spots for a nice, clean appearance.

What I didn’t like about the 2017 Fiat 500c Abarth: The 5-inch screen for navigation and other functions is too small for me, and the people at Fiat need to talk to the people at Chrysler about simplifying the operation of the UConnect infotainment functions. Buttons and touch points are on the smaller side and it isn’t as intuitive as the system in Chrysler, Dodge, and Jeep vehicles.

Would I buy the 2017 Fiat 500c Abarth? As a second car, yes.

FIAT 500X ADDS FLAIR TO A GENRE 

KNOWN MORE FOR ITS ECONOMY

Subcompact cars are usually more about functionality and fuel-saving than they are about style. Not that they are all inherently ugly, but style is not the first thing that comes to mind about them.

Fiat’s 500 series, however, is one exception.

With its Italian lair and carefree air — the front fascia even has a rather impish look about it — the Fiat 500 series adds a little chicness to a segment that tends to lean toward “cute” when it comes to appearance.

The first Fiat 500s landed in the U.S. about five years ago with the 500 hatchback, convertible and performance-oriented Abarth models, and an electric version came a year later. They were all nimble two-door cars with an appeal to a young, fun-loving market.

A couple of years later Fiat added the 500L wagon and the 500X followed a couple of years ago. (You may remember 500X from the clever Super Bowl commercial in which a “little blue pill” bounced its way into its gas tank, giving the 500 hatchback bulging fenders and a couple of extra doors. If not, you can look it up on Youtube.)

My recent ride was the top-of-line Lounge model of the 2017 Fiat 500X. It comes in two other flavors, Pop and Trekking, for a total of three trims, two fewer than when it was introduced. Easy and Trekking-Plus trims were discontinued for 2017.

The Lounge trim features the larger of the two engines offered on the 500X, a 2.4-liter inline 4-cylinder rated at 180 horsepower and 175 pound-feet of torque. It’s also standard on 500X Trekking models and available as an option on the Pop, which gets a 1.4-liter 4-banger as standard.

Front-wheel drive is standard on all trims with AWD available as an option. The 2.4-liter gets a nine-speed automatic transmission as standard, the 1.4-liter a six-speed manual. That’s kind of a shame since I would have liked to tried out the manual with the larger engine. It would have been more fun to drive than the the automatic.

With the automatic, performance may fall short of some of its competitors, but when Sport mode is selected (accomplished by turning a knob on the console), the pace is picked up. Fuel economy is a bit on the low side for the class, however, with the 2.4-liter rated at 22 miles-per-gallon city, 30 highway, and 25 combined with FWD drinking regular 87 octane fuel. (Regular also is acceptable on the 1.4-liter, but premium 91 octane is recommended for it.)

The emphasis on design also carries over into the interior. It’s not luxury class, of course, and the dash features a wide band of plastic across the front, but the 6.5-inch display screen is nicely integrated into the flow of the dash. Overall, there is a nice ambiance about the cabin. The backs of the two-tone front seats are embossed with a “500” logo, a nice touch.

The Lounge trim comes with Fiat’s UConnect system for operation of the infotainment system with functions via the touchscreen or voice commands that responded readily, and accurately, during my week’s trial. There are also two knobs to operate the radio and three larger knobs for controlling the dual-zone air conditioner/heater.

The 6.5-inch NAV UConnect system is standard on the 500X Lounge (optional on Trekking). It includes navigation, Bluetooth handsfree phone, and satellite radio in the base MSRP of $25,150.

But to get the latest safety features you’re going to have to delve into the options. A rear-view camera is standard on the 500X Lounge (it’s only an option on the Pop and Trekking models), but to get the features like lane departure warning, full-speed frontal collision warning with active braking, rear park assist, blind-spot monitoring, automatic high beam headlight control, and rain-sensitive windshield wipers you’re going to have to add the Advanced Safety Package for $1,295.

Adding an optional Premium Package (upgraded sound system), dual-pane sunroof, and 18-inch wheels with all-season tires plus the $995 destination and delivery charge put the final price tag of my test 500X at $28,935. That put this 500X Lounge at the higher end of the segment pricing.

What I liked about the 2017 Fiat 500X Lounge: It’s pretty spacious for passengers and even offers pretty good legroom (up to 34.8 inches) in the second row. Features such as navigation, audio, and climate control systems are very user-friendly and respond quickly and accurately to voice commands. The ride is comfortable, especially for a vehicle this size.

What I didn’t like about the 2017 Fiat 500X Lounge: Gas mileage is disappointing. Storage behind the second row is a meager 12.2 cubic feet.

Would I buy the 2017 Fiat 500X Lounge? Don’t think so. Though the 500X (and other Fiat 500 models, for that matter)) are at the top of their class when it comes to out-of-the-box styling, it gets a bit too expensive when the extra safety features are added on.

FIAT ADDS 500X CROSSOVER
TO LINEUP FOR 2016

Since reintroducing the brand to the U.S. market with its 2012 500, Fiat has continued to expand its portfolio with several variants of the trendsetting subcompact coupe, often adding a letter to the "500" to distinguish the different models.

Thus we have the 500L (a slightly larger version), the 500e (electric), and 500c (convertible).

For 2016, Fiat introduces the 500X, a subcompact crossover that offers a bit more in the way of interior room than the others while still maintaining the Italian design flair and touches that set the original 500 apart from its rivals.

It may be just the solution for those who would like a smaller car not just for fuel economy but for less stressful urban driving conditions yet not so small that it brings with it a fear of being squashed between semis.

It has a pretty solid feel to it on the road, though it still retains the nimbleness typical of the segment, and when it comes to parking, it's tough to beat.

The 2016 500X comes in five flavors all with rather distinctive labels. The base model is designated Pop and is followed by Easy, Trekking, Lounge, and Trekking Plus going up the scale. Pop comes with a 1.4-liter turbo four as the base engine. The 2.4-liter naturally aspired four that is standard on Easy, Trekking, Lounge, and Trekking Plus is an option on the Pop.

Front-wheel drive is standard with all-wheel drive available on all but the base Pop model. The Pop also gets a six-speed manual transmission as standard with a nine-speed automatic, again standard on the other trims, as an option. You can manually shift gears with the automatic via the shifter on the console. Steering wheel-mounted paddle shifters aren't offered.

The turbo is rated at 160 horsepower and 184 pound-feet of torque and is expected to get a respectable 25 miles-per-gallon city, 34 highway using regular fuel.

The larger engine is rated at 180 hp and 175 lb.-ft. and drinks fuel at the rate of 22 miles-per-gallon city, 31 highway with FWD. AWD versions get about a mile less in each category. Those aren't particular impressive numbers for the genre, and some critics have been unhappy with the kind of performance the 2.4L delivers.

But I found that switching the knob on the console from Eco to Sport mode does enliven the performance to a more respectable level. A third setting is Traction-plus for snow and ice, but this being South Florida, I never got the opportunity to really see how that works. Imagine that.

I left it mostly in Sport or Performance setting until I got a complaint that the ride was a bit on the "jerky" side. Sigh.

Among standard features on the Lounge model that served for my test drive were such niceties as a backup camera, keyless ignition with push-button start, remote start, the U-Connect infotainment system from Chrysler that included a 6.5-inch screen for the navigation map, voice command operation, satellite radio, an eight-way power driver's seat with four-way lumbar support (the passenger seat is manually adjusted), 17-inch aluminum wheels, and automatic on/off Halogen headlights.

That all was included in the base MSRP of $27,105 (including the $995 destination and delivery charge). The optional Lounge Collection Package (leather trimmed bucket seats, rear parking assist, and blind spot and cross path detection) added another $1,650 which ran the total MSRP up to $27,655, making the 2016 Fiat 500X competitive price-wise.

The Pop starts at $20,995, the top-of-the-line Trekking Plus at $28,095.

The 500X's cabin, by the way, is quite nice with evidence of high-grade materials used throughout. and the front seats are comfortable with nice legroom provided. The backseat is on the snug side when it comes to legroom with a little less than 35 inches offered, but it's not really cramped.

Cargo space is what you might expect from a subcompact. Only 12.2 cubic feet is offered behind the second row expandable to 32.1 cubic feet with the second-row seats folded.

What I liked about the 2016 Fiat 500X: The A/C vents on the center stack, which I regularly find end up blowing directly on my hands on the steering wheel, essentially freezing them, are mounted lower on the stack than usual so that is no longer an issue. This is a small thing, but I really appreciated it. In fact, I loved it! The UConnect system also is easy to operate and responds to voice commands well.

What I didn't like about the 2016 Fiat 500X: In Eco (standard) mode, the engine labors to get up to speed. The nine-speed transmission can be slow to respond, though neither is a major problem.

Would I buy the 2016 Fiat 500X? Yes, I would consider it for a second vehicle for sure.

MIATA GETS A RIVAL IN 2017 FIAT 124 SPIDER

Nothing gets me more stoked than to hear that my friendly press fleet manager plans to deliver a new convertible to my driveway for one of my weekly test runs.

Well, nothing, that is, unless that convertible is also a sporty little two-seat roadster in the mold of traditional British sports cars from the 1950s and early ’60s.

There’s just something about them that pushes all the right buttons with me.

Of course, opportunities to get behind the wheel of such cars are pretty few. In fact, though there are roadster offerings from both Europe and Japan, only one really comes close to matching the classic MG, Triumph Spitfire, and Austin Healy models of a half-century ago, and that would be Mazda’s MX-5 Miata.

When you factor in such items as cost and size, the Miata pretty much alone at the top of the segment.

But now it has a competitor.

Fiat’s 124 Spider is back in U.S. showrooms for the first time since the Italian automaker ceased production of the original back in 1985. (Google “Fiat 124 Spider history” for an interesting read.)

And, oddly enough, it got a hand from Mazda to get here.

The 2017 Fiat 124 Spider is pretty much an Italian take on the Miata, and the similarities between the two are so significant it may have you doing double-takes as you slide behind the wheel. Even the screen for the Spider’s infotainment system sticks up from the dash, just like on the the Miata.

The fabric top is manufactured by the Haartz Corporation and operates the same way on the Spider as on the Miata. To lower, you undo the latch and flip it back over your head until it clicks in place. To raise it, you (as the driver or passenger) reach back and hit a release button between the seats.

The top then pops up just enough for you to get a hand on it and pull it back over your head, snapping the latch at the top of the windshield back in place to secure it. You can do it while waiting at a redlight with time to spare.

There’s a reason for the similarities. The Spider is built alongside the Miata at Mazda’s assembly plant in Hiroshima, Japan, with Mazda providing the platform for the two-seater as well as some other attributes.

There are differences, of course, and it would not be correct to say that the Fiat 124 Spyder is nothing more than rebadged Miata.

The engine in the Spider is a 1.4-liter turbocharged four-cylinder that sends 160 (Classico and Lusso trim) or 164 horsepower (Abarth) to the rear wheels via either a six-speed manual or six-speed automatic transmission. The Miata gets a 2.0-liter four-banger featuring the company’s SkyActiv technology with 155 horsepower and 148 pound-feet of torque. It’s also mated with either an automatic or manual tranny.

The Spider is 159.6 inches long with a wheelbase of 90.9 inches. The Miata has the same wheelbase but is slightly shorter at 154 inches. There are only tenths of inches difference in height and width.

The Spider is slightly heavier with a curb weight 2,436 pounds going up to  2,516 pounds (depending on the trim and transmission) while the Miata weighs in at  2,332 or 2,381 pounds (depending on the transmission).

And there are distinct differences in the exterior with the Fiat getting styling touches like creases in the hood and its own headlight style, which is a bit more open than the catlike slits of the new Miata.

But the real common denominator between the two is that both offer a fun driving experience. Even with the automatic transmission in the Fiat I had, the extra oomph from the turbocharged engine compensated for the Spider’s extra weight in delivering a peppy performance similar to that from the Miata.

Which brings up a question: With both vehicles carrying starting prices under $30,000, Fiat would seem to be getting significantly more out of this collaboration with Mazda than the Japanese automaker is. Fiat gets a significant addition to its lineup in the U.S. Mazda gets a strong competitor for its popular Mita.

I asked a Mazda spokesperson about that, but that answer I got was that nobody is allowed to comment on the company’s “partnership” with Fiat/Chrysler.

Not that it matters. The result is a win for fans looking for an affordable sports car for their garage.

What I liked about the 2017 Fiat 124 Spider: It’s a fun car to drive. It’s got all of the attributes of the Miata, and the styling tweaks add a touch of class.

What I didn’t like about the 2017 Fiat 124 Spider: Unfortunately, the Spider’s infotainment system (audio, navigation, etc.) is identical to that of the Miata and is not the most user-friendly. Everything except the climate control works off a knob below the gear shifter on the center console with the requirement that the screen be in the right mode. With the top up, the car a bit loud at higher speeds on the expressway (we actually got off the turnpike and got back on city streets so we could hear the radio on our way home), and a flat-bottom steering wheel would be nice to help ease access and egress for the driver.

Would I buy this car? In a heartbeat.