A CHEEKY, NOT-SO-COMPACT RIDE
Gearbox a bit clunky but Fiat’s AWD crossover quick and agile
If we’re to believe the sassy European ad spots, the new Fiat 500X sprang from the accidental joining of the current Cinquecento and an errant blue pill.
It may look like an enlarged Cinquecento, but the 500X rides on an entirely new global platform, the same one on which the Jeep Renegade is built. But most importantly, it’s the first Fiat with available all-wheel drive.
As Mini did before it, Fiat established a presence in North America by bringing over a cute little import with big personality. We loved its retro design and Italian image, but no doubt FCA, like Mini, knew we’d soon start noting its limitations.
The tiny two-door grabbed a toehold on the market, allowing the marque to introduce larger models and expand its segment range; Mini has already introduced many variations, with the Countryman representing an entry into the compact crossover segment.
This isn’t Fiat’s first foray into this highly lucrative market; the previous attempt was the rectangular 500L. Unfortunately, the hapless L, while not really a terrible car, had little of the Cinquecento’s sparkling character — without which its cheerful interior became merely cheesy and its performance forgettable.
The designers did a very nice job of taking the smaller car’s distinctive look and adapting it to a larger, four-door package. At first glance, the 500X doesn’t look that much different from the current 500. It’s only when the two are parked together that the size difference becomes apparent.
My tester, a top-spec Trekking in Pearl Red Tricoat is finished off in rugged black plastic cladding and faux skid plates, which, given its adorable appearance, isn’t as laughable as it seems.
While it may lack the extra ground clearance of the platform-sharing Renegade, the 500X’s all-wheel drive system is virtually identical. Its ability to move freely between urban and outdoor environments makes the 500X Trekking Plus tested here really attractive to young city dwellers with a hankering to explore in their off-time. The cabin is a big step up — a more sophisticated interpretation of the Cinquecento’s cheeky design language. Instead of plastic, leather and soft-touch materials create that playful ambience, but with a greater sense of comfort and craftsmanship.
I particularly like the use of sculpted leather — on seats, dash and door panels — to create interesting shapes throughout the cabin. As before, there’s a circular theme repeated by all knobs, handles and switch gear. While previously Fiats had a ludicrous GPS attachment — a plastic, vision-obscuring stalk that looked like a flimsy afterthought — the 500X comes with Chrysler’s excellent and easy-to-use Uconnect system.
In this fully loaded tester, that system includes a 6.5-inch touchscreen with navigation. For $995, there’s an optional Beats Audio sound system, whose nine speakers and subwoofer will earn you some serious stoplight side-eye.
Plump seats offer plenty of support, and the upright position affords excellent forward visibility. The little flat-bottomed, thumb-indented, race-car derived steering wheel with its Fiat-badged centre-cap not only feels delightful, it’s heated, too.
In this segment, flexibility and utility are of prime importance. The roomy 500X handles four people, with 524 litres for cargo space. With rear seats down, that space expands to 1,438 litres. Need to transport skis, or camping gear? No problem, the front passenger seat folds flat, too.
Out on the road, the 500X feels nothing like its cute but decidedly non-athletic brand mates. That new global platform gives it taut handling that might be a bit firm for those who prefer soft comfort, but I really enjoyed its composure, the solidity with which it carried through the corners without lean or roll.
It’s a really well-sorted suspension and chassis setup that’s perfectly suited to the 500X’s character. Steering is good, too, offering decent feedback and the right sense of heft.
But there is a caveat — Chrysler’s nine-speed transmission. Automakers are under pressure to improve efficiency, but it’s frustrating when it comes at the expense of performance. The 2.4-litre Tigershark engine has 180 horsepower, but only 175 pound-feet of torque.
Switch the mode selection to Sport and the transmission keeps the engine revs high enough to provide a quick response. But most will leave it in Auto for city driving. The combination of low-revving engine and the gearbox’s more frugal programming results in rather lethargic response. Worse, its occasional tendency to hang between shifts can be a bit alarming. Attempting to merge into downtown traffic, I checked to see I hadn’t inadvertently knocked the lever into Neutral.
Personally, I’d much prefer the smaller turbocharged 1.4-litre, which may only have 160 hp but also has 184 lb.-ft. of torque, a nicer engine note and, most importantly, a six-speed manual.
Unfortunately, the AWD system only comes with the 2.4-litre, nine-speed combination. During normal daily driving, the system operates in front-wheel drive to conserve fuel, but reconnects the rear axle in milliseconds when activated by the Traction setting on the drive mode control.
Despite the transmission’s occasional bizarre behaviour, I really liked this vehicle. Less expensive and roomier than the Mini Countryman, the 500X is more stylish and engaging than many others in its segment.
It just may be the best Fiat yet. Overview: Small crossover with Cinquecento character Pros: Fun to drive, great utility, all-wheel drive Cons: Nine-speed transmission isn’t well-sorted Value for money: Good What I would change: Offer another transmission option How I would spec it: If I could, I’d have the turbocharged fourcylinder and six-speed manual powertrain with all-wheel drive