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Revised front suspension, improved stability among upgrades of cute car
After Car and Driver magazine racked up 64,000 kilometres on a 2012 Fiat 500 during a long-term evaluation, the editors expressed genuine surprise that the wee car could go the distance without breaking.
After all, the last new Italian auto to submit to the magazine’s scrutiny was a 1988 Alfa Romeo Milano that reportedly burst into flames, then launched a rod through its engine block.
The boot-shaped country is not revered for its reliable cars.
Yet the Fiat 500 came through like a trouper, requiring only the replacement of an LED licence-plate light assembly and a blown fuse, as well as adjustment of a loose handbrake.
Still, skeptics abound. Canadians of a certain age will remember Fiat showrooms going dark in the early 1980s as the automaker was beset by warranty claims and poor word-ofmouth. It retreated from North America, but vowed to return one day.
Fat chance, we said. Configuration Fiat rolled out its retro-futuristic-styled 500 on the streets of Turin in 2007 — 50 years to the day since the cinquecento debuted in Fiat’s hometown.
Merely three metres long, the original was shorter than Alec Issigonis’s Mini, sported suicide doors and a rear-mounted 479-cc (“500”) twocylinder engine.
The new 500 shared nothing with the original beyond its distinctive profile. The 2008 model was more than a half-metre longer, could seat four people (sort of ) and adopted the contemporary front-drive platform of Fiat’s Panda econobox.
With the Fiat-Chrysler merger, the 500 was chosen to reintroduce the Fiat banner to North Americans, arriving to selected Chrysler stores in early 2011 as a 2012 model.
Already four years old, the 500 got some updates for its debut, including revised front-suspension geometry and torsion-beam rear suspension for improved stability, as well as additional subframe bracing, different shocks and more sound-deadening material.
Being small but tall, the 500 felt roomy, although the stunted wheelbase left the footwells quite narrow. Fiat specified broader seats for our McDonald’s butts, along with a driver’s armrest. The back seat technically offered space for two humans, although they’d better be preschoolers. The cargo area was tiny, too.
What it lacked in room the 500 made up for with interminable cuteness.
Body-colour accents abound inside, along with (optional) white pieces that hearkened back to the 1950s. A single round instrument cluster behind the steering wheel showed all the information in one clever display.
The base 500 was powered by a 1.4-L SOHC four-cylinder that produced 101hp and 98 lb.-ft. of torque. A five-speed manual transmission was standard; optional was a six-speed automatic supplied by Aisin.
There were standard stability and traction controls, antilock disc brakes and seven airbags. The 500 rated three stars out of five for overall crash protection in U.S. government testing.
Following the two-door hatchback was the 500C “convertible” model that used a fabric top over the entire roof. It folded down and hung out below the rear window without compromising cabin space.
The 500 Abarth performance model squeezed 160 hp and 170 lb.-ft. of torque out of its turbocharged 1.4 working exclusively with the five- speed manual transmission. Fiat offered a milder Turbo model with 135 hp on tap for 2013. Driving and owning the 500 Unfortunately, 101 horsepower did not infuse the flyweight 500 with anything resembling espresso. Zero to 97 km/h came up in 9.9 seconds with the stick and 11seconds with the automatic. The turbocharged Abarth was more befitting the Italian driving style, zipping to highway velocity in 6.9 seconds.
Beyond acceleration, the 500 delivered a pleasing driving experience. The electric steering was quick and linear, especially when the Sport button was engaged. The handling was controlled without the harsh ride endemic to short-wheelbase cars.
Fuel economy with the tiny four was very good with the five-speed stick, and only decent with the automatic, owners reported. Expect to get around 38 mpg (7.4 L/100 km) in town with the slushbox.
Assembled in Toluca, Mexico, in the factory that used to build Chrysler’s PT Cruiser, the 500 benefited from North American production techniques. That didn’t save early adopters from experiencing some quality hiccups, however.
The most common reported problem has to do with short-lived clutches and other manual transmission components — surprising, given the fact Fiat has fabricated about one gazillion gearboxes to date.
“Replaced manual tranny for second time; pressure plate was faulty, not fully disengaging clutch, and so destroying synchros,” one owner posted.
Numerous owners have discovered problems with noisy steering columns and suspensions. Dealers have replaced the clock spring in the column, or the entire steering column, as well as struts, strut mounts and jounce bumpers.
Other reported issues include: leaking valve-cover gaskets, faulty ignition coils, worn wheel bearings, broken power-window regulators and seatbelt retractors, frequently burntout headlights and bad radios. The turbo engine is fond of oil.
Despite working hard to hit its quality targets, Fiat resides at the very bottom of J.D. Power’s U.S. dependability study. Used-car buyers looking for a cute European micro car might consider the made-in-France Toyota Yaris. Tell us about your ownership experience with these models: Ford Escape and Nissan Quest. Email: toljagic@ca.inter.net. Mark Toljagic is a freelance writer who reports regularly for Toronto Star Wheels.