Tired of seeing the exact same car coming around the corner everywhere you go? Of course, there’s a lot to be said for buying
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| Photo: Karen Tuggay, Canadian Auto Press |
a highly successful model. It’s often a sign of good design, better than average quality and a strong brand image, but bestsellers can often appear a bit generic in their attempt to appeal to the masses and tend to lack unique character from behind the wheel, both in interior styling and driving dynamics. There’s no chance of that with the new Fiat 500X.
As a backgrounder, Fiat first became part of the Canadian road-scape in 1910, two years after arriving in the U.S., although due to poor sales the Italian brand left both markets in 1983. That U.S./Canadian connection proved important to the Italian automaker’s future, however, starting with a $2 billion USD compensation payment made by General Motors after choosing to terminate a then five-year-old put option that gave Fiat Group (FIA) the right to sell itself to GM for fair market value, which was money enough for Fiat to invest in better product that has helped to turn the company’s fortunes around; prior to this it was burning through $1.9
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| Photo: Karen Tuggay, Canadian Auto Press |
billion USD per annum, which had totaled $14 billion in losses over the previous five years. Four years later, in 2009 under the direction of Chieti, Italy-born (but, from the age of 14, Toronto, Canada-raised) CEO Sergio Marchionne, Fiat became a significant stakeholder in Chrysler group by purchasing 20 percent, after which its piece of the U.S. Big 3 automaker continued to grow until two years ago when it purchased the remaining 41.46 percent from the UAW’s VEBA Trust, a step that allowed the two automakers to fully merge and the current Fiat Chrysler Automobiles (FCA) to form. The rest, as they say, is history.
While FCA has been celebrating its first ever number one position in the Canadian market since the close of 2015, no doubt an especially good feeling after narrowly missing
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| Photo: Karen Tuggay, Canadian Auto Press |
out to Ford last year, not to mention since clambering back from what looked like its deathbed seven years ago, Fiat brand sales had nothing to do with the automaker’s rise in popularity north of the 49th. To be clear, while FCA wouldn’t have edged past Ford Motor without the Italian brand playing its part, the Italian-U.S. company’s sales growth came from its various SUVs, Jeep’s newish Cherokee leading the way with a 41-percent gain, whereas the manufacturer of FCA’s smallest cars actually lost significant ground.
It’s certainly doing better here per capita than in the U.S., with Fiat’s calendar 2015 sales at 5,512 units compared to 42,410 deliveries south of the border (we sit
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| Photo: Karen Tuggay, Canadian Auto Press |
at about 11 percent of the U.S.’ population), but sales have been declining at a rapid rate since the brand was re-launched here in 2011. After its first partial year Fiat had tallied up a considerable 5,392 sales, impressive considering all the challenges that can occur during what was essentially a brand start-up, but its first full year showed much more promise with a total of 8,474 sales, followed by a slight drop to 7,710 units in 2013 and another bump up to 8,027 deliveries in 2014. All good so far, and much stronger than key competitors Mini, Smart, and Toyota’s upstart Scion brand, but as you can see by referencing the beginning of this paragraph sales plummeted by 2,515 units last year, while sales of both Mini and Scion vehicles grew through 2015. At 7,050 units last year, Mini is now ahead of Fiat brand sales here in Canada, while Scion’s 4,659 sales and Smart’s shockingly low 716 still lag behind,
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| Photo: Karen Tuggay, Canadian Auto Press |
the latter one-model brand losing 72 percent of its market penetration last year alone (ouch!). No doubt Fiat is hoping the new 500X will change its fortunes during 2016.
The 500X arrives in a subcompact SUV market segment that grew by four models and 64.1 percent last year alone. The little Fiat arrived alongside the new Mazda CX-3 in May, following its Jeep Renegade counterpart by two months, while the Honda HR-V arrived in June. The new quartet upped the segment’s total numbers to nine, the entire category adding 16,963 new sales last year and therefore reaching a record high of 43,432. You’d think with such growth there’d be no losers, but the newcomers actually did some significant damage to a few longtime players, General Motors’ Chevrolet Trax and Buick Encore duo losing 8.0 percent (-4.4
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| Photo: Karen Tuggay, Canadian Auto Press |
and -13.5 respectively), while Mitsubishi’s RVR dropped 12.2 percent and Mini’s Countryman took a downward spiral that left it 30 percent below last year’s total (it’s overall brand growth came from its new five-door hatchback); the only old-timer to make gains was the segment-originating Nissan Juke that was redesigned for 2015 and as a result experienced 22.8 percent growth. While the 500X played a positive role in increasing the segment’s total auto sector penetration, its 609 sales paled in comparison to the Renegades 2,261, the CX-3’s 6,861, and the HR-V’s now class-leading 8,959. FCA will certainly want to get a clear message out regarding just how good this very “exclusive” model is if it wants to quickly rebuild the Fiat brand here in Canada (word has it that Derek Zoolander, a.k.a. Ben Stiller, will be uttering inanities while striking Blue Steel poses for the TV/web ads, which should help; just too bad that David Bowie won’t be around to judge the runway walk-off – R.I.P.).
Just
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| Photo: Karen Tuggay, Canadian Auto Press |
why the 500X hasn’t caught on as quickly as the others has much to do with Fiat’s brand image. It’s tough to gain traction in a market dominated by the very brands that, due to arguably building a better widget, shoved Fiat and many of its European contemporaries right off the North American continent back in the ’80s. The HR-V and CX-3’s immediate success are clear signs that Japanese domination is still a factor within Canada’s small vehicle markets, and while these vehicles are very good, the Honda strongest from a practical perspective and the Mazda for performance, the 500X has both aspects well covered and beats the two Japanese when it comes to interior refinement, features, overall performance and safety. As for style, I quite like the way it looks, possibly not as much as I like the CX-3, but a great deal more than the HR-V.
Most important, I believe FCA has done an excellent job differentiating the 500X from
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| Photo: Karen Tuggay, Canadian Auto Press |
the Jeep Renegade that shares the majority of its underpinnings. The Jeep has more upright styling that befits the 4×4-centric brand, plus a cheeky, fun-loving personality that’s helped it instantly win over a massive following in the U.S. (it sits in third place south of the border with 60,946 sales, which is 18,977 more than the HR-V’s year end results, while Mazda could only sell 6,406 CX-3’s in the U.S. last year during its four-month run, which is a smaller number than its Canadian total, putting it in last place). Compared to the Renegade the 500X offers a more sophisticated Euro look, pulling plenty of curved design cues from the 500, although it’s nowhere near as cute and cuddly as the Italian micro car.
Actually, in Trekking trim it looks downright tough. Like the wiry, short kid at school that every bully was too afraid to taunt because they knew he’d go down swinging and probably land a few good ones in the process. I wasn’t that kid, but I
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| Photo: Karen Tuggay, Canadian Auto Press |
remember my dad’s sage advice to do likewise if ever I found myself in a fight. I did, the bigger guy getting a black eye and my face looking worse, but he never came after me again and neither did anyone else. Something else my dad taught me was that life isn’t fair so stop your whining and keep on pushing no matter what happens, yet more words of wisdom that have helped me to weather many storms including some very strong ones in this business of auto journalism. This is something Fiat will want to keep in mind as it keeps building excellent cars and now a superb subcompact SUV without get much recognition for it’s efforts.
You’ll understand what I’m talking about when you climb inside. The 500X offers a nicely laid out cabin that’s also extremely well finished with a high-quality premium-like soft-touch dash top that circles all the way around each corner to wrap underneath the instrument panel, bisecting the centre stack before butting up
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| Photo: Karen Tuggay, Canadian Auto Press |
against the steering column. The front door uppers are soft synthetic too, the inclusion of both pliable plastic surfaces very rare for this subcompact class. Thickly padded leatherette door inserts are only improved upon by the cushiest armrests I’ve ever felt, ultimately pampering for elbows and forearms. Additionally, truly upscale metallic detailing surrounds the primary gauges, centre stack, doors, etcetera, with the lower console especially upscale looking as the entire surface area is covered with a metal-like treatment that really feels genuine.
Fiat covers most of the instrument panel in an attractive moulded metallic grey composite, which is a nice backdrop for some of the best graphic displays and interfaces in the segment. It all starts with an impressive set of primary gauges featuring a high-resolution colour TFT multi-information display at centre, an even nicer
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| Photo: Karen Tuggay, Canadian Auto Press |
infotainment touchscreen atop the centre stack, glossy buttons underneath, a particularly attractive set of dual-zone auto HVAC controls below those, while Fiat even dresses up the USB and aux plug panel with a glossy piano black lacquered treatment. What’s more, all of the 500X’ switchgear is excellent, most notably the myriad buttons on the steering wheel, although the electromechanical parking brake toggle is beautifully detailed in chrome and the rotating driving mode selector dial just ahead of it on the lower console gets a textured rubberized rim, an aluminum ring around its top edge, and a glossy black and white backlit top. All of my tester’s luxuriant goodness received a dose of natural daytime light along with a moonlit glow at night from a dual-pane panoramic sunroof overhead, as well as LED ambient lighting. Without question this is the nicest interior in the mainstream volume branded subcompact SUV
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| Photo: Karen Tuggay, Canadian Auto Press |
segment, targeting the higher end premium-like Buick Encore and Mini Countryman rather than the lower end Chevy Trax.
You’d expect to pay more for this high-end experience, which is certainly how Buick and Mini approach the market, but the base 500X starts at only $22,495 plus freight and dealer fees. That is $1,805 and exactly $1,800 more than the HR-V and CX-3 respectively, however, while it’s priced $1,200 higher than the second-bestselling Trax and costs $2,497 more than the fourth most popular RVR. While the 500X’ base pricing is probably one of the reasons it’s not selling very well, I remind you that it’s finished to a higher level than all of these just noted rivals, while its base window sticker is still $5,710 less expensive than the Encore and $7,455 lower than the Countryman that it more closely resembles in refinement, features, and performance.
Right
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| Photo: Karen Tuggay, Canadian Auto Press |
out of the box the 500X gets Fiat’s highly efficient yet amply powerful direct injected and turbocharged 1.4-litre MultiAir four-cylinder good for a very competitive 160-horsepower and downright stump-pulling 184 lb-ft of torque, pushed to the front wheels through a sporty six-speed manual gearbox. Compared to the Encore’s 138-horsepower 1.4-litre four it’s no contest, while the Countryman does better by 21 ponies. But the 1.4 is merely the 500X’ base engine, my tester’s naturally aspirated 2.4-litre Tigershark MultiAir four boasting 180 horsepower and 175 lb-ft of torque (yes you read that right, it’s down 9 lb-ft), this engine standard with a class-leading nine-speed automatic transmission featuring manual mode and front- or optional all-wheel drive.
The 2.4 was quick off the line and, while the 500X is generally quite quiet, delivered
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| Photo: Karen Tuggay, Canadian Auto Press |
a nice throaty growl at mid revs and a wonderfully sonorous song when winding up towards redline, a feature none of its competitors (save the Renegade) deliver as competently yet all performance enthusiasts appreciate, while the autobox was blissfully smooth with shifts that were certainly quick enough in default Auto mode. That said Fiat provides a Sport mode that enhances throttle response and keeps the engine revving right up to maximum when pushing hard on the throttle, at which point it will upshift on its own or you can use the gear lever just prior. Of course you can downshift the same way, or alternatively give the gas pedal a flick and the intelligent transmission will quickly drop a gear. The three-way Dynamic Control Selector includes a Traction+ mode too
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| Photo: Karen Tuggay, Canadian Auto Press |
(think “snow” mode) that enhances low-speed grip on slippery surfaces by allowing a little extra tire slippage.
There’s no eco mode, per se, but leave it in Auto and the as-tested 2.4/nine-speed AWD model is good for a claimed 11.0 L/100km city and 7.9 highway, whereas the same engine/autobox combination with FWD gets an estimated 10.6 city and 7.6 highway and the base 1.4 FWD manual is rated at 9.5 city and 6.9 highway. These numbers sit about mid-pack, which makes the 500X very competitive, while only three rivals can improve on the base 500X’ rating and they’re all considerably less energetic.
Along with the good fuel economy and abundant straight-line performance comes excellent
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| Photo: Karen Tuggay, Canadian Auto Press |
handling. It really feels in its element cutting across a circuitous mountainside road, its reaction to steering input quick and confident, its stability at speed commendable, even over rough road surfaces, and balance of wheel travel and chassis stiffness ideal for combining spirited performance with comfortable daily driving. Its impressive driving dynamics don’t happen by accident, the 500X coming standard with a fully independent suspension plus stabilizer bars at both ends. This is a more expensive setup than the majority of its challengers that use rear trailing arm designs, the end result not only improving the 500X’ ride comfort and overall fun-factor, but also making it capable of maneuvering around potential accidents that others wouldn’t be able to avoid.
On this theme the little Fiat’s braking system delivers strong binding power thanks to ABS-enhanced discs at each corner
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| Photo: Karen Tuggay, Canadian Auto Press |
along with electronic brake-force distribution and brake assist, electronic roll mitigation plus traction and stability control, hill start assist, tire pressure monitoring with a display, a security alarm and an engine immobilizer, seven airbags including one for the driver’s knees, and more.
The “more” with my up-line tester included blind spot monitoring with rear cross traffic alert, $500 extra with Trekking Plus trim, while forward collision warning with autonomous braking and lane departure warning with autonomous lane keeping assist came as part of the Technology package, which also includes rain-sensing wipers and auto high beams. When so equipped, the 500X is the only subcompact SUV to be named an IIHS Top Safety Pick + winner, making it the safest of all its competitors in a crash.
Are
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| Photo: Karen Tuggay, Canadian Auto Press |
you starting to understand why it’s worth paying slightly more to own a 500X? Fiat goes a bit further, and in some ways a lot further than most brands to satisfy the wants and needs of would-be buyers, with base Pop trim incorporating all of the engine, suspension and safety benefits already noted, as well as halogen projector headlamps, heatable and powered body-colour side mirrors with integrated turn signals, chromed door handles, a body-colour rooftop spoiler, chromed exhaust tips, a capless fuel filler, an engine block heater, remote entry, speed-sensitive powered locks, an electromechanical parking brake, powered windows with auto up/down in the front and auto-down in back, a body-colour instrument panel, a tilt and telescoping multifunctional steering wheel, cruise control, a 3.5-inch multi-information display, air conditioning, four-speaker AM/FM/CD/USB/AUX audio, 60/40 split rear seatbacks opening the cargo area up from 350 litres (12.2 cubic feet) when upright to 560 litres (19.9 cubic feet) when folded, plus a flat-folding front
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| Photo: Karen Tuggay, Canadian Auto Press |
passenger seat that increases maximum cargo capacity to 910 litres (32.1 cubic feet) when flying solo.
The only options with the base model include a compact spare (a tire repair kit comes standard) and the $995 Hands-Free Convenience group, which I’m going to guess most cars get shipped with because it includes Bluetooth phone and audio streaming, plus Uconnect 5.0-inch touchscreen infotainment with a GPS antenna, satellite radio and an extra two stereo speakers, plus a premium wrapped steering wheel.
Moving up to second-rung Sport trim gives you the option of the larger engine, the automatic and AWD, while its standard menu grows to include everything in the
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| Photo: Karen Tuggay, Canadian Auto Press |
Hands-Free Convenience group as well as 17-inch alloys, auto on/off headlamps, cornering fog lamps, deep-tint privacy glass, remote start (with the automatic), proximity-sensing access with pushbutton ignition, the three-mode Dynamic Control Selector I noted earlier, a front centre sliding armrest, a leather-wrapped shift knob (automatic), illuminated vanity mirrors, front and rear floor mats, a reversible and height-adjustable cargo floor, and more for $26,995.
Options with this model include a $695 Cold Weather group that adds a windshield wiper de-icer, heatable front seats and a heatable steering wheel; or alternatively a $1,295 Convenience group that includes everything from the Cold Weather group while adding ambient lighting, dual-zone auto HVAC, an eight-way powered driver’s seat with four-way powered lumbar adjustment that allows you to add pressure
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| Photo: Karen Tuggay, Canadian Auto Press |
exactly where you want it, and a cargo cover; an $1,100 Navigation group with a larger Uconnect 6.5-inch Touch infotainment display, GPS navigation, and a compass; a $1,250 Driver Assist group that adds a colour multi-information display ahead of the driver, a back-up camera, rear parking sonar, and the aforementioned blind spot monitoring with rear cross traffic alert. Sport buyers can also get the back-up camera separately for $375, upgrade the sound system to BeatsAudio for $995, add a dual-pane panoramic sunroof for $1,295, change up the 17-inch alloys for a $300 set of different 17-inch rims, and choose from a much wider palette of exterior colours as well as a no-cost black and red interior theme (all-black is standard).
Trekking trim makes a set of 17-inch alloy wheels and tires standard, while adding unique silver front and body-colour rear fascias, dark satin-silver door handles, a satin-silver metallic instrument panel, premium cloth upholstery and the previously
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| Photo: Karen Tuggay, Canadian Auto Press |
noted colour MID for $27,995, while a unique set of beefy 18-inch alloys is available.
My tester was in Trekking Plus trim which meant those 18-inch rims were standard and a whole host of other goodies too, such as the bigger engine and nine-speed autobox, everything from the Convenience group, plus ambient lighting, an auto-dimming rearview mirror, dual-zone auto HVAC, a back-up camera, rear parking sonar, an audio upgrade with eight speakers and a sub, a 12-way powered driver’s seat with four-way powered lumbar, leather upholstery, a leather-wrapped shift knob, a cargo cover, and more for $33,535. When adding the $2,200 needed for AWD, plus the Technology and Navigation groups mentioned earlier, as well as $500 for blind spot monitoring (it’s not standard with the Trekking), $495 for the Beats audio upgrade, and $995 for the Rosso Perla (red pearl)
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| Photo: Karen Tuggay, Canadian Auto Press |
tri-coat paint, the final tally came pretty close to $40k at $39,070, and of course when adding freight and dealer fees the total popped right over the top of that mental barrier. Then again, it’s still about $5,000 less than a fully equipped Mini Countryman, while the Buick Encore matches the 500X in price although doesn’t deliver anywhere near the same level of performance or features.
While arguably offering better value than these near-premium rivals, the price of this fully featured 500X Trekking Plus, and even some of the model’s lesser trim levels, is another reason why the 500X isn’t the biggest seller in the segment. Certainly it starts out at a price most can afford, and is a great bargain when considering its four-wheel discs, independent suspension, strong performance and premium-like interior detailing, but add on options and its price escalates quickly. Still,
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| Photo: Karen Tuggay, Canadian Auto Press |
if you can manage to resist checking off all the boxes it won’t cost you much more than a similarly equipped competitor and quite a bit less than the Encore and Countryman, while you’ll be getting a mini SUV that can go head-to-head with these almost luxe models. Just for its best-in-class crash safety alone the 500X should be considered, but its many other attributes will no doubt win those over who give it a chance. It impressed me, and those who read my reviews often know just how critical I can be when a car doesn’t live up to price-based expectations. The Fiat 500X does, and while there’s part of me that likes driving something a bit more on the exclusive side, there’s another part that would like to see this little Italian become a major hit. It certainly deserves it.
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