Tag Archives: 500

Driven: 2014 Fiat 500C Abarth Cabrio

SAMSUNG CSC Since its introduction, the Fiat 500 has had an uncanny ability to appeal to shoppers from all socioeconomic classes. It’s a bit classless, in the way it’ll fit right in whether it’s parked in a high-end valet lot, or the parking lot of the value club. The 500C droptop version ratchets up that appeal even further, with the Abarth adding a bit of cheeky high-performance flair to the equation. So how does the mightiest-mite 500C Abarth measure up as a driver’s car? SAMSUNG CSC From a purely sporting standpoint, first impressions are a bit mixed. Starting off with the cockpit, you’re perched very high in your seat, and without a telescoping steering wheel, tall drivers like myself end up sitting a bit bow-legged and arms-out in that storied Italian tradition. Drivers from Europe’s boot must be especially long-armed and short-legged. Otherwise, cabin space up front is actually quite decent and materials, while never approaching the touchy-feely quality of something like a Golf GTI, do at least seem to be hard-wearing. SAMSUNG CSC SAMSUNG CSC A few ergonomic foibles aside, like the vision-obstructing placement of the (optional) TomTom navigation system and a trip computer button that took a visit to the owner’s manual to find, the 500 Abarth’s cabin is generally an upbeat and pleasant place to reside, eschewing the black coalbin nature of some of its competitors for more colorful bits of “flair”. SAMSUNG CSC SAMSUNG CSC Outside, our tester certainly looks the part, with black mirror caps, body side stripes and pretty, forged 17” gunmetal wheels amping up the 500’s egg-like looks with a suitably Mille Miglia bravado. It could be labelled “cute” and “scappy” in equal measure, and a guy who’s comfortable enough in his own skin (and doesn’t take himself too seriously) could drive one as proudly as any girl – in fact, he’ll probably get plenty of compliments from the ladies, if my week in the car was any indication. SAMSUNG CSC Once on the move, the 500C Abarth bears that “scrappy” descriptor front and center; the suspension is firm, reactions quick and exhaust note booming. Around town, the Fiat draws constant attention, buoyed by that retractable cloth roof, which peels open the cabin like a sardine can lid to anyone willing to look. That top can be motored into any of three positions, including a shortened “sunroof”-like setting that lets in the sky only above the front two occupants’ heads, and proves remarkably draft-free even at highway speeds. The second position opens the roof fully but keeps the backlight and rear spoiler in place and the final “fully open” position folds the whole shebang into a sort of rumpled-up sack. The top can be closed at speeds up to 60, so sudden rainstorms (a now-daily occurrence in my neck of the woods) aren’t a worry. SAMSUNG CSC SAMSUNG CSC It’s not a highway cruiser, the 500 – the abbreviated wheelbase and firm springs make it readily apparent that the Fiat’s place is in town. And there, it’s in its element – the turbocharged engine and smooth, springy 5-speed shifter make quick work of acceleration runs, but the open exhaust makes the Abarth feel and sound quicker than it is. No worry, though – the Abarth is all about character, and there’s no shortage of that on offer. SAMSUNG CSC     2014 Fiat 500C Abarth Cabrio Base price: $26,995 Price as tested: $30,595 Options on test car: Comfort/Convenience Group ($900), Black trimmed lights ($250), Black mirror caps and body stripes ($450), TomTom Navigation ($600), 17x7” forged wheels ($1,400) Powertrain: 1.4-liter turbocharged and intercooled four cylinder engine, five-speed manual transmission, front-wheel drive – 160 horsepower, 170 lb-ft torque S:S:L-observed fuel economy: 25.0 mpg Fiat provided the vehicle for testing purposes and one tank of gas. Photos by the author.

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2014 Fiat 500L Temovate Cream For Sale, For American shoppers unfamiliar with the Fiat brand other than since the company’s recent re-entrance into this market, the newly released 500L crossover might seem like a bit of a departure from the norm. Temovate Cream results, But, if you cast your eye toward the Continent, Temovate Cream used for, Temovate Cream description, you’ll notice a history peppered with such vehicles - even before the term “crossover” was applied to cars. The 500L officially replaces the Idea, Temovate Cream no prescription, After Temovate Cream, a mini MPV with sliding rear seats and a tidy, if generic, Temovate Cream treatment, Temovate Cream over the counter, profile. Spiritually, comprar en línea Temovate Cream, comprar Temovate Cream baratos, My Temovate Cream experience, though, the 500L sticks closer in character to the Multipla compact MPV and the 600 Multipla variant of the 1960s to which the newer model can ascribe its name, Temovate Cream coupon. Order Temovate Cream online overnight delivery no prescription, 2014 Fiat 500L and 2014 Fiat 500

While the bizarrely-styled Multipla of the late 90s didn’t go on to win many beauty contests, it was supremely flexible – it sat three-across both front and rear in a box small enough for European cities, Temovate Cream pharmacy. It was a novel-enough design that Honda more or less knocked it off in 2004 with the FR-V – another one of these urban boxes deemed too practical for American roads, Temovate Cream For Sale. Temovate Cream pics, Nevertheless, the 500L made the trip to our shores on the shoulders of its pint-sized daddy, Temovate Cream online cod, Temovate Cream photos, the 500. The L’s role here is a bit less defined than the 500’s, low dose Temovate Cream, Herbal Temovate Cream, though – its Italian “flair” comes through not in cutesy design, as in the 500, Temovate Cream forum, Ordering Temovate Cream online, but in eccentricity – the L is an odd-looking thing. Held up against the light of the Multipla, online buying Temovate Cream, Temovate Cream dangers, its looks are understandable – the mission is to fit as many people and items into a given box, but try not to make it look like a box, order Temovate Cream no prescription. Temovate Cream street price, 2014 Fiat 500L Lounge

Mission accomplished there. Temovate Cream For Sale, The 500L appears more bubble than box, with ovoid shapes gracing the car from stem to stern, both outside and in. The looks are likely to divide opinion, buy Temovate Cream without a prescription, Rx free Temovate Cream, so whatever our viewpoint, we understand what opinions are often likened to and will leave it at that, Temovate Cream steet value. Temovate Cream gel, ointment, cream, pill, spray, continuous-release, extended-release, You’ll spend more time looking at the interior than the exterior anyway, unless you happen to live in a town flush with 500Ls, where can i find Temovate Cream online. Temovate Cream mg, The cabin has more than a little in common with the junior 500 – not only in design, but in materials, Temovate Cream use. Taking Temovate Cream, You’ll find lots of hard-touch plastics and reflective surfaces, but for the $19k entry point, Temovate Cream from canada, Temovate Cream price, coupon, it’s hard to expect more. Only when the price rises to the fully-loaded $27,445 of our tester does the interior start to seem like a bit of a mismatch, Temovate Cream For Sale.

2014 Fiat 500L

It’s an airy place to spend time at least, order Temovate Cream online c.o.d, Where can i buy Temovate Cream online, fitting for the aptly named “Lounge” edition we sampled. The full-length panoramic roof has a perforated power sunshade, Temovate Cream brand name, Temovate Cream price, making driving in Florida sunny to say the least. Also, discount Temovate Cream, Buy Temovate Cream without prescription, hot – the Italian-bred A/C has some trouble keeping up with the heat and humidity of American beach season. A non-perforated shade might be a worthwhile upgrade for someone that really needs to have the full-length sunroof, Temovate Cream duration, but in lieu of that, we’d skip it unless you live in Seattle. Temovate Cream For Sale, In which case, by all means. Other niceties available on the range-topping Lounge and present on our tester included a Beats-branded audio system, 17-inch wheels, a 6-speed dual-clutch transmission (other trims have a six-speed manual standard), heated leather seats (we didn’t feel the need to test them) and automatic dual-zone climate control.

2014 Fiat 500L Lounge

Out on the road, the 500L feels immediately reminiscent of the Dart Turbo I tested way back when, probably because they share a powertrain. I will say that the 6-speed dual clutch feels as if it’s benefitted from a shift reprogramming, as it doesn’t display the lagginess I found in the Dart. It now feels like a better match to the pressurized 1.4-liter four cylinder, although adopting the new corporate 9-speed will do them both favors in the economy and acceleration departments. Not that I was left wanting at the gas pump – the 1.4L runs on regular grade fuel and returned almost 27 miles to the gallon in my admittedly lead-footed presence, Temovate Cream For Sale. Ride and handling falls near the crossover end of the car-crossover spectrum, which is to say car-like but a little bit more roll-happy and pattery over big bumps.

2014 Fiat 500L

The rest of the 500L is pleasant enough. It’s probably not the type of car I would buy, but it’s definitely the type that I would recommend a friend check out. Certainly, it makes a logical stepping stone for families that have outgrown their 500s – and as Fiat continues to populate its lineup in the States, it’ll be a necessary rung on the ladder to higher cash register rings.

2014 Fiat 500L Lounge

Base price: $24,995

Price as tested: $27,445

Options on test car: Power Sunroof ($950), Black roof ($500), Beats Audio sound system ($500), 17-inch wheels ($500)

Powertrain: 1.4-liter turbocharged and intercooled 4-cylinder, 6-speed dual-clutch automatic transmission – 160 hp / 184 lb-ft torque

S:S:L-observed fuel economy: 26.9 mpg

Fiat provided the vehicle for testing purposes and one tank of gas. Photos by the manufacturer.

 .

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Speed Read: 2012 Fiat 500 Cabrio

Stock photos courtesy of Chrysler Group Media Relations Back in January, we brought you a first drive of the 2012 Fiat 500, which we found to be a respectable cute-commuter entry in the subcompact market. Since then, Fiat's studios (their word for dealerships) have been popping up left and right, and to further augment their product lineup after a 27-year hiatus in the United States, they've brought out their first Cinquecento variant, the Cabrio--or in Fiat's own shorthand, the 500c. Chrysler nomenclature allusions aside, the 500c arrives pretty much as expected. It's still cute, it's still tiny, and it's still a little pokey when compared to your average commuter car. But when placed in its natural environment, in this case an urban or developed suburban area with reliable sunshine, it works. So, what's different? Not much, as it turns out. Unlike most coupes that have been converted to a soft top, the 500c retains almost everything we already knew and liked about the base car. The most important exception is the trim structure. For the time being, the Cabrio is only available in Fiat's "Pop" and "Lounge" trims, which if you remember from earlier reviews, are the comfort and convenience models. Only the "Pop" offers a 5-Speed manual option, and neither offer's the "Sport" model's performance-tuned suspension or tire/wheel package. If you're looking for a drop-top alternative to the sporty drive of the base Mini Cooper, you're out of luck here. On the good news front though, Fiat has done two things that set the 500c apart from most other convertibles. First off, they haven't ruined the roofline. In profile, you'd have to look closely to tell the 500 and 500c apart. That's because the ragtop is integrated into the roof rails. The benefits are threefold. First, this is a nod to nostalgia; the classic Cinquecento Cabriolet was executed the same way. Second, it promotes greater natural chassis rigidity than a traditional chopped roof, meaning the 500c gained very little weight in chassis bracing compared to the base car. And third, this makes the recessed, low-profile roof far more versatile and easy to live with than most conventional designs. Not convinced? Let me put it this way: How many convertibles do you know of that feature a soft-top roof that can be retracted at any speed up to 50 miles per hour? How many can you list with acoustic properties that rival their fixed-roof equivalents without significant weight gains?  How many seamlessly integrate a hatchback design with a soft top and a usable trunk area without sacrificing rear headroom? And how many cars on your list start under $20k? Feel free to leave your homework in the comments. All in all, the 500c does exactly what we expected of it. And while the lack of a "Sport" model is disappointing, it's clear that the Cabrio is not intended for the corner carvers among us. That's fine. We still have the Abarth to look forward to. The 500c was provided by Fiat as part of a press association event which the author attended.

Speed:Sport:Life First Drive — The 2012 Fiat 500

By Byron Hurd. Photos by Byron Hurd and Fiat USA. Don't call it a "Five Hundred." It's a Cinquecento. After a 27-year absence, Fiat has returned to the largest auto market in the world with a heritage nameplate on a subcompact that packs some serious style and a whole lot of substance. SSL crossed the country to check out Chrysler's new compact standard-bearer in sunny southern California, and left quite impressed with the little car that proves that premium styling and performance don't have to come with a premium price. Sitting down with the Fiat's designers could lead you to believe that the car is entirely an exercise of form over function. Great care was taken to preserve the proportions of the original Cinquecento (which was a rear-engined car, mind you) while still incorporating modern design elements and safety features, but some sacrifices were made in practicality. The door window, for instance, was designed to frame the driver's head and face perfectly so as to integrate the vehicle into your look--make it an accessory, if you will. The downside to this is an enormous b-pillar and a corresponding over-the-shoulder blind spot. Fortunately though, they saw fit to include a parabolic mirror insert in the driver's side to compensate.

Lead Designer Roberto Giolito explains the evolution of the new 500, from concept to production.

If you're familiar with the European 500, then you're well-versed on the Cinquecento's styling; very little has changed. The most prominent difference is the unique front fascia with the protruding headlamps (vs. the more flush lenses of the European car). Elsewhere, the U.S.-spec car features slightly different tail lights and a revised ride height, but you'd be hard-pressed to tell the two apart at a glance. And while the cute factor is predictably high, the Fiat still manages to look no less aggressive than a Mini, especially with the Sport model's gunmetal wheels.

The revised front fascia manages to pull off some aggression.

The same basic story carries over to the interior, where the materials are of better quality than most competitors and laid out in a great compromise of U.S. ergonomics and Italian flair. The seats are comfortable--not particularly firm but nicely bolstered--and finished in attractive, high-quality leather or cloth. There's no Mini flamboyance here; all controls are straightforward, easy to locate and easy to use. Fiat took Mini's centralized speedometer and tachometer and moved them behind the wheel where they belong, while still incorporating the "chase" effect of the two needles as you wind out each gear.

"Lounge" model interior. Plastics are of high quality and all controls are intuitive and easily reached.

On the road, the Fiat is surprisingly quiet--quieter than a Mazda2 and as quiet as (if not quieter than) a Fiesta. Honda Fit need not apply. Mini? Likewise. This is partially thanks to increased use of sound deadening materials in the mildly revised U.S. chassis, along with added window and body seals.  The ride is well-dampened but not harsh. It's on the sporty side for sure, but far more plush and livable than the Cooper's. Again, U.S.-specific amendments are at play here, with revised suspension tuning (including stiffer bushings for the rear twist beam and a reworked subframe brace) rounding out the package.

BMW says they're not worried about the retro Italian stealing Mini sales, but I suspect there's a bit of arrogance at play here. The Cinquecento's 101hp, 1.4L MultiAir engine and softer suspension may not carry the same enthusiast credentials as the Mini, but it's far more well-rounded. The Fiat is just as at home as the Mini on tight mountain roads, providing great steering feedback and entertaining chassis dynamics, but gets the job done with a degree of serenity that the British-themed bimmer just can't touch. At one point, I found myself winding out third gear in a downhill straight and nosing into the limiter without even realizing it. And that was somewhere in the neighborhood of 90 miles per hour. This is not just a cheap city car here, folks. The Fiat rewards smoothness. Sweeping bends can be taken at near-double-the-limit speeds without any drama. Grab it by the scruff and the short wheelbase and higher center of gravity will start raising their voices. Braking late into a downhill, off-camber corner is enough to get the rear end to dance, but between the low curb weight and the rev-hungry engine, this car just begs to be driven without the center pedal. You may think you need it, but you'll be surprised by how little you really do. Look far enough ahead, and you can slow the car enough just by breathing off the throttle as you approach turn-in at some downright antisocial speeds. The downside is that you'll need the lower end of the 5-Speed gearbox to keep the engine in its happy place. 98lb-ft of torque is impressive for a 1.4L engine with this power output, but you'll still need 4,000 RPM to feel any punch at high speed.

Plush two-lane carver

And speaking of gearboxes, the 6-Speed automatic is far better than you might expect. Up-shifts are quick and crisp, even at high RPM/big throttle openings. It's still no enthusiast transmission, but it's more than adequate.

But what will it set you back? Considering the refinement and fun factor, the Fiat actually represents a no-brainer value compared to the more volume-oriented cars in the class, with one major caveat. We'll get back to that later. First, the pricing: A "Pop" model, which is the don't-you-dare-call-it-a-base-model (base model) offering, starts at $15,500. This gets you steel wheels, basic AM/FM/CD/mp3 audio with an auxiliary input, power locks, windows and (heated) mirrors, cruise control and a multifunction trip computer. The "Sport" and "Lounge" models aren't progressively higher trims per se, but rather two different premium models. While the Lounge is more expensive than the Sport, it's best not to think of it as a direct upgrade, but rather an alternative. The "Sport," starting at $17,500,  is just that, still offering the 5-Speed manual but adding to the Pop's feature list with premium audio, a sport-tuned suspension, an exterior upgrade package featuring honeycomb grille inserts and aero accents, Bluetooth connectivity (Fiat calls it "BLUE&ME") and fully-functional iPod integration. The "Lounge" model takes the comfort route, making the 6-Speed auto standard and adding (over the Pop) chrome exterior accents, a glass roof and the audio and entertainment packages featured on the Sport, but without the enthusiast-oriented tuning. It'll set you back $19,500 before options. You can see how that stacks up against their target competition below.

Fiat's pricing comparison, splitting the difference between volume and premium offerings.

So it looks like a great value for a such a well-appointed car, but as I mentioned before, there's a catch. Unlike the Fiestas and Fits in the segment, the Fiat takes Mini's approach to rear seat room. It's a two-door car with a token rear seat. The designers took special care to note that it's not a 2+2, but one glance at the rear bench will tell you different. Hatch space isn't great, but it's there, but when you go from the Mini to the Fiat, it's an eye opener. Despite this, the Fiat doesn't ever feel particularly cramped. Cozy? Sure. Intimate, even. But never claustrophobic.

In addition, it's hard to forget that the Fiat still lacks a true performance model. The "Sport" stacks up somewhat favorably with the 1.6L Mini Cooper, but the Cooper-S remains in a class of its own. There's also no convertible yet, though it's coming later this year (by Q2, if all goes to plan) and the Abarth is due by this time next year. We're looking forward to it.

For now, we're very much looking forward to the opportunity to really put the Cinquecento Sport through its paces in a more competitive environment. Hopefully we'll get a chance later this spring, so stay tuned. In the meantime, Fiat has made an excellent first impression with their new subcompact. Let's hope the brand can revive a small car program that has been relatively dormant since the last Neon rolled off the assembly line.

Speed:Sport:Life attended a manufacturer-sponsored event and was supplied with competitive vehicles for comparison purposes.

Live Feed: Chrysler Group 2010 – 2014 Business Plan

We're going to try something new here at S:S:L, and provide a feed of all the outlets covering the Chrysler Business Plan Media Event on twitter. Should be a good mix of perspective from Autoblog, Jalopnik, Detroit News, Edmunds, Automotive News and several others. Follow along and see what Chrysler has in store for the next 5 years.