What makes for an exciting vehicle? How about a vehicle that is fast, efficient, offers all-wheel-drive capability, is luxurious, and relatively affordable? That would be a home run, right? Could the all-new 2018 XC60 T8 AWD plug-in hybrid be such a vehicle? Here are all of the data so you can decide for yourself.
What’s New
The Volvo XC60 is all-new for the 2018 model year. The gasoline-only T5 and T6 models are going on sale in August 2017. This T8 plug-in hybrid should arrive in United States dealerships in September 2017.
T8 “Twin Engine” powertrain. [photo: Volvo]
Lets start with the power unit. You may be already familiar with Volvo’s “twin engine” T8 hybrid powertrain from the XC90 and the S90. The all-new XC60 is built on the same chassis, Volvo calls it Scalable Product Architecture (SPA). Volvo’s total power rating is a very impressive 400 hp and 472 lb-ft. of torque. It gets it done with the help of 2.0-liter four-cylinder super-turbo gasoline engine that provides 313 hp and 295 lb-ft. The rest is made up by an electric motor that feeds the rear wheels.
The electric motor is fed by an upgraded 10.4 kWh battery. The physical size of the lithium-ion battery is the same as in the previous XC90 T8 application. However, the battery chemistry has been improved to boost from 9.2 kWh. Volvo claims an overall 20% increase in energy capacity in the latest battery pack. Part of it comes from the improved battery chemistry, and the other part is an improvement in how Volvo engineers are utilizing the energy.
What does it mean in the real world? The new T8 system is not yet rated by the EPA for MPGe or electric range, but Volvo says all-electric range of over 20 miles is possible under certain driving conditions. This upgraded T8 system will also find its way into the 2018 XC90, 2018 S90, and other SPA-based vehicles at a later date.
Another neat feature of the plug-in hybrid system is that if offers all-wheel-drive capability when fully charged or with the battery depleted. When the battery charge gets low the gasoline engine become a generator and the battery acts as a buffer. It does this because there is no drive shaft going to the rear axle from the gas engine.
In an extreme case that you run out of gasoline, but you still have energy in the battery, the T8 will allow you to go some distance at a reduced speed (in RWD-only mode) and hopefully get filled up again.
PERFORMANCE
Is the XC60 T8 fast? Volvo did not allow journalists to drive the new model yet. Volvo claims a 0-60 MPH sprint of 4.9 seconds. This does sound very fast indeed. By comparison, a Porsche Macan Turbo (with it’s turbocharged 400 horsepower engine) claims a 4.6 second 0-60 MPH. A Porsche Cayenne e-Hybrid claims a 5.4 second run. Not bad company for the XC60 T8.
2018 Volvo XC60 T8 R-design. [photo: Volvo]
VALUE
What about price and value? The 2018 XC60 T8 starts at $52,900, but in the United States, the car is eligible for a federal tax credit of $5,002. Some states offer additional tax benefits. This makes the base T8 quiet attractive in price. Of course, the fully-loaded sporty R-Design T8 you see in these images has an MSRP of nearly $64,000. If you want to pile on the luxury, then you can go for the fully optioned T8 Inscription model that will push the price to over $69,000.
How does it compare to other vehicle of the same performance. The Macan Turbo start at around $77,200 and the Cayenne e-Hybrid begins at $79,900. The 2018 XC60 T8 is priced aggressively and it is also the most affordable plug-in from Volvo (for now).
[Photo: Volvo]
The competition should pay close attention to what Volvo is doing here. The XC60 is Volvo’s best selling vehicle, and the all-new 2018 model is looking to keep that trend.
Our 2016 long-term Wrangler playing in the mud. [photo: TLFcar]
A new Jeep Wrangler doesn’t come along often. Since its introduction in 1987 Jeep has only brought out three models of the icon. The current version (known by insiders as the JK) has been around for 10 years. FCA plans to produce the model alongside the soon-to-arrive JL. Why? We don’t really know much except the current Wrangler still sells well. But while much of the new Wrangler is still a mystery, we have picked up some predictions of what the next-gen model (the JL) will include. So for Jeep enthusiasts the obvious question arises: Should you wait for the new model JL or purchase the current JK?
OLD TECH, NEW POWER
It is believed the new Wrangler will stick with several old items of tech including solid axles and a traditional body-on-frame architecture. While a positive for those looking for off-road capability, it will likely mean a sacrifice on-road when compared to an independent suspension setup as seen on the Toyota 4Runner. Another challenge associated with a traditional frame is weight, something FCA will likely address in future models. CEO Sergio Marchionne said the new model will use aluminum but will not rely completely on the material stating “I think we can do almost as well without doing it all-aluminum.”
Powering the two and four door models of the new Wrangler are several possible engines including a 4-cylinder turbo and diesel. All current JK’s are powered by the 3.6L Pentastar V6, an engine used across many FCA makes and models. Developing 285 hp and 260 lb-ft. of torque the Wrangler JK is no slouch.
The TFL team drove a 2015 Wrangler Unlimited to the highest point in all 50 states, and we were pleasantly surprised with the big V6. While not direct injected or turbo charged, the engine provided decent power in the highest altitudes (even off-road). One complaint we had with the platform is towing. When properly equipped, the JK has a max towing capacity of 3,500 pounds. But our Jeep struggled up steep grades when pulling our small 1,300 pound camping trailer under enough stress to cause the check engine light to pop on.
The MMUSA TFL 2015 long-term Jeep. [photo: TFLcar]
New Interiors & More Refinement
During our 38,000 mile road-trip we experienced every inch of the Wrangler interior and a complaint faced by many would-be owners: a lack of refinement. While several trims are available ranging from the bare-bones Sport to top-of-the-line Rubicon Recon, no amount of leather and touchscreen entertainment systems can mask physics. The Wrangler is an upright, largely un-aerodynamic vehicle rolling on chunky off-road tires. Prototype models have been spotted featuring what appears to be a more raked windshield which suggests an overall focus on aerodynamics. Speaking of windshields, it is rumored that the new JL will do-away with a Jeep signature, the fold down windscreen. Although a very in-depth procedure on the JK, many enthusiasts will likely miss the option if it is eliminated.
Current JK’s are decent places to spend time and are greatly improved with the addition of the optional 3-piece freedom top hardtop. Both roof and doors are completely removable, something that should be around on the new one as well.
Photos captured by JL Wrangler Forums show what could be a new interior. New materials, higher quality instrumentation and new switches grace a still largely upright dashboard. New safety and technology features will likely find their way into the new Jeep as well, something greatly missed on the current model. Base 2-door 2017 Wranglers come standard with just two airbags and lackluster safety ratings. With Jeeps now a staple on the school runs, safety will likely be a priority going forward.
Spy shot of the upcoming Wrangler JL’s interior. [photo: JL Wrangler Forum]
So, Worth Wait for or Worth Buying Now?
Wranglers are expensive regardless of trim. Starting at $23,995, a fully loaded Unlimited can crest $50,000. Surprisingly, given their age and cost, the Wrangler is still a huge seller for FCA. According to GOOD CAR BAD CAR, Last year Jeep sold over 191,000 units in the U.S. alone with over 60,000 2017 model year Wranglers already on the road to date. It is unlikely Jeep will lower the price for the new JL, and the JK presents an appealing option for those looking to enter the world of Jeeps.
Some aftermarket mods include bumpers and a winch. [photo: TFL]
Our long-term experiences with two Wrangler JK’s has been positive. Early 2007 and 2008 model Wranglers faced reliability problems, many of which have been sorted over the decade. There is something to be said about purchasing a model late in its life cycle, and our two Jeeps have been well sorted.
Ultimately we have little information as to when the JL will be released or hit dealerships. The JK has proven to be a very versatile platform (if not fuel efficient) that is both capable off-road and (relatively) comfortable on-road.
I can’t wait for the opportunity to experience the new Jeep, but the current JK is still a great option and a true Jeep if you must have one today! Check out our video below where we bust some common Wrangler myths.
Can the 2018 TLX V6 A-Spec return Acura’s mojo to the people? [photo: Acura USA]
Acura, Honda’s luxury division, flew me out to Louisville, Kentucky for the introduction of what they refer to as the “refreshed” model 2018 Acura TLX A-Spec. They also showed off the more pedestrian TLX. Both fall into the performance luxury sedan category.
WHAT’S NEW
There will continue to be two propulsion choices: a 2.4-liter inline four cylinder and a 3.5-liter, SOHC, 16-valve i-VTEC V6 engine with Direct Injection and Variable Cylinder Management. The V6 produces 290 horsepower at 6,200 rpm along with 267 pound feet of torque at 4,500 rpm. The V6 mates to a 9-speed sequential SportShift automatic transmission with paddle shifters, a shift-by-wire gear selector, Grade Logic Control System and Shift Hold Control, while the 2.4-liter models mate to an 8-speed automatic gearbox.
All trims will be equipped with the AcuraWatch safety enhancement suite including Autonomous Emergency Braking, Forward Collision Warning, Adaptive Cruise Control, Lane Keeping Assist, and Road Departure Mitigation.
All 3.5-liter powered models are available in either FWD or with SH-AWD. The FWD models are equipped with Precision All Wheel Steering (PAW-S). Steering is Electrically Powered Motion Adaptive. Pricing ranges from $33,000. to $43,750. Add $950 for Destination and Handling and another $2,000 for SH-AWD. The base prices for the V6 powered Advance models with AWD I drove were: $43,750. As tested prices were $46,700. for the Advance SH-AWD and $45,750 for the A-Spec SH-AWD.
The TLX you want is the V6 with SH-AWD. [photo: Acura USA]
PERFORMANCE
Both the 2018 Acura TLX Advance and TLX a-Spec share the same mechanicals, but the A-Spec delivers a sportier aura and ride with its Sport Tuned suspension, with stiffer damping rate, larger stabilizer bars, quicker steering ratio and enhanced engine sound. The 3.5-liter Direct Injected V6 provides more than ample get up and go, while delivering smooth gear changes up and down.
The Motion Adaptive electric power steering was spot on through the twisties and back roads of Kentucky, always with a positive on-center feel and immediate responsiveness to driver input. Both Acura TLX versions serve up a comfortable, but planted and stable ride quality, especially with the SH-AWD and PAW-S. Piloting over narrow, curvy rural roads rendered a smoothness and preciseness that was literally ballet-like.
Acura’s Integrated Dynamic System provides four settings: ECON; Normal; Sport; and Sport+, allowing the driver to customize handling, powertrain and HVAC settings through two Shift Logic selections. Sport+ provides the most satisfying performance attributes.
The A-Spec cabin of the TLX embodies Acura’s luxury performance vibe to a T. [photo: Acura USA]
COMFORT AND CONVENIENCE
Inside the cabin is a refined feeling of luxury that provides roomy comfort and support for five. The TLX’s two-screen center stack interface features a new simplified menu structure for faster operation and enhanced ease of use. Gauges and switchgear are optimally arranged and user friendly. The cabin of the TLX V6 A-Spec features more aggressively bolstered front seats, an A-Spec badged thick-rimmed steering wheel, red driver’s meter highlights, black headliner and pillar treatment, brushed aluminum-look interior trim, stainless steel driver’s footrest, and front and rear door sill trim.
A Multi-Angle Rearview Camera comes as standard fare, and a newly available Surround-View Camera System comes standard with the Advance Package. A-Spec and Advance Packages also include a wireless charging pad in the front console for charging compatible devices. The Smart Entry Keyless Access System with front door and trunk access is standard on all TLX models, and on the Technology Package and above, Smart Entry access is expanded to include the rear doors. The 2018 TLX with Advance Package also adds remote engine start that can be activated with a range of at least 300 feet from the vehicle, allowing the vehicle to be preheated or pre-cooled and defrosted/defogged based on the customer’s pre-selected settings.
A host of available technology and convenience features enhance travel and driving enjoyment such as: a driver’s seat power thigh extension (V6 Technology Package and above); Walk Away Auto Lock®; Hill Start Assist; a Capless fuel filler; and much more. Connectivity with CarPlay and Android Auto, is visible through an updated On Demand Multi-Use display and feel.
TFLCAR’s TAKE: The racy styling and design enhancements of this latest TLX generate a sexy impression that is a cut above the Acura ILX and fits into a league of entry premium segment sedans including: Audi’s A4; the BMW 330i; Infiniti Q50; Lexus IS; and the Mercedes-Benz C-300. In a bottom line analysis, the 2018 Acura TLX Advance and TLX A-Spec with SH-AWD are both winning entries into the Luxury Sport sedan marketplace. To get the best out of this car go with the V6 engine.
SPECIFICATIONS: 2018 Acura TLX Advance and A-Spec
Price as Tested: $46,700.-Advance SH-AWD/$45,750.-A-Spec SH-AWD (these are the models you want)
Engine Type and Size: 3.5-liter, SOHC, 16-valve i-VTEC V6 with Direct Injection and Variable Cylinder Management
Horsepower (bhp): 290 @ 6,200 rpm
Torque (ft./ lbs.): 267 @ 4,500 rpm
Transmission: 9-speed sequential SportShift automatic with paddle shifters, shift-by-wire gear selector and Grade Logic Control System.
Drive Train: Front transversely mounted engine / SH-AWD
Suspension: Front – MacPherson strut with Amplitude Reactive Dampers and 26 mm stabilizer bar
Rear – Multi-link with Amplitude Reactive Dampers and 25.4 mm stabilizer bar
Brakes: Power-assisted four-wheel discs (vented front), ABS, BA, CMBS, LKAS, AHA, TPMS and VSA w/ TC
The Audi that’s part A4, A5, A7, and all good. [photo: Audi USA]
High 5’s for the new A5 Sportback
This week, Audi flew TFLcar’s Roman Mica out to Seattle to get into the 2nd-generation Audi A5 Sportback. The first gen went on sale in Europe, and us North Americans are finally seeing it in its next iteration. Roman’s summary review: He likes it, he really, really likes it.
Among the features that make his heart flutter: the turbocharged 4-cylinder that pumps out 252 hp and 273 lb-ft. of torque, a 7-speed dual clutch transmission connected to Quattro AWD, 27 EPA mpg combined, and a respectable 0-60 time of 5.7 seconds. There’s also Audi’s Google Maps nav app.
The A5 sits on an A4 sedan‘s platform and power plant, shares the A5 character lines and the A7’s sexy rear end.
But what really turns Roman on is the A5 Sportback’s utility. The rear trunk is really a hatchback that opens wide to swallow bikes, golf bags, small-sized in-laws you don’t really like, and all the c**p you can’t help but buy at Costco. The rear seats, despite the dramatic, sloping roof line, even have enough headroom for Roman’s 6’2″ frame.
So the A5 is the sedan/coupé that’s almost sort of a wagon. We get why the Europeans love it, but will it play in the States? Audi USA believes it will. Their reasoning: The bigger and more expensive A7 was a hit with American buyers when it came out. The A5 Sportsback is the A7 shrunk down and with a starting price of around $42,000.
Check out Roman’s video below and judge for yourself.
Tommy and Charlotte know you’re jealous of TFL’s newest ride. [photo: TFL]
Aztek: A car ahead of its time
Pontiac launched the Aztek as a model year 2001 vehicle with great expectations. It was going to out do Subaru’s Outback for outdoor-lifestyle cred. The minivan/SUV/original crossover was going to be the cool family car amongst a sea of bland minivans. It was going to be a party mobile unlike anything tailgaters had ever seen.
But the Mexican-manufactured vehicle bombed immediately. It faced a chorus of derision from auto journalists and the public alike for being underpowered, weird. And, well, just really weird. Seventeen years later, TFLcar decided to make this beauty with 191,000 original miles on it our next project car.
We found it in Colorado Springs for $1,500, which is what you’d expect for a vehicle this old with that many miles. But as Roman explains in the video below, the Aztek came with a host of tech and features that were years ahead of its time. Which leads us to believe, that love-it-or-hate-it, the Aztek was actually a ground-breaker that could eventually find its place in the history books as the first true crossover.
2001 Pontiac Aztek AWD highlights
AWD powered by a 3.4-liter V6 that could allocate up to 70 percent of its power to the wheel with the most traction
3.500 lbs towing capacity with a self-leveling suspension
Built-in air compressor to re-inflate tires after off-roading or an air mattress for camping
An optional tent attachment that turned the rear cargo area into a sleeping space
An adjustable head’s up display
A portable cooler/center storage compartment
A tailgate with seats and cupholders
Reportedly, the cabin was quieter than the Lexus RX at the time
Despite its ugliness, the GM designer responsible for it went on to design the Chevy Corvette and Silverado
Among the lowlights in our Aztek:
Finicky high-beam/turn indicator lever
A useless fuel gauge and unreadable LED odometer make fuel range a guessing game
Find out TFLcar’s plans for this ugly duckling in the video below and let us know what shenanigans you’d like to see us get into with our 2001 Pontiac Aztek.
Honda’ Civic Si coming at ya. [photo: Honda]Whether you happen to be a coupe aficionado or you are a fan of sedans, the 2017 Honda Civic Si models are hot, affordable sport compacts that deliver a satisfying level of high performance. The new Si is based on the 10th generation Civic architecture, and these latest model Si offerings represent the 8th iteration of the performance-oriented clan born in 1985. 2017 marks the most comprehensive revision in the Civic line’s 44 years of existence.
The mighty-sprite 1.5-liter turbo-four in the ’17 Civic Si. [photo: Honda]
WHAT’S NEW
The new Civics are the first Si models to incorporate turbocharged engines, utilizing an enhanced and upgraded, high-boost version of Honda’s 1.5-liter turbocharged and direct-injected new powerplant that debuted on our shores in the 2016 Civic Sedan. This new Honda AP2 engine provides drivers with more power and torque in the lower rpm range, with minimal turbo lag, while serving up a broader power band when compared to previous, normally aspirated models. All Si models are front-wheel drive and are exclusively equipped with a short-throw 6-speed manual gearbox. (Si by the way stands for Sport Injection.)
The transversely mounted high torque 1.5-liter front engine is a DOHC, 16-valve, inline four-cylinder, with a single-scroll MHI TD03 Turbochrger featuring an internal wastegate, dual variable cam timing, Direct Injection and drive-by-wire throttle system. It delivers 205 hp at 5,700 rpm, while developing 192 lb-ft. of torque in a range from 2,100 to 5,000 rpm. Redline comes at 6,500 rpm.
The new Si now features two driving mode options, Normal and Sport, giving drivers the ability to choose vehicle dynamic characteristics according to their tastes and the driving environment. The default Normal Mode is more comfort-oriented, while the Sport Mode adjusts the suspension damping characteristics as well as steering and throttle response for tighter and more direct feel.
The new Si models also benefit from the enhanced Si-exclusive chassis tuning and engineering along with Si-exclusive performance elements, including a helical limited-slip differential, a new Adaptive Damper System and variable-ratio electric power steering. The upgraded performance prowess of Si Civics is matched by significant exterior and interior improvements that clearly distinguish Si from the regular or more mainstream Sedan and Coupe siblings. Spring rates are stiffer, stabilizer bars are more rigid (+7 percent front, +26 percent rear), and there are solid front and rear compliance bushings borrowed from the track focused Type R Civic.
Safety features and equipment include: standard four-channel anti-lock brakes with Electronic Brake Distribution, Vehicle Stability Assist with traction control and Agile Handling Assist, all combining to enhance dynamic stability, emergency maneuvering and braking performance.
New for 2017 is a Driver Information Interface that adds a variety of selectable real-time information designed to support performance driving. The 7-inch color display is able to display throttle input and brake input application in a graphic percentage format, turbocharger boost in pounds per square inch, lap time (intended for use on closed circuits), race-inspired Rev-limit indicators, and a graphical G-Force gauge that provides a representation of acceleration, braking and cornering forces.
All the Si’s interior creature comforts come standard. The only option available: summer tires for $200. [photo: Honda]
COMFORT AND CONVENIENCE
The cabin showcases Si-exclusive bolstered front sport seats with red stitching, including stitched Si logos and integrated head restraints. The red stitching theme continues to the doors, leather-wrapped steering wheel, shift knob and shift boot. Several premium features are also gained for the first time on an Si model including: heated front seats (both cushion and seat back), dual-zone automatic climate control, Walk Away Auto Lock® and an electric parking brake with hill start assist.
In terms of comfort, convenience and connectivity features offered, the new Civic Si uses a 7-inch Display Audio touchscreen, to serve as the nerve or control center for audio, HVAC and other functions. The Display Audio is integrated with Apple CarPlay and Android Auto platforms, delivering the smooth integration of smartphone features and functions, including app-based navigation, streaming audio, voice-controlled search capabilities, and access to a host of Apple- or Google-approved smartphone apps. All Si models come with a 450-watt, 10-speaker premium sound system with AM/FM, SiriusXM Radio, HD Radio, and Pandora capability.
Fun fact: The Si sedan weighs just 75 lbs. more than the coupe. [photo: Honda]
PERFORMANCE
My road test 2017 Honda Civic Si was in coupe form and had a base price of $23,900. And an as tested price of $24,775. Test drives took place on both challenging Southern California roads and at Honda’s newly renovated warm-weather testing facility, the Honda Proving Center (HPC) in the Mojave Desert near Cantil, Calif. I took to the 1.9-mile South Winding Road Course with a pro driver riding shotgun. This was not a track mind you — it had no safer barriers, guardrails or run-off areas and journalists were forewarned.
TFLCAR’s TAKE:One will be hard pressed to find a more capable compact high performance sport coupe or sedan at a more reasonable price point. Both the Si coupes and sedans delivered crisp acceleration, smooth shifting, positive steering feedback, excellent braking and solid road holding capability with a flat, stable ride and no body roll.
By the way, the Si sedan only outweighs the Coupe by 17 pounds, so if you need the extra two doors, the performance of the two is equal with no sacrifice.
TFLcar’s Roman Mica had a chance to put the new Civic Si through its paces as well. You can check out his driving impressions in the video below.
SPECIFICATIONS: 2017 Honda Civic Si Coupe and Sedan
Base Price: $23,900
Price as Tested: $24,775
Engine Type and Size: 1.5-liter, DOHC, 16-valve, inline four-cylinder with single-scroll MHI TD03 Turbo with internal wastegate Direct Injection and drive-by-wire throttle system
Horsepower (bhp): 205 @ 5,700 rpm
Torque (ft./ lbs.): 192 @ 2,100-5,000 rpm
Redline – 6,500 rpm
Transmission: Six-speed manual
Drive Train: Transversely mounted front engine / Front-wheel Drive with Helical limited slip differential
Suspension: Front – MacPherson strut with 27.0 mm x 4.5 mm tubular stabilizer bar and Adaptive damper system
Rear – Multi-link with 18 mm solid stabilizer bar and Adaptive damper system
Brakes: Power-assisted four-wheel discs (vented front) with ABS, EBD, BA and VSA with TC and Hill Start Assist and Brake Hold
Tires: Goodyear Eagle F1 235/40 R18 91W All-season mounted on alloy wheels with machine faced outer and painted inners. TPMS and Tire Repair Kit
A prototype 2018 Jeep Wrangler JL with small wheels was caught in the wild. [photo: Brian S.]
2018 Jeep Wrangler JL Caught in the Wild
While driving down a I-94 on the way to Detroit’s airport, TFLcar reader, Brian S. snapped these photos of the new 2018 Jeep Wrangler undergoing testing during a rainstorm. The small wheels and tires got us wondering just how many variations of the new Wrangler we’ll see. Sure, we can expect the Sport, Sahara, and Rubicon, but how many other variants will FCA cook up? Will there be different options for the interior?
Take a look and give us your thoughts below. And thanks, Brian S. for you eagle eyes and quick thinking. We’re also glad you didn’t kill yourself on that rain-slicked interstate to get the snap. TFLcar-nation, be careful out there!
[photo: Brian S]
For more thoughts on Jeep’s Wrangler development and TLFcar’s video capture of the next-gen Jeep in the wild, check out the video below.
Let the good times roll. The 2017 Fiat 500 Abarth Cabrio. [photo: FCA]
“What’s an Abarth?” In the case of Fiat, the Abarth models’ name comes from Karl Abarth, a man and a brand synonymous with a host of racing victories. Competition success has always been a significant part of the Abarth story since Karl Abarth founded “Abarth & C” over 60 years ago in 1949, and Abarth’s collaboration with the Fiat brand represents a 45 year history, resulting in six international records and nearly 900 individual race victories.
First off, let’s square the pronunciation away…In Italian, it’s not AAAAbarTH or AHBarTH, but rather AHHbarT. Hagerty, an insurance company for collectible vehicles, has indicated that the Abarth edition of the Fiat 500 is undoubtedly destined to become one of the 10 most collectible small performance rides of the future. This latest U.S. version is based on the globally popular Fiat 500, first launched in 2007, with over half a million sold in more than 80 countries around the world.
Enter the highly desirable performance version 2017 Fiat 500C Abarth Cabrio. The Fiat Abarth is essentially an everyday performance car with track-ready capability, high horsepower (117 hp per liter) blended with efficiency, quality and sophistication. It is a “small, but wicked” global class small car.
My Dark Gray test 2017 Fiat 500C Abarth Cabrio came with a base price of $21,490. Price, as tested, came to $25,510 after adding the Aisen heavy duty 6-speed automatic gearbox, Popular Equipment Package, GPS Navigation, Nero-trimmed lights, Nero capped mirrors, and 16-inch forged aluminum 10-spoke wheels shod with Pirelli Cinturato P7 BSW 3-season rubber. And the Destination Charge.
WHAT’S NEW
In terms of the Abarth model’s differentiation from other available Fiat 500 models, the front facia is noticeably more pronounced, extending 2.7-inches ahead of its signature “whiskers and logo” face. Three wider air intakes and functional “Abarth” shield allow for additional air into the engine compartment. Also up front, a blacked-out fascia accents integrated projector-beam fog lamps for a more aggressive persona. Twin “nostril-like” openings are precisely placed on the front fascia maximizing airflow in and out of the engine’s two turbo intercoolers.
Other Abarth-specific functional and visual cues include: extended side skirts; optional 17-inch lightweight, forged, multi-spoke aluminum wheels shod with Pirelli P-Zero Nero all-season rubber (16-inch rolling stock is standard); a large liftgate-mounted spoiler; a two-piece Abarth-styled rear fascia with a black-accented rear diffuser and symmetric twin exhaust cutouts optimizes rear outlet airflow; large concentric “double-tip” Abarth exhausts that provide an incredible sound along with a performance look.
The engine may be small (1.4-liters), but in terms of power-to-weight ratio it packs a punch. [photo: FCA]
PERFORMANCE
The aerodynamics are better, and the engine bay features modifications that allow space for the 1.4-liter MultiAir® Turbo four-cylinder engine that makes 157 hp along with 183 lb-ft. of torque delivered to the front wheels via a five-speed, short throw, manual gearbox or an Aisen six-speed automatic. Fiat’s MultiAir technology allows the potent little four-banger to control air intake cylinder by cylinder and stroke by stroke with its electro-hydraulic system that comes without a fixed intake camshaft.
The chassis is precision tuned and features a unique MacPherson front suspension design with a stiffer spring rate (the rear springs are 20 percent stiffer with strengthened supports and a 22 mm stabilizer bar), and a ride height that is 0.6 inches lower than other Fiat 500’s. There are also Abarth-designed front lower control arms and an increase in negative camber to 1.5 degrees. Steering is quicker at 15.1:1 with Abarth-tuned electronic power steering calibration.
Brembo brakes are larger with vented fronts and Abarth-specific semi-metallic brake linings and Rosso (Red) lacquered calipers fore and aft. A new dual-valve Frequency Selective Damping KONI front shocks improve road-holding prowess. An Abarth-tuned electric stability control system provides a three-mode calibration to maximize on and off track handling characteristics with “On”, “Partial Off” or “Full Off”. The “Full Off” setting features Abarth’s innovative Torque Transfer Control system that maximizes throttle performance during on-throttle cornering (or throttle steering).
Driving the 2017 Fiat 500 Abarth is unquestionably a ton of fun – not unlike the raucous and pleasing exhaust note. The dash-mounted sport button improves throttle mapping and engine response, while normal operation is more like an ‘Eco-mode’, that is not as responsive, nor is it as much fun. I tended to punch the Sport mode button and left it there, thoroughly enjoying the enhanced performance characteristics.
Acceleration of the Abarth model is noticeably quicker and more responsive, with the car only weighing roughly only 170 pounds more than regular Fiat 500s. The ride quality is obviously firmer than non-Abarth models, but is not unpleasant or objectionable.
Roll back the top and let the sun shine down [photo: Arv Voss]
COMFORT AND CONVENIENCE
Abarth model interior styling and design cues remain as simple and appealing as those of the exterior, with controls logically positioned for easy and intuitive use. The gearshift is placed conveniently in the center stack. Features such as the concentric binnacle instrument cluster containing a 160-mph speedometer, tachometer and trip computer were inspired by the original 500.
A removable and portable Tom-Tom navigation screen is optional. It plugs into the top of the dash. A flat-bottom sport steering wheel and sport front bucket seats along with an Abarth-designed leather shift knob and aluminum, rubber studded pedal covers highlight the car’s competitive aura.
2017 Fiat 500 Abarth and Abarth Cabrio models now feature Uconnect 5.0 system with 5-inch touchscreen radio, Bluetooth connectivity and integrated voice command.
The Cabrio top slides back by pressing a button and has two open positions. [photo: Arv Voss]
UTILITY
Rear seat occupancy is still best left to small adults or children, particularly with larger front seat occupants. The rear seat backs fold down for added functionality and versatility, with a reasonable amount of room for personal gear with them up. The rear seat backs fold down for added functionality and versatility, with a reasonable amount of room for personal gear with them up. One awkward issue can arise – when my co-driver set the front passenger seat up to accommodate himself in the rear – he fit okay, but was unable to reach the inside door handle, even with the seat pushed forward all the way. The moral? Stay up front and enjoy.
TFLCAR’s TAKE: The 2017 Fiat 500 Abarth Cabrio delivers an immense amount of spirited driving at a reasonable cost. It’s a legit alternative to the MINI Cooper S, with fresh air thrown in as an added highlight at the touch of a button.
SPECIFICATIONS: 2017 Fiat 500C Abarth Cabrio
Base Price: $21,490
Price as Tested: $25,510
Engine Type and Size: 1.4-liter, SOHC, 16-valve liquid-cooled, turbocharged MULTIAIR inline four-cylinder with sequential, multi-port electronic, returnless fuel injection. 6,500 rpm redline
Horsepower (bhp): 157 @ 5,500 rpm
Torque (ft./ lbs.): 183 @ 2,400-4,000 rpm
Transmission: Aisen six-speed heavy-duty automatic Auto Stick driver interactive manual control and electronically modulated torque converter clutch
Drive Train: Transversely mounted front engine / Front-Wheel drive
Suspension: Front – MacPherson suspension, coil spring with KONI Frequency Selective Damping (FSD) twin-tube shock absorbers and stabilizer bar
Rear – Rear twist-beam axle with coil springs and twin-tube shock absorbers with 22 mm stabilizer bar
Brakes: Power-assisted, high performance four-wheel discs (vented front) with ABS
In this week’s Ask Nathan:
Does the Jeep Gladiator 4xe finally mean we're getting a plug-in hybrid pickup truck?
Comparing home-built to factory-built 4x4s.
This week’s...
