Fiat brought the 500X in 2016 and since then the war has been difficult to gain ground. Even aside the existing economic unrest of the COVID-19, the 500X sells a few hundred games a month, while competition such as the Honda HR-V and Toyota C-HR moves a few thousand. After a week in Fiat’s little crossover, it’s easy to understand why.
Maybe the only thing the 500X has is a nice style. It’s like the Fiat 500 and Stay-Puft Marshmallow Man have a baby. The 500X is much larger than the small 500, with approximately 8 inches of free floor space and two feet of extra length, however, it remains a small and complicated thing.
By 2020, there is a new Sport version, in addition to the same old Pop, Trekking and Trekking Plus models. All-wheel drive is in all areas, as is a 1.3-liter turbocharged I4 and a nine-speed automatic transmission.
If it’s just moving, the 500X does a decent job. The turbocharged engine develops 177 horsepower and 210 pound-feet of torque. This best-in-class torque number means the 500X feels temporarily offline and can be smoothly integrated into high-speed traffic. The disorders come from 9-speed automatic transmission, which is lazy to degrade. Plan your road steps accordingly.
The Fiat 500X will not win any driving competition; becomes careless when the road becomes tortuous. There are many frame movements and the chassis is not entirely composed in the corners. Ultra-insensitive control also does not help the issues. If you’re looking for a fun little SUV to drive, opt for the Mazda CX-3 or Mini Countryman.
The 500X achieves an EPA estimated 24-mile EPA fuel consumption score consisting of city gallons, 30 mpg on the road, and 26 mpg combined. This lags a little behind other all-wheel drive offerings in elegance, such as the Mazda and Mini mentioned above, as well as the Kia Seltos and Hyundai Kona. If you’re looking for power, check out the Nissan Kicks with its frequently variable front-wheel drive and transmission architecture, smart for a combined EPA score of 33 mpg. During my week with the 500X, which included a road trip from San Francisco to Los Angeles and vice versa, I traveled an average of 26.6 miles according to the gallons, which is accurate for EPA data, but still lagging behind the competition.
As for cabin generation, the good news is that Fiat-Chrysler’s perfect Uconnect software is used on a 7-inch touchscreen with Apple CarPlay and the popular Android Auto. I have enjoyed this generation for its thoughtful design and ease of use. In fact, it is one of the most productive systems that exist today. The Fiat’s display is rarely as big as other FCA products, but Uconnect is no less effective here.
The bad news is that driving aids such as blind spot control, lane departure caution and adaptive cruising are optional, even in my most sensible end tester. Drivers even deserve to opt for a full-speed head-on collision warning and emergency braking, which you can get on Nissan Kicks for less than $19,000 on popular equipment.
That said, I like that the driving force assistance purposes can be called through Uconnect. I prefer to track my blind spot as a light, however, those who need the formula to emit a sound timbre can set it that way. You can also set your emergency braking levels, lane departure time with caution and the strength of the lane maintenance guide response. It’s wonderful to have options.
The 500X has a wireless charger, but there are two USB-A ports for front passengers, as well as a 12-volt socket. Rear passengers can compete only with the USB-A port.
The interior of the five00X is adored, with rounded corners and a frame color board for a great splash of color. My test vehicle comes with a two-part sunroof that adds a little asymmetrical charm to the rear passengers. Speaking of which, when I’m sitting in the back with the driver’s seat for my five-foot-nine-inch frame, I have about an inch of loose height and about an inch and a portion of the area before the driver’s seat makes things uncomfortable in my lap. Maybe stay in the back seats for the only moment.
The storage area for small parts is rarely very bad, with a two-level glove compartment and a wallet on the door deep enough for a giant water bottle or a giant sip from Diet Dr. Pepper. The shipping area of giant parts, however, is low. There are 14 cubic feet of rear seating area, which only extends to 32 cubes with the seats down. Meanwhile, the Honda HR-V grows at 23.2 and 57.6 cubic feet, respectively. Even the 500X’s corporate cousin, the Jeep Renegade, does better with 18.0 and 50.8 cubes.
All in all, the 500X is only a bad cost when you know what else you can get in class. A basic pop ingredient costs around $25,000, but upload it to the things you need and it becomes very expensive. For my money, I would start with a Trekking version, as it is the cheapest way to access the Advanced Driving Support Group for $1395. Of course, this also means raising the fundamental driving assistance organization to $895, with parts such as LED lighting and parking aids. With just those options, I’m looking for $30,030 by adding $1,495 to the destination. It is already more expensive than many high-end subcompact SUVs. Now that my loaded tester costs more than $35,000. For this type of part, you may get a well-equipped Mazda CX-5 with more space, more interior and a more fun driving experience. Hell, the average value diversity of $30,000 is even starting to open up entry-level luxury options.
It is difficult to present the Fiat 500X 2020. It seems exclusive and I think there is a lot to say, but it is not so good to drive, it has a narrow interior and is expensive when you fill it with useful features. If the value was similar, say, to the Nissan Kicks, or even to the Kia Soul or Seltos, I wouldn’t be screaming here. But as things stand, the 500X is expensive and compromised and simply not smart in this highly competitive segment.
Originally July 23 at 2:00 a.m. Pacific Time.
Update, 1:40 p.m.: An earlier edition of this story indicated that the engine generated 117 hp. He’s got 177 horsepower. The text has been modified to reflect this.
This was originally published on Roadshow.
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