2019 Fiat 500L Trekking: тот самый золотник, который мал, да дорог
2019 Fiat 500L Trekking: тот самый золотник, который мал, да дорог
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Экстерьер Fiat 500x
Производитель решил не совершать революцию, так что рестайлинговый Fiat 500x сохранил пропорции и общую стилистику предшественника, которая отдалённо напоминает очертания Ниссан Джук.
В ходе обновления «морда» автомобиля получила модернизированную головную оптику с опциональным полностью светодиодным наполнением, а также видоизменённый передний бампер (в версии Urban).
Профиль новинки не изменился: крупные боковые двери, циркульные колёсные арки, внешние зеркала на тонких «ножках» и встроенными повторителями поворотников, а также покатая линия крыши, заканчивающаяся небольшим спойлером. Из нового – обновлённый дизайн легкосплавных дисков (R16-R18).
В версиях «Cross» и «City Cross» машина получила иные защитные пластины, располагающиеся под её днищем. Основные изменения сзади коснулись габаритных огней, получивших светодиодное наполнение и стильную центральную вставку, окрашенную в цвет кузова.
Внешние габариты версии «Urban» составляют:
| Версия | Urban | Cross / City Cross |
| Длина, мм | 4248 | 4273 |
| Ширина, мм | 1796 | 1796 |
| Высота, мм | 1600 | 1608 / 1620 |
| Колесная база, мм | 2570 | 2570 |
В версиях «Cross» и «City Cross» длина автомобиля (см. таблицу) составляет 4,273 м, а высота 1,608/1,620 м, при этом ширина и длина колёсной базы – идентична версии «Urban».
В ходе обновления производитель увеличил количество доступных расцветок кузова до 14, расширив ассортимент такими цветами как: «Реаrl White», «Italia Вluе» и «Тесhno Grееn».
Преобразования в интерьере
Компоновка салона «пятисотого» осталась прежней, но количество вариантов отделки увеличилось до семи, так что привередливым покупателям будет из чего выбрать. Из заметных точечных улучшений можно выделить слегка подправленный руль, обновленный рисунок тахометра и спидометра, а также доработанную мультимедийную систему, получившую 7-дюймовый сенсорный экран с HD-разрешением, усовершенствованную функцию управления голосом, встроенный 3D-навигатор и поддержку Android Auto/Apple CarPlay.
Новое исполнение интерьера
Медиацентр
Рестайлинг прилично обогатил оснащение кроссовера. Уже в «базе» новому Fiat 500X полагаются пакет передних подушек безопасности, настраиваемый 3.5-дюймовый дисплей бортового компьютера, климат-контроль, полный электропакет, система распознавания дорожных знаков, система слежения за полосой движения, система контроля «слепых» зон. В качестве опции новинку можно дополнить светодиодной передней и задней оптикой, круиз-контролем с функцией автоматического ограничения скорости, системой контроля поперечного трафика сзади, ассистентом управления светом фар.
Вариант отделки салона
Конфигурация посадочных мест
2019 Fiat 500X Review: City-Size SUV, Mighty Engine, Decent Driver Assists
More people depart the ‘burbs and move to cities every year. As a result, they need smaller cars. Add the renewed Fiat 500X to the mix: The 2019 edition gets a light design makeover, a new engine geared toward performance departing stoplights, standard all-wheel-drive, and a nine-speed automatic transmission. (Sorry, no stick shift.)
The 500X is an enjoyable car in a competitive market – think Honda HR-V, Hyundai Kona, Mazda CX-3. The 14-foot length of the 500X allows for a decent cargo bay but not a spacious rear seat. Fiat offers useful driver assists, but adaptive cruise control is not stop-and-go. Did we mention the dashboard is to-die-for-red on our test car? Fiat also means style.
A Hint of Sex Appeal
You may recall a TV commercial circa 2016 of an older gentleman tossing a Viagra-looking pill toward his mouth. He misses, the blue pill bounces out the bathroom window, down steeply pitched urban roofs and gutters, and into the fuel tank of a car whose engine revs and roars as passersby, male and female, smile with appreciation. That’s the Fiat 500X: cheeky, fun, a little hint of romance.
For the 2019 500X, Fiat tweaked the outside with new designs for the headlamps, fog lights, and tail lamps. The faux front skid plate is gone. There are new wheel designs, and inside, the upholstery styles have been revamped. But the big change is the engine.
At 168 inches, the 500X works well in cities where graffiti is bigger than many parking spaces. (Okay, there’s parking outside this NYC diner because it’s a no-parking zone.)
New MultiAir III Engine
For 2016 to 2018, the Fiat 500X offered a 160-hp 1.4-liter MultiAir (Fiat-Chrysler term) turbo engine of 160 hp (or a non-turbo 175-hp four-cylinder). The new MultiAir III in the 2019 model (the same engine as on the Jeep Renegade) drops to 1.3 liters, still four cylinders, plus a low-inertia turbocharger with an electronically triggered wastegate, which keeps too much pressurized air from being fed into the engine. Add variable timing of the intake valves and you’ve got what would have been a race-car engine a generation ago (meaning more than 100 hp per 1.0 liters of engine displacement).
This one puts out 177 hp, which is good (136 hp/liter), and 210 pound-feet of torque, which is just amazing for an engine that isn’t diesel or electric. Also, the torque is all there by 2,200 rpm. What that translates to is stellar performance at low speeds. The car feels like a Ferrari the first two or three seconds you’re hard on the throttle.
The 500X handles well. It’s a Fiat. The latest MultiAir engine (it needs gasoline, too, despite the name) has impressive low-rpm power. The technology is so good, others are licensing it.
Fiat 500X on the Road
In a day test-driving the car on a trip out of and back into midtown Manhattan, plus some twisty suburban/rural roads, and along the New Jersey/New York palisade above the Hudson River, this was an enjoyable cruiser. The air conditioning worked well, the premium Beats Audio system with eight speakers sounded good, and driver and co-pilot had decent legroom and headroom. But we sat close together, as you’d expect in a smaller SUV.
The engine responded instantly to close gaps in heavy traffic, and the car was a blast to drive. As the torque curve with its early peak suggested, 0-30 mph comes up quickly; then 30-60 is a bit more leisurely. But it also means if you’re in a higher gear – the fifth gear ratio is 1.00 to 1 and 6-7-8-9 range from 0.81 to 0.48 – at low rpm, you’re right in the sweet spot of the torque band.
As a long-distance cruiser, the noise level is mostly acceptable but not class-leading. The luggage space is quite good, for two. Back seat space is okay if the driver is normal height or shorter. A console selector lets the driver choose three traction modes: automatic, sport, or traction-plus. The rear axle automatically disconnects for cruising efficiency. It is rated at 24 mpg city, 30 mpg highway, 26 mpg combined, or about 2 mpg better than the older 500X. It wants mid-grade premium fuel but runs on regular.
2019 Fiat 500X Trekking Plus. Note the amazing glossy red dash on this car. (It’s the same color as the exterior paint.) If you like red, there’s both Amore Red and clearcoated Rosso Passione.
Technology and Driver Assists
The car comes standard with a 7-inch center stack LCD, and the well-regarded FCA (Fiat Chrysler Automobile) UConnect version 4 touchscreen infotainment system with Bluetooth, Android Auto, and Apple CarPlay.
Driver assists and safety features that are available, mostly in packages, include adaptive cruise control, rear and front parking sonar, lane departure warning/lane keep assist, forward collision warning, blind-spot detection and rear cross-traffic alert, rain-sensing wipers, and LED headlamps. Adaptive cruise and front sonar are new for 2019.
Most of the driver assists worked well on my drive. The lane departure system will pull the car back if you drive onto a lane edge, but it is not designed to self-center. The adaptive cruise control maintains speed on the highway down to 20 mph. Most new ACC systems are stop-and-go, meaning they go all the way down to 0 mph and then back in, say, rush hour expressway traffic.
The 2019 Fiat 500X. Easy to park in the city especially you order the front and rear sonar.
Fiat 500X Trim Lines
There are three variants, all four-door, all all-wheel-drive of Fiat’s largest model:
Fiat 500X Pop, $26,235 including the mandatory $1,495 freight charge. It has 17-inch alloy wheels with 60-series tires (relatively pothole resistant), LED running and taillamps, manual-adjust cloth seats, a 3.5-inch instrument panel LCD, the Uconnect audio system with 7-inch color LCD, Bluetooth, 3 USB ports, remote entry, and remote start. A $595 Popular Equipment Group package adds rear parking sonar, tinted glass, satellite radio, and auto-on headlamps. There are no safety or driver-assist packages you can add to the entry model.
Trekking, $27,740. It adds most of the Popular Equipment Group gear, as well as premium cloth seats. The Advanced Driver Assistance Group (ADAG), $1,395, is an important option: adaptive cruise, full-speed forward collision warning with active braking, lane departure warning/lane keep assist, and blind-spot detection/rear cross-traffic alert. A separate Driver Assistance Group, $895, provides LED headlamps and front/rear parking sonar. A very good onboard navigation system is $695.
Trekking Plus, $30,940. Beyond Trekking, it adds leather seats, heated front seats, front and rear parking sonar, power driver’s seat adjustments, LED headlamps, eight-speaker audio, and windshield wiper de-icing. There are the same Advanced Driver Assistance Group and Premium Group options. All in, you can pay $35,000.
The 2019 Fiat 500X. The headlamps, taillamps, and running lights are different, as is the front fascia (no more skid plate). The big changes are in the engine room.
Should You Buy?
Wheels are 17- and 18-inchers. No ultra-low profiles that attract potholes.
This is a mid-cycle refresh of a fun, subcompact car that goes after the upper level of the mainstream-brand segment, that is more Hyundai Kona or Mazda CX-3 than Nissan Kicks. It has style aplenty and the little engine that could. It also has competition aplenty. Mazda has done the best job among mainstream brands at proving “class above” is more than a buzzword, as has Hyundai with its little Kona and more recently with its largish Palisade SUV.
The rounded lines of the Fiat 500X make it stand out. Its size makes the 500X easy to park in big cities, especially if you order rear and front parking sonar. Some competitors make standard much of Fiat’s optional driver-assist features. The Premium Group, $1,395, provides a dual-panel panoramic sunroof – how many subcompact cars fit a sunroof panel for the back seat? – plus nine-speaker Beats-branded audio with subwoofer, and 18-inch alloys with 55-series tires. It’s quick off the line to about 30 mph, less so to 60 mph. A combination of a firm suspension and wheelbase just over 100 inches make this a car you’ll want to test drive with your spouse/partner on the kinds of roads you usually drive.
You may like the style of the 500X. It works well for a city resident who wants a car that parks almost anywhere. A minor plus is that Fiat didn’t go crazy-low-profile with the road wheels, so even with the optional rims, you’re less likely to suffer pothole damage.
With the new engine, the 500X is more competitive in a segment that has many good choices. You’ll want to also look at the Hyundai Kona, arguably the car to beat in the subcompact SUV segment, as well as the aging-nicely CX-3. If you’re looking for safety, be sure to add in the price of the Advanced Driver Assistance Group and Driver Assistance Group to the Fiat and the similar package on the competition. The right 500X to us is the Trekking with the two driver-assist packages, making it $30,830.
from the Cars.com expert editorial team
The verdict: Even though it just got a slew of changes, the 500X feels like it needs a few more already, including ergonomic improvements and a better transmission.
Versus the competition: The 500X doesn’t make a compelling case for itself outside its funky styling — especially for those who need a more spacious backseat.
The 2019 Fiat 500X got a refresh for the new model year, and the biggest change among the requisite styling tweaks and standard-feature additions is a brand-new tiny engine for the tiny SUV.
The new engine is one we’re already familiar with. It’s the same turbocharged 1.3-liter four-cylinder that was added to the 2019 Jeep Renegade, with which the 500X shares some DNA. The big difference, however, is that the engine is standard on the 500X (it’s just an option on the Renegade). And there’s more good powertrain news: All-wheel drive is now standard, enhancing the 500X’s value a good bit compared with its competition, which includes the Renegade, Honda HR-V and Hyundai Kona.
I tested two 500X trims at opposite ends of the spectrum over the course of a week: a Pop and a Trekking Plus, which bookend the SUV’s trim levels (there’s also a mid-level Trekking trim). The Pop stickered at $27,070 (as equipped, including destination charges), while the Trekking Plus reached all the way up to $35,075.
New Powertrain, Old Problem
Underestimate the new engine at your own peril; though it be small, it is fierce. Its . Show full review
The verdict: Even though it just got a slew of changes, the 500X feels like it needs a few more already, including ergonomic improvements and a better transmission.
Versus the competition: The 500X doesn’t make a compelling case for itself outside its funky styling — especially for those who need a more spacious backseat.
The 2019 Fiat 500X got a refresh for the new model year, and the biggest change among the requisite styling tweaks and standard-feature additions is a brand-new tiny engine for the tiny SUV.
The new engine is one we’re already familiar with. It’s the same turbocharged 1.3-liter four-cylinder that was added to the 2019 Jeep Renegade, with which the 500X shares some DNA. The big difference, however, is that the engine is standard on the 500X (it’s just an option on the Renegade). And there’s more good powertrain news: All-wheel drive is now standard, enhancing the 500X’s value a good bit compared with its competition, which includes the Renegade, Honda HR-V and Hyundai Kona.
I tested two 500X trims at opposite ends of the spectrum over the course of a week: a Pop and a Trekking Plus, which bookend the SUV’s trim levels (there’s also a mid-level Trekking trim). The Pop stickered at $27,070 (as equipped, including destination charges), while the Trekking Plus reached all the way up to $35,075.
New Powertrain, Old Problem
Underestimate the new engine at your own peril; though it be small, it is fierce. Its horsepower and torque numbers (177 and 210 pounds-feet, respectively) are especially impressive for its tiny size. Get the engine going and it more than capably pulls the 500X forward; I would even go so far as to say that the Fiat feels peppy and offers momentary smiles. I didn’t get a chance to test the AWD system off-pavement, but on the road, it’s not intrusive and behaves mostly as a front-wheel-drive system. This makes sense given the system employs a disconnecting rear axle, so the drivetrain can operate more efficiently when the rear wheels aren’t needed to drive the vehicle.
As good as this engine can be, the rest of the driving experience doesn’t live up to it. That’s mostly due to acceleration lag, which is especially noticeable from a stop. Once in motion, the nine-speed automatic transmission is the main culprit, meeting accelerator inputs with an inquisitive silence before saying, “Oh right, that’s me,” at which point you scoot forward. Living in Los Angeles — where unprotected left turns love to hang out — it was frustrating to have to time the vehicle’s delayed acceleration with a gap in traffic.
The rest of the driving experience is unremarkable. Handling is mostly competent, though the tires start to protest pretty early and the suspension allows for a fair amount of body roll. That softness doesn’t, however, translate to ride quality, so don’t get your hopes up. The cabin does have a propensity to get noisy both at highway speeds and when the engine winds up, but it isn’t bad enough to make the 500X stand alone in this class.
Nowhere to Rest My Head
The interior is fine. As per usual in this class, there’s a pretty large gap between the bottom and top trim levels: lots of cloth and hard plastic in the Pop, lots of leather and hard plastic in the Trekking Plus. There’s a large body-colored trim piece on the dashboard that will inspire mixed opinions; I liked it on cars with fun exterior colors, but on my white test vehicle, it wasn’t as appealing.
I found a lot of interior quirkiness. In typical Italian fashion, choices seem to have been made with aesthetics in mind more than practicality. Take the front-seat head restraints, for example: They’re oval — to match the headlights and the 500X’s overall bubbly aesthetic — but they’re flat, and I’ve yet to meet a person whose head is perfectly flat in the back, so they end up being the most uncomfortable head restraints I’ve ever tested. By the end of the week, I was leaning forward a bit to pretend they weren’t really there.
It’s the same thing for the multimedia screen, which has positives but is awkwardly placed. The standard 7-inch touchscreen has decent resolution, and because it’s powered by Uconnect, it’s quite intuitive to use and comes with standard Android Auto and Apple CarPlay. But it’s angled forward slightly at the top for some reason, which means you can’t reach the right side of it without leaning far out of the driver’s seat.
Like many other vehicles in this class, the 500X’s backseat is a bit short on legroom for adult passengers. With the driver’s seat set for me (I’m 5-foot-11), my knees touched the back of the seat. The saving grace is a good amount of headroom and decent visibility, especially with the available dual-pane moonroof.
The 500X’s interior feels class-competitive in terms of materials and design, but its ergonomic foibles stick out enough to put a damper on the experience. Controls you can reach and head restraints that don’t knock you around would be welcome additions.
Safety and Value
I tied these two topics together because it’s hard to talk about value without talking about the 500X’s safety features — or rather, the lack thereof. The only real safety features that are standard are a backup camera, airbags, antilock brakes and a stability system, most of which are required by law. Even the Trekking Plus adds only front and rear parking sensors. That means forward automatic emergency braking, blind sport warning, lane keep assist and adaptive cruise control all get bundled into the Advanced Driver Assistance Group ($1,395), which is offered only on Trekking and Trekking Plus models. As the rest of the class and the industry as a whole heads toward offering these features standard on all trim levels — even less expensive ones — it’s glaring to trend in the other direction.
The 500X’s strength is its style; it has a unique look that will appeal to some. Just know that putting form over function comes at a cost, and at the end of the day it wasn’t one I was willing to pay.
New Fiat 500X Sport 2019 review
The Fiat 500X Sport is a welcome addition to the line-up. A largely style-focused upgrade, it hits its brief and offers the kind of cool BMW and Audi buyers have been lapping up for years. We suspect the cheaper 1.0-litre manual might be the pick of the range, however.
The ageing 500X has the highest conquest rate of any model in Fiat’s relatively restrictive model range. Around 70 per cent of buyers are new to the brand, making it an extremely important car for the company.
It’ll therefore come as little surprise that this new ‘Sport’ version ranks among the firm’s most crucial launches for 2019. Expected to account for as much as 40 per cent of the model mix, the 500X Sport is Fiat’s take on the Peugeot 2008 GT-Line and SEAT Arona FR.
The 500X Sport does little to break the mould, adding precious few mechanical changes and focusing largely on racier styling, bigger wheels and new interior trim. It’s arguably more recognisable than its closest rivals, separating itself from the rest of the 500X range via a significant-yet-tasteful bodykit and twin exhausts.
There are whiffs of Abarth about the new 500X Sport’s muscular styling, though bosses insist no such model is in the plan. Instead, Fiat will focus its attentions on the downsized FireFly petrol engines already present in the crossover range. There are two models to choose from; a three-cylinder 1.0-litre turbo mated to a manual gearbox, and a more powerful four-cylinder 1.3-litre unit – available exclusively with a six-speed DCT auto.
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While the differences between the existing Urban and Cross models focus mainly on aesthetics, Fiat has made a few changes under the skin. The ride height has been lowered by 13mm, for example, with new front and rear springs and unique tuning for the shock absorbers. The engineers have also tweaked the steering – claiming to reduce both understeer and oversteer by as much as 26 per cent.
We weren’t able to drive it back to back with the standard car, but on the move the 500X Sport felt sharper and more eager to turn in. The steering has a pleasing weight to it; it isn’t all that communicative, but it tucks the car in nicely and points it where you want to go. Body control is adequate, if a little uninspiring, not helped by occasionally patchy on-the-limit grip from the specially selected Dunlop Sport Maxx tyres.
The 148bhp 1.3-litre FireFly engine is a known quantity, but that doesn’t stop it being a bit lazy and quite laggy alongside its TSI-engined VW Group rivals. The auto box is reluctant to change down in normal driving, and while you can take control via the miniscule steering-mounted paddles, few buyers are ever likely to do so. But as Fiat continues to make clear, the 500X Sport isn’t supposed to be any kind of semi-skimmed Abarth; we suspect the lower-power manual model might be a better fit.
We didn’t get to experience the car over any truly rough or ridged roads, but our test model displayed little reason to question the ride quality – even on the optional 19-inch wheels. It’s perhaps not quite as quiet as the most refined cars in this class, however.
Anyone who has spent time in the existing 500X will feel right at home sitting in the driver’s seat of this latest Sport model. Aside from some specific stitching and grey logos, the seats are the same, which means you still sit a bit high and with less support than some drivers might like. The steering wheel gets a flat bottom and some Alcantara trim, but give or take some unique graphics, a darker headlining and specific air vents, that’s your lot.
The seven-inch infotainment screen has been vastly improved and upgraded since the 500X first launched, but it still lags behind the competition when it comes to size and functionality. The menu layout isn’t all that intuitive, and the graphics are showing their age; the new Skoda Kamiq shames the Fiat in this area.
UK specs are yet to be finalised, but it’s likely that every Sport model will get LED lights, cruise control, parking sensors and18-inch wheels, as well as that seven-inch screen with Apple CarPlay and Android Auto. Personalisation will remain key to the 500 family’s appeal, with options likely to include ambient lighting, keyless entry and extra sport-themed trim. The Alcantara steering wheel is expected to be standard on all UK cars.
Of course, space in the back seats and boot is unchanged, though that dark headlining does make it feel a bit more claustrophobic. It’s not the most practical car in its class, but growing families stepping up from a B-segment supermini shouldn’t be too disappointed.
Price will play a big part in this car’s success, and at around £1,000 more than the equivalent 500X Cross we can see plenty of buyers making the jump. That’s likely to equate to just a few pounds per month on a monthly PCP finance deal. For comparison, a SEAT Arona 1.0 TSI 115 FR Sport with a similarly generous kit list, costs around £350 less than the entry-level 500X Sport 1.0 120hp. There’s no comparable Arona 1.5 TSI DSG; that model is manual only.
2019 Fiat 500X Review: City-Size SUV, Mighty Engine, Decent Driver Assists
More people depart the ‘burbs and move to cities every year. As a result, they need smaller cars. Add the renewed Fiat 500X to the mix: The 2019 edition gets a light design makeover, a new engine geared toward performance departing stoplights, standard all-wheel-drive, and a nine-speed automatic transmission. (Sorry, no stick shift.)
The 500X is an enjoyable car in a competitive market – think Honda HR-V, Hyundai Kona, Mazda CX-3. The 14-foot length of the 500X allows for a decent cargo bay but not a spacious rear seat. Fiat offers useful driver assists, but adaptive cruise control is not stop-and-go. Did we mention the dashboard is to-die-for-red on our test car? Fiat also means style.
A Hint of Sex Appeal
You may recall a TV commercial circa 2016 of an older gentleman tossing a Viagra-looking pill toward his mouth. He misses, the blue pill bounces out the bathroom window, down steeply pitched urban roofs and gutters, and into the fuel tank of a car whose engine revs and roars as passersby, male and female, smile with appreciation. That’s the Fiat 500X: cheeky, fun, a little hint of romance.
For the 2019 500X, Fiat tweaked the outside with new designs for the headlamps, fog lights, and tail lamps. The faux front skid plate is gone. There are new wheel designs, and inside, the upholstery styles have been revamped. But the big change is the engine.
At 168 inches, the 500X works well in cities where graffiti is bigger than many parking spaces. (Okay, there’s parking outside this NYC diner because it’s a no-parking zone.)
New MultiAir III Engine
For 2016 to 2018, the Fiat 500X offered a 160-hp 1.4-liter MultiAir (Fiat-Chrysler term) turbo engine of 160 hp (or a non-turbo 175-hp four-cylinder). The new MultiAir III in the 2019 model (the same engine as on the Jeep Renegade) drops to 1.3 liters, still four cylinders, plus a low-inertia turbocharger with an electronically triggered wastegate, which keeps too much pressurized air from being fed into the engine. Add variable timing of the intake valves and you’ve got what would have been a race-car engine a generation ago (meaning more than 100 hp per 1.0 liters of engine displacement).
This one puts out 177 hp, which is good (136 hp/liter), and 210 pound-feet of torque, which is just amazing for an engine that isn’t diesel or electric. Also, the torque is all there by 2,200 rpm. What that translates to is stellar performance at low speeds. The car feels like a Ferrari the first two or three seconds you’re hard on the throttle.
The 500X handles well. It’s a Fiat. The latest MultiAir engine (it needs gasoline, too, despite the name) has impressive low-rpm power. The technology is so good, others are licensing it.
Fiat 500X on the Road
In a day test-driving the car on a trip out of and back into midtown Manhattan, plus some twisty suburban/rural roads, and along the New Jersey/New York palisade above the Hudson River, this was an enjoyable cruiser. The air conditioning worked well, the premium Beats Audio system with eight speakers sounded good, and driver and co-pilot had decent legroom and headroom. But we sat close together, as you’d expect in a smaller SUV.
The engine responded instantly to close gaps in heavy traffic, and the car was a blast to drive. As the torque curve with its early peak suggested, 0-30 mph comes up quickly; then 30-60 is a bit more leisurely. But it also means if you’re in a higher gear – the fifth gear ratio is 1.00 to 1 and 6-7-8-9 range from 0.81 to 0.48 – at low rpm, you’re right in the sweet spot of the torque band.
As a long-distance cruiser, the noise level is mostly acceptable but not class-leading. The luggage space is quite good, for two. Back seat space is okay if the driver is normal height or shorter. A console selector lets the driver choose three traction modes: automatic, sport, or traction-plus. The rear axle automatically disconnects for cruising efficiency. It is rated at 24 mpg city, 30 mpg highway, 26 mpg combined, or about 2 mpg better than the older 500X. It wants mid-grade premium fuel but runs on regular.
2019 Fiat 500X Trekking Plus. Note the amazing glossy red dash on this car. (It’s the same color as the exterior paint.) If you like red, there’s both Amore Red and clearcoated Rosso Passione.
Technology and Driver Assists
The car comes standard with a 7-inch center stack LCD, and the well-regarded FCA (Fiat Chrysler Automobile) UConnect version 4 touchscreen infotainment system with Bluetooth, Android Auto, and Apple CarPlay.
Driver assists and safety features that are available, mostly in packages, include adaptive cruise control, rear and front parking sonar, lane departure warning/lane keep assist, forward collision warning, blind-spot detection and rear cross-traffic alert, rain-sensing wipers, and LED headlamps. Adaptive cruise and front sonar are new for 2019.
Most of the driver assists worked well on my drive. The lane departure system will pull the car back if you drive onto a lane edge, but it is not designed to self-center. The adaptive cruise control maintains speed on the highway down to 20 mph. Most new ACC systems are stop-and-go, meaning they go all the way down to 0 mph and then back in, say, rush hour expressway traffic.
The 2019 Fiat 500X. Easy to park in the city especially you order the front and rear sonar.
Fiat 500X Trim Lines
There are three variants, all four-door, all all-wheel-drive of Fiat’s largest model:
Fiat 500X Pop, $26,235 including the mandatory $1,495 freight charge. It has 17-inch alloy wheels with 60-series tires (relatively pothole resistant), LED running and taillamps, manual-adjust cloth seats, a 3.5-inch instrument panel LCD, the Uconnect audio system with 7-inch color LCD, Bluetooth, 3 USB ports, remote entry, and remote start. A $595 Popular Equipment Group package adds rear parking sonar, tinted glass, satellite radio, and auto-on headlamps. There are no safety or driver-assist packages you can add to the entry model.
Trekking, $27,740. It adds most of the Popular Equipment Group gear, as well as premium cloth seats. The Advanced Driver Assistance Group (ADAG), $1,395, is an important option: adaptive cruise, full-speed forward collision warning with active braking, lane departure warning/lane keep assist, and blind-spot detection/rear cross-traffic alert. A separate Driver Assistance Group, $895, provides LED headlamps and front/rear parking sonar. A very good onboard navigation system is $695.
Trekking Plus, $30,940. Beyond Trekking, it adds leather seats, heated front seats, front and rear parking sonar, power driver’s seat adjustments, LED headlamps, eight-speaker audio, and windshield wiper de-icing. There are the same Advanced Driver Assistance Group and Premium Group options. All in, you can pay $35,000.
The 2019 Fiat 500X. The headlamps, taillamps, and running lights are different, as is the front fascia (no more skid plate). The big changes are in the engine room.
Should You Buy?
Wheels are 17- and 18-inchers. No ultra-low profiles that attract potholes.
This is a mid-cycle refresh of a fun, subcompact car that goes after the upper level of the mainstream-brand segment, that is more Hyundai Kona or Mazda CX-3 than Nissan Kicks. It has style aplenty and the little engine that could. It also has competition aplenty. Mazda has done the best job among mainstream brands at proving “class above” is more than a buzzword, as has Hyundai with its little Kona and more recently with its largish Palisade SUV.
The rounded lines of the Fiat 500X make it stand out. Its size makes the 500X easy to park in big cities, especially if you order rear and front parking sonar. Some competitors make standard much of Fiat’s optional driver-assist features. The Premium Group, $1,395, provides a dual-panel panoramic sunroof – how many subcompact cars fit a sunroof panel for the back seat? – plus nine-speaker Beats-branded audio with subwoofer, and 18-inch alloys with 55-series tires. It’s quick off the line to about 30 mph, less so to 60 mph. A combination of a firm suspension and wheelbase just over 100 inches make this a car you’ll want to test drive with your spouse/partner on the kinds of roads you usually drive.
You may like the style of the 500X. It works well for a city resident who wants a car that parks almost anywhere. A minor plus is that Fiat didn’t go crazy-low-profile with the road wheels, so even with the optional rims, you’re less likely to suffer pothole damage.
With the new engine, the 500X is more competitive in a segment that has many good choices. You’ll want to also look at the Hyundai Kona, arguably the car to beat in the subcompact SUV segment, as well as the aging-nicely CX-3. If you’re looking for safety, be sure to add in the price of the Advanced Driver Assistance Group and Driver Assistance Group to the Fiat and the similar package on the competition. The right 500X to us is the Trekking with the two driver-assist packages, making it $30,830.
¿Cuáles son los motores del Fiat 500X 2019?
La nueva oferta mecánica del Fiat 500X 2019 sí que es diferente a la de su predecesor. Para empezar, recibe por primera vez la familia de motores Firefly, con unos bloques de gasolina más eficientes y que incluyen filtro de partículas, y unos diésel con menos vibraciones y ruido. Como cabría esperar, todos están adaptados a la nueva norma anti contaminación Euro 6d-TEMP.
Una de las mayores novedades es el nuevo motor gasolina de tres cilindros 1.0 de 120 CV. Por encima de él se sitúa el 1.3 turbo de cuatro cilindros con 150 CV. Mientras tanto, en gasolina también se ofrece el atmosférico E-Torq de 110 CV. Por otro lado, las alternativas diésel pasan por un motor 1.3 de 95 CV, por otro 1.6 de 120 CV y por un 2.0 de 150 CV como la alternativa más potente. Los dos más potentes de cada combustible llegarán más adelante. Todos estos últimos cuentan con una inyección de AdBlue para reducir las emisiones contaminantes.
Ratings are given for 2 different headlight variations available on this vehicle.
Trim level(s)
High-beam assist credit
Low beams
On the straightaway, visibility was inadequate on both sides of the road. On curves, visibility was inadequate in all 4 tests.
The low beams never exceeded glare limits.
High beams
On the straightaway, visibility was inadequate on both sides of the road. On curves, visibility was inadequate in all 4 tests.
High-beam assist compensates for some limitations of this vehicle’s low beams on the straightaway and all 4 curves.
| LOW BEAMS | Average minimum useful illumination distance (5 lux) | Amount glare exceeded threshold |
|---|---|---|
| Straightaway right edge | 75.8 m | None |
| Straightaway left edge | 39.5 m | None |
| 250m radius right curve, right edge | 46.9 m | None |
| 250m radius left curve, left edge | 38.8 m | None |
| 150m radius right curve, right edge | 41.4 m | None |
| 150m radius left curve, left edge | 33.4 m | None |
| HIGH BEAMS | Average minimum useful illumination distance (5 lux) |
|---|---|
| Straightaway right edge | 122.9 m |
| Straightaway left edge | 64.7 m |
| 250m radius right curve, right edge | 57.3 m |
| 250m radius left curve, left edge | 46.7 m |
| 150m radius right curve, right edge | 45.7 m |
| 150m radius left curve, left edge | 37.8 m |
Trim level(s)
Low beams
On the straightaway, visibility was inadequate on both sides of the road. On curves, visibility was inadequate in all 4 tests.
The low beams never exceeded glare limits.
High beams
On the straightaway, visibility was inadequate on both sides of the road. On curves, visibility was inadequate in all 4 tests.
| LOW BEAMS | Average minimum useful illumination distance (5 lux) | Amount glare exceeded threshold |
|---|---|---|
| Straightaway right edge | 75.8 m | None |
| Straightaway left edge | 39.5 m | None |
| 250m radius right curve, right edge | 46.9 m | None |
| 250m radius left curve, left edge | 38.8 m | None |
| 150m radius right curve, right edge | 41.4 m | None |
| 150m radius left curve, left edge | 33.4 m | None |
| HIGH BEAMS | Average minimum useful illumination distance (5 lux) |
|---|---|
| Straightaway right edge | 122.9 m |
| Straightaway left edge | 64.7 m |
| 250m radius right curve, right edge | 57.3 m |
| 250m radius left curve, left edge | 46.7 m |
| 150m radius right curve, right edge | 45.7 m |
| 150m radius left curve, left edge | 37.8 m |
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