2022 Fiat 500X 1.3 M-Jet D 95 Club with Style Pack (I)

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In a history of car production that dates all the way back to 1899, Italian giant Fiat has produced cars of all shapes, sizes and price tags, from the very small 500 Topolino of the 1930s to elegant luxury machines such as the 525 series and 2800 cars of the inter-war period and the supremely elegant 130 Berlina and Coupe of the 1970s, as well as sports cars such as the 8V of the 1950s 6 and out and out racers in the early days of motoring, but it is really the small cars which have come to characterise the  brand above all else and it is with these, a lineage which started with the Topolino of 1936 and continued with the iconic Nuova 500 of 1957 that the marque has had most success. Time after time, as this doyen of the Italian motoring scene looked imperilled, Fiat have pulled out the proverbial and a single car has saved the marque: think 127, or Panda, the Uno and more recently the Punto, all of which have sold in the multi-million not just in Italy but around the world. The latest car to “save Fiat” has to be the 312 series 500 of 2007, a car which successfully recreated the charm of the 1957 model but featuring a 5 Star NCAP Safety rating as well as all the latest technology features,  that was good to drive even in humble entry level guise, creating a “want one” factor which allowed Fiat to sell it, at least initially, for a premium price. With sales of larger Fiats – and the largest of them were gradually being culled from the range and not replaced – struggling, it was perhaps not a surprise that a plan emerged for the second decade of the twenty-first century which would focus on the Panda as an affordable car and a whole family of cars with the 500’s DNA for the more premium offerings. First to see the light of day was the 500L, and just from the first pictures of a rather gawky looking thing, the world was really not sure whether this strategy was going to work, an apprehension which was not quelled when the press got to drive this admittedly very spacious C-segment car. Hurriedly, Fiat released pictures of the other 500-inspired model they were working on, a true crossover-type car for the C-Segment, which they said would be called 500X. The world breathed something of a sigh of a relief, as this looked a whole load better, though learning that it would share its underpinnings with the Jeep Renegade which looked better than it drove, did cause some more alarm. The production 500X was launched in 2014, into a very competitive class, and it is fair to say that right from the outset, it was generally rated as a sort of middle-of-the- road car: pleasant, but not the class-leader. It sold well in Italy, of course, often featuring on the podium as the market’s third best-seller, which is a commendable achievement in a country where small cars rule, but elsewhere sales have been steady but not spectacular. It took me a surprisingly long time to get behind the wheel of a 500X, as every time I booked an Italian rental car of the class in which the 500X sat, I got upgraded to something else, but finally, in 2021, whilst we were still under some Covid restrictions, I received a UK market car as a service loaner whilst my Abarth was in for its annual going over and MoT. I found plenty to like, with strengths which extended beyond the appealing styling, so when Hertz Italia at Bologna airport finally did offer me an Italian market 500X (actually also an upgrade, as I had booked a category one lower than this one), I was happy to accept it and get a second opportunity to sample what is currently the largest car in Fiat’s now somewhat reduced range.

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I was slightly surprised to find that the car I received was a diesel. Fiat withdrew the diesel option from the UK market a couple of years ago, in line with changing market demand. But in Italy, where the adoption of EVs is far lower than a lot of the rest of Europe, partly because so many people live in shared buildings with no means of charging their cars at home, then diesel is still a popular option, so the engine remains in the range. Diesel power in a 500X means the long-lived 1.3 M-Jet unit which puts out 95 or 120 bhp. My test car had the less powerful engine in it. This is quite a refined powerplant. There is no evidence of the once characteristic rattly noise on start up or at idle, but there a distinctive diesel sound persists so you’re never really in any doubt as to which pump to use when refuelling time comes. The car is generally quiet once at a steady speed which just a hint of wind and road noise. Although 95 bhp is not a lot for a car of this size and weight  these days and is a significant reduction on the power output of the petrol engine now offered (a 120 bhp version of the three cylinder 1.0 Firefly engine), this diesel-engined 500X does pull quite well, thanks to ample reserves of torque, though not surprisingly, to get the best out of it, you do need to use the gears. Slightly surprisingly there are only five forward ones here. Upgrade to the 120 bhp version of the car and you do get a six speed ‘box. Despite what you might predict from the rather and-like look of the gearlever, the gearchange is good, with a nice positive feel to it, so you really won’t mind, and it makes quite a change not to have yet another automatic anyway! Driven with some spirit, this Fiat has plenty of acceleration for ordinary motoring and it coped well with some of the hillier parts of Italy that I visited. The fuel gauge decrements in 1/8th increments, not more gradually, which is not really an issue until nearing the bottom of the tank. I covered 772 km in my time with the car and it needed 43 litres to fill it up again, which works out at 50.94 mpg, assuming that the tank was as full on collection as it was on return.

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Like pretty much all other cars in the 500X’ class, enjoyment from behind the wheel was not that high on the list of priorities when the car was under development. There is nothing fundamentally wrong here, but equally you would not pick this as a driver’s car. The steering is light and does not have that much in the way of feel. There is no City button here like you find in the car’s smaller stablemates, but even so, this is not a heavy car to drive and it is also easy enough to manoeuvre and to park up. The handling is front wheel drive safe, tending to understeer if you go into a bend with some enthusiasm and there is some body roll. The car has plenty of grip, though. As the 500X shares its underpinnings with the Jeep Renegade, it has far more in the way of off-road capability than you will find in its rivals, though this was not something that I tested in my time with the car. It comes on relatively high profile 215/60 R16 wheels which help to give it a comfortable ride. There were no concerns with the brakes which did their job effectively. There is the now almost universal electronic handbrake, which you do need to use with this being a manual transmission car. It disengages readily. Even though there are no sensors or cameras to help out, all-round visibility presented no significant problems. Fiat have added many of the latest safety features to the 500X, among which are Lane Departure Warning and Lane Keep Assist. These proved less annoying that they are in some other cars.

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Fiat have certainly made an effort to give the 500X a style all of its own inside, and have largely succeeded producing something that, whilst relatively simply and easy to use does look that bit more interesting and characterful than most cars in this class. There is a definite family resemblance to the smaller 500 model here, with design cues whose inspiration is clear, such as the 500 logo on the dash, the quirky metal door handles, the hard round head restraints, the boiled sweet-like buttons and the pool ball-style gear knob but look closer and you will see that many of the overall details are different. The trim used on the dash matches that of the upholstery. There is a chunky leather wrapped wheel, which proved pleasant to hold. The overall quality of everything here is pretty good though perhaps not quite up to that of some of the VW Group rivals but then most of them cost more and seem to have forgotten design flair. The instrument cluster is pretty conventional, with three separate circular dials, nested together so the outer pair, slightly smaller than the middle one, would overlap with the middle one if they were all drawn out fully. The speedometer is on the left and rev counter on the right with the centre used for a digital speed repeater, vertically stacked fuel level and water temperature gauges and trip computer functions. There are two column stalks, with the lights operated by a control on the dash. You have to twist the right hand stalk for the wipers which is a little awkward. The steering wheel boss has buttons for the cruise control and audio repeaters. The 7” touchscreen, a unit that is used in a number of Fiat and other models from the FCA family as was, is high in the centre of the dash, integrated into the design. Following the 2018 update, this uses the uConnect system which is renowned for being one of the easiest systems to use. DAB radio is included, but not all the stations seemed to work, but that may be a broadcast issue rather than the car, I cannot be sure. Apple Car Play and Android Auto are also standard as is Bluetooth and there two USB ports low on the centre of the dash. Beneath the screen are three buttons for rarely used features and then a pair of air vents with the three dials for the manual air conditioning set relatively low but still easy enough to each.

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Upholstery is cloth with an interesting pattern to it which is a bit more imaginative than what you typically see in cars of this class. There is a good range of seat adjustment on offer, all of it manual in operation, including height but only for the driver. and the wheel telescopes in/out as well as up/down and you can vary the height of the seat belts all of which means that it should be easy to get the driving position that suits best. The SUV-esque styling gives that feeling of a bit more space than in a conventional hatch, with plenty of headroom even though the driving position is quite high and the seat itself proved to be very comfortable with ample support evident on the longer journeys I made during my time with the car.

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There is good space in the rear of the 500X given its relatively compact external dimensions. Even with the front seats set well back, there should be enough space for adult legs. There is a relatively large central console unit which extends fairly well back, meaning that a middle seat occupant may need to sit with the legs splayed, and Fiat sort of acknowledge that this car may be better suited to two occupants here as there only two headrests. Headroom is especially generous. Oddments will have to be confined to the door pockets as there are no map pockets on the seat backs and nor is there a central armrest. Whilst far from the largest in class, the boot is a reasonable size, and is easy to load, as the floor is almost flush with the base of the tailgate. It is a nice regular shape, though it is perhaps a little more shallow than you might be expecting. Unlike the UK spec car I drove in 2021, which lacked it, there is a space saver under the boot floor and a few bits and pieces could be tucked in around it. There are asymmetrically split rear seat backrests which just drop down, to give a much longer load area, though the resulting area slopes up a bit. Inside the cabin, there is a bi-level glovebox, a recess in front of the gearlever, door bins and there are cupholders and trays in the centre console including an open-topped area which feels like it is missing an armrest cover, though it is set well back so would be of little benefit to someone like me who sets the seat well forward.

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During the life of the 500X, there have been a number of different trim versions. Originally, the most affordable model was the 500X Pop, which featured 16-inch steel wheels, cruise control, electric windows and an electronic parking brake as standard. Nothing groundbreaking here… The Fiat 500X Pop Star (yes, it was called that) added 17-inch alloy wheels, front fog lights with cornering illumination, climate control and rear parking sensors. It also brought selectable drive modes and a small 5.0-inch Uconnect infotainment system with Bluetooth. The high-spec Fiat 500X Lounge is one the more desirable models, with highlights including 18-inch alloys, a bigger 6.5-inch infotainment system with navigation and chrome exterior styling. It even got a leather-trimmed gear shifter, an adjustable front armrest and fancy ambient interior lighting. The Fiat 500X Cross was the off-road model, with bespoke 17-inch alloy wheels, an advanced traction control system and tinted rear windows. Other off-roady exterior features included the bespoke front and rear bumpers, chrome exhaust trims and roof bars, while the inside got a leather-trimmed gear shifter and a special dashboard finish as well as an adjustable front armrest with storage. The Fiat 500X Cross Plus built on this with 18-inch alloy wheels, the 6.5-inch media system with navigation, HID headlights, an adjustable cargo floor, front floor mats and ambient interior lighting. When the Fiat 500X range was face-lifted in 2018, the line-up was simplified somewhat. The new entry-level model was badged the Fiat 500X Urban, with spec highlights including a 7-inch media system (with Apple CarPlay and Android Auto compatibility), 16-inch alloy wheels, cruise control and Lane Assist with Intelligent Speed Assist. The Fiat 500X City Cross added more rugged front and rear bumpers, chrome exterior highlights, fog lights and rear parking sensors. It also features 17-inch alloy wheels, body-coloured electrically adjustable door mirrors, automatic dual-zone climate control and a 3.5-inch colour TFT display. The top-spec Fiat 500X Cross Plus came with all of these features as well as LED headlights, roof rails, part-leather interior upholstery, dark tinted windows, a dusk sensor, front armrest with storage compartment and a rear-view camera. It also gets a seven-inch navigation system and 18-inch alloy wheels. A Sport model was added in 2019. Fiat have continued to make further changes. By early 2021, the range now comprised Pop, Connect, Cross and Sport, the UK market engine choice was confined to the 120 bhp 1.0 unit with a manual gearbox or a 4 cylinder 150 bhp 1.3 litre with an automatic. There were some minor visual tweaks for 2022 model year cars, which gained the 500 logo at the front and the new FIAT lettering to the rear. These two design cues were intended to add modernity to the 500X with a nod to the look and feel of the New (electric) 500. For the UK, the 500X MY22 is available in Club, Cross and Sport trim levels, and in two body variants: Hatchback and the newly-announced Dolcevita soft top. Club receives 16-inch alloy wheels, air conditioning, cruise control and seven-inch touchscreen, and is priced from £22,085 OTR. Cross provides buyers with a more rugged exterior and includes rear-view parking camera, 17-inch alloy wheels, LED headlights and automatic dual-zone climate control, priced from £23,585 OTR for the hatchback and £26,235 OTR for the Dolcevita. Top-of-the-range Sport trim has alcantara steering wheel, puddle lights, body-coloured bumpers and side skirts, and colour TFT screen, and is priced at £25,085 OTR for the hatchback and £27,735 OTR for the Dolcevita. Fiat also offer a series of option packs to allow you further to customise your new 500X while offering significant financial saving compared to buying the elements individually. These include the Magic Eye Pack which includes front parking sensors and rear camera, NAVI pack and ADAS pack with Blind Spot Detection and Adaptive Cruise Control. The Comfort Pack includes automatic air conditioning and adjustable seats, visibility pack with xenon headlights, electrochromatic rear view mirror and dusk and rain sensors. Available on all models, the Style Pack includes chrome-plated details and privacy glass with the full-LED pack. In the UK, all trim levels come with the efficient Firefly 1.0-litre unit with six-speed manual transmission. For the Italian market, that engine is also available, as is the 1.3 litre diesel of the test car. The test car would seem to be a Club with the Style pack and optional black painted wheels.

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I’ve always liked the look of the 500X. It manages to evoke the spirit of the much smaller and big-selling 500 and yet has its own style, which has a certain curvy charm to it and is far more visually appealing than the rather gawky 500L. It never really wow-ed the motoring press, though, perhaps because the focus is more on space and comfort with the bonus of class-leading off-road capability thanks to that chassis based on the Jeep Renegade, but the reality is that these are just the attributes that many are looking for. Add in the dash of Italian style, and pricing which whilst not cheap is lower than what is asked for some of the long list of rivals as well as the car’s proven track record of reliability and durability and you might have expected the 500X to have sold more strongly than it has done. Of course, it is quite an old design now, and it is no secret that Fiat are working on a replacement which is likely to leverage the platforms now available from elsewhere in the Stellantis Group and also likely to be engineered first and foremost as an EV. That won’t suit everyone, as the continued existence of a diesel model in 2022 evidences. And if you do get offered one of those, then do take it, as whilst feeling like a bit of a throw-back to motoring of a few years ago, that is, in many ways, actually not a bad thing!

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