Review: 2014 Fiat 500L (With Video)
I have to admit, I’m a fan of the Fiat 500. Yes, I know it’s just a Fiat Panda with bubbly sheetmetal. Yes I know it’s a little peculiar. Yes I know it’s trying to ride on MINI success. It doesn’t matter, the wee Fiat makes me grin every time I drive one. Whether it’s the slow-as-dirt standard 500, the ludicrously loud Abarth, the almost-convertible 500c or the totally impractical 500e, the Cinquecento knows how to brighten my day. I was therefore excited when Fiat announced the 500’s success would spawn a four door stable-mate for 2014. Is the 500L 40% more smiles for 20% more cash?
When I first saw the 500L at the Chicago Auto Show, I tried to keep an open mind about the exterior styling. The perfectly orchestrated lighting, booth babes and a free cappuccino mug certainly helped distract from the car’s lines. Once I had the super-sized 500 parked in the grocery store parking lot under the harsh California sun, my opinion was set. Something is wrong with the 500L.
On the face of things, a larger 500 sounds like a great idea, I love the way the new 500 looks. The problem is: the 500L is not a stretched 500. Instead, the L is an entirely different car riding on a completely unrelated architecture co-designed by Fiat and Opel. The result is a 500 that got stung by a bee, not a 500 Xeroxed with the enlarge setting at 140%. I don’t think the 500L is hideous, it’s just awkward. Like a slightly overweight person in skinny jeans and a tube top.
If you want a 500L that looks slightly more rugged, the Trekking model gets a tweaked bumper cover featuring more black plastic. Apparently black plastic tells others you’re an outdoor sports person. The side profile is dominated by slab sides and an unusual A and B pillar location. If you can’t tell from the picture above, check out the one below. The A pillar and B pillar are up by the dashboard allowing the windshield to be pushed out towards the front of the car, improving interior room but creating a style that is far from common in America. If I might proffer an opinion: I think going for a 1950’s wrap-around-bubble windshield would have been more unique and more harmonious. Out back the 500’s raked hatchback style is out, replaced by a more practical vertical hatch. I realize that style is subjective so, so I’ll end this section by soliciting your opinion in the comment section. Ready? Set. Flame!
While the funky styling on the outside turned my nose up, the Euro-funk on the inside whet my appetite in a strange sort of way. (Kind of like admitting you eat peanut butter and pickle sandwiches and aren’t pregnant.) Cars in America are so cookie-cutter these days with every car company pulling from the same pool of suppliers are parts that the 500L stands out. In addition to switch gear you won’t find in a Ford or Toyota, the overall style is refreshingly different. Our 500L Lounge tester had the optional pleather dash in a faux-marble pattern that is on the one hand unique and the other a little strange. From the seat design to the parking brake handle and the steering wheel to the air vents, the 500L is just a little different. If you like breaking from the herd, this interior is for you.
Front seat comfort was acceptable for a car in the 500L’s price range ($19,100-$27,895) but could have been better. Part of this is because our Lounge model was a pre-production vehicle and did not have the four-way power lumbar support that is normally standard on Lounge models and optional on Easy and Trekking. I was unable to locate a 500L with the optional lumbar support so keep that in mind. Power seats are not available at any price and the manual adjustment range of motion is more limited than I had expected, but Fiat did go the extra mile and give the same height adjustment levers to the front passenger seat. The 500L’s chunky leather wrapped steering wheel and well placed controls have a premium feel to them you don’t normally find in this price range.
Logically the 500L exists to give 500 shoppers an alternative that can seat 5 and schlep more widgets. Indeed, the rear bench has three belts, is split 60/40, adjusted fore/aft and folded/flipped forward to increase cargo capacity from 21 cubes to 64 cubes. (The front passenger seat also folds flat.) Unfortunately our model was had the panoramic sunroof, a trendy $950 option. Why is that unfortunate? Two reasons. The sunroof drops the ceiling low enough that my head brushed the ceiling and I’m only 6-feet tall. The other problem is the perforated cloth sunshade. It sieves the light rather than blocking it. This didn’t seem like a problem at first, but on a 98 degree day having my head baking and my face freezing lead to a headache that wouldn’t have happened in anything other than a convertible. Except in a convertible I could have put the lid back on. Phoenix shoppers beware. It is now that I should point out I had a passenger who thought this was the best feature ever. I think her head has been in the sun too long.
Americans love cupholders because we love fast food as much as we love fast cars. This is one cultural difference that even European car companies that have been in America for decades continue to get wrong. (I’m lookin’ at you BMW.) If you’re considering a 500L as a family car, there’s a serious deficiency you should know about: the 500L has three cup holders. That’s two less than the car’s occupancy, one less than the American bare-minimum standard and three less than ideal. Yes, the cup holder that slides out of the rear armrest is sturdy. Yes it can handle a 42oz McCokePepsiDew from the drive-thru. But there is only one. Fiat kindly includes a bottle holder in each of the 500L’s doors but tells you to never put a drink without a screw cap in them. Holding your Big Gulp between your knees may be acceptable in Italy, but in suburban America it is grounds for mutiny. Trust me, I found out the hard way.
The 500L is the first Fiat to use Chrysler’s uConnect Infotainment system. (Yes, I am discounting the re-badged Fiat and Lancia models.) Because the 8-inch system found in most Chrysler vehicles wouldn’t fit the dash, a 5-inch system is used in base models while most seem to get the 6.5-inch unit. Both systems carry the uConnect name but the 5-inch system runs an embedded version of Microsoft Windows ala MyFord Touch and the 6.5-inch system runs on the same QNX operating system as other uConnect systems (and Blackberry phones.)
Despite running a different OS, the 5-inch system looks and feels very similar to the other uConnect devices and it follows Chrysler and Fiat’s new direction in infotainment: no standard CD player. Like the RAM trucks and new Jeeps, you can pay $190 for an optical drive but it will be located somewhere other than in the dash. Fiat has said the 5-inch system can also be upgraded to include GPS navigation but details remain sketchy. If you’ve seen the 8-inch system, you’ll be right at home with the 6.5-inch version. I assumed initially that the reduced screen real estate would be an issue for my inner-nerd, but I was mistaken. The reason is that Fiat moved the permanent on-screen button bank to a row of physical buttons below the screen making the useable area almost as large as its bigger brother. If you want the infotainment deep dive, check out the video. I was unable to discern a difference between the standard 6 speaker system on the 500L Pop and the “premium” system found on the other models. I did however find the 6-speaker Beats branded system to have a strange balance with exaggerated bass and muted mid range.
In many world markets, popping the hood of the 500L will reveal a 0.9L two-cylinder engine good for 79 ponies. Clearly this would have taken “Euro-funky” to a level Americans would never accept. In an interesting twist, Fiat skipped over their 1.4L 135HP turbo and gave the 500L some Abarth love the form of their 160 horsepower 1.4L MultiAir turbo. In a move that may make Abarth owners feel left out, Fiat tweaked the small four again, bumping torque from 170 ft-lbs to 184. Thanks to the MultiAir system, the turbo’s 18psi (maximum) of boost can still be enjoyed with 87 octane.
Further upsetting Abarth owners is the fact that this engine is mated to a 6-speed manual or a quick-shifting 6-speed dual clutch transmission. Unlike most of the dual-clutch units out there, Fiat’s “Euro Twin Clutch” transmission uses dry clutches rather than wet clutches as seen in VW’s original 6-speed DSG. Cost and complexity are the main reasons for the dry clutches, however shift quality is not quite up to VW’s standards as a result. Another interesting side effect of the dry clutches is driving at slow speeds, especially on sloping roads, can heat up the clutch pack enough you can smell it.
Based on the 500L’s proportions you might be temped to think it handles like a giant marshmallow. You’d be wrong. At 3,200lbs (with the dual-clutch) the 500L is [relatively] light and thanks to the chassis stamping, the center of gravity is low. Toss in some Italian engineering and the optional 225/45R17 tires (205/55R16s are standard on all models except Trekking) and the 500L is surprisingly agile on the road. I spent a few hours behind the wheel of the base Pop model with the 6-speed manual and the 205-width rubber and came away fairly impressed even in stripper form. The 500L with the optional rubber easily out-grips the Buick Encore and Kia Soul, but if corner carving in your almost-crossover is your style, the Countryman has higher limits and better feel.
Fiat uses a modern electric power steering system in the 500L so that means we can skip steering feel for other topics at hand. Tossing the 500L into corners produces less body roll than you might imagine and the chassis is tuned to the stiffer side of this segment. The 500L’s cabin is considerably quieter than the Soul or the Countryman but not as quiet as Buick’s crossover.
The 6-speed manual transmission has an excellent feel, moderately long throws and a linear, but slightly spongy clutch. The shifter feel is reminiscent of the smaller 500 Abarth except the 500L gains an all important 6th gear and looes the incessant drone designed into the Abarth’s exhaust. The extra cog helps the 500L achieve a very respectable 25/33/28 MPG (City/Highway/Combined) EPA score which is three city and one highway MPG lower than the Abarth. Adding the dual clutch tranny drops the city and combined number by one MPG to 24/33/27. In a week of mixed driving and hill climbing I averaged an impressive 28.9MPG, several shy of the Buick Encore but 4MPG ahead of the Mini Countryman S.
Opinions on Fiat’s dual-clutch transmission are likely to be as mixed as the exterior design. The 6-speed unit has all the benefits and flaws of every other dual clutch robotic manual on the market. Because this is a manual transmission at heart, there is no torque converter. If you understand what’s going on inside the transmission, the behavior makes sense. If you’re passengers aren’t “car people” they will ask: “dude, what’s wrong with your car?” The reason is: the 500L drives like a someone driving a manual. Takes offs have a hint of clutch slip and then an engagement point, this is especially obvious in slow driving where the car is almost constantly slipping the clutch. The 500L gets hill hold assist, but if the incline is shallow, you’re pointing down hill, or you wait too long to press the accelerator, the 500L will roll. On the up side, the transmission’s shifts are fast and crisp and the Fiat unit is just as eager to downshift as it is to up-shift making it a decent companion on mountain roads.
Pricing & Competition
Ah, the bugaboo of every review. Any car can seem like a slam dunk in a vacuum (I’m thinking LS 600hL) but pricing makes the deal. With a spread from $19,100 to $27,895 (without destination), the 500L’s pricing spread isn’t out of the ordinary, but what else competes with the super-sized Fiat? I suppose you could call the $14,700-$23,400 Kia Soul competition, but are they really the same thing? It may not handle as well, be as quiet on the inside or get the same fuel economy as the 500L, but it’s about $4,000 cheaper. That’s a significant difference.
On the other side of the spectrum we have the Buick Encore and Mini Countryman Cooper S. Both the Buick and the Mini seem like better competition thanks to their turbocharged engines, mini SUV looks and more premium brand image. The Buick and Mini both have AWD options which is something to keep in mind, but the majority of their sales are FWD so the comparison is valid. The Buick is over $3,000 more expensive and not as powerful, but it does deliver at least $3,000 worth of interior refinements in my opinion. The Mini on the other hand fails the value proposition costing $8,000-$9,000 more than the Fiat depending on the options. I’d like to say the Mini makes up for the difference, but I’d be lying. Yes the Mini does have better road manners and I like their version of BMW’s iDrive, but the difference isn’t worth the price especially when Mini continues to use some crazy cheap plastics in their cabins.
The 500L is certainly 40% more Fiat for 20% more cash, but the size increase exacts a 50% toll on the cuteness factor and a 20% reduction in fun. Once that math is done, you’re left with the Kia being cheaper, the Encore doing almost everything better and the Mini still selling on brand but delivering little else. The 500L handles well, is reasonably priced, gets good fuel economy and has the largest cargo hold of this group. Paired with a large helping of Euro-funk, I can see why someone would want to own one, I’m just not that person. If you’re torn between the 500 and 500L, get the 500 and rent a four-door when you need one. If you need four-doors all the time, the 500L is unquestionably a better buy than the Mini Countryman, and in many ways a better vehicle as well, but the Kia Soul is a better value and the Buick Encore is just a better car. I can’t believe I said that about a Buick. Someone help me find my wheelchair, I know I left it here before that whippersnapper came in the room.
- I know I’m the only one, but I love a dual-clutch transmission.
- The baby uConnect system hasn’t lost what makes the 8-inch unit great.
- Larger cargo hold than Encore and Countryman.
- Awkward looks.
- Distinct cup-holder shortage in the rear.
- The Kia Soul is a better value.
Fiat provided the vehicle, insurance and one tank of gas for this review
Specifications as tested
0-30: 3.47 Seconds
0-60: 8.34 Seconds
1/4 Mile: 16.72 Seconds @ 85.5 MPH
Average Observed Fuel Economy: 28.9 MPG over 460 miles
More by Alex L. Dykes
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