Those not personally invested in the first-generation GLA may not notice that this 2018 version has received a mid-cycle update, but put the new model beside its predecessor and the changes are obvious.…
While luxury branded competitors scramble to fill niches within all the various SUV categories, Mercedes has long led the way.
The German automaker was one of the first with a serious 4x4-capable SUV, its legendary Gelandewagen, now G-Class, dating back to 1979, as well as one of the first with a luxury crossover SUV in the M-Class, more recently dubbed GLE-Class, a mid-size five-seater that harks back to 1997.
The three-pointed star brand has steadily grown its SUV lineup since then, adding the seven-occupant GL-Class in 2006, now named GLS, the GLK in 2008, now replaced by the entirely new GLC, and more recently this GLA-Class in 2014. The following year Mercedes expanded its GLE-Class lineup by adding a sportier Coupe variant, which was followed up last year by the GLC-Class Coupe.
The last two models have more in common with the GLA than any of the others on that long list. No doubt the success of Mercedes' entry-level SUV, along with the mid-size BMW Read Full Story
Full disclosure: I’ve been a fan of Fiat’s 500X since it debuted two years ago as a 2016 model, and certainly didn’t hold back sharing such positive sentiments in my review of a Trekking Plus AWD…
Now well into its second year, the 2017 Fiat 500X delivers excellent value, especially in Sport trim. (Photo: Karen Tuggay, Canadian Auto Press)
Full disclosure: I’ve been a fan of Fiat’s 500X since it debuted two years ago as a 2016 model, and certainly didn’t hold back sharing such positive sentiments in my review of a Trekking Plus AWD model, that trim actually discontinued for 2017. We now have a 500X Sport in our garage, and while not as fully featured as the Trekking it’s nevertheless amply appealing. Unfortunately, the 500X hasn’t done as well on North American sales charts as I first expected or Fiat initially hoped.
As with any new model, the buying public has to like its familial design language in order to enjoy success, and to that end the Fiat brand suffers a similar fate to Mini. I’m not saying that the 500X or its siblings are unattractive in any way (ok, the 500L is a bit odd), but like the iconic British carmaker, the equally storied Italian brand has chosen to cling to its past for all North American offerings instead of offering the many more modern designs within other market segments sold globally, and retrospective styling isn’t for everyone.
The 500X uses fewer retro styling cues than its smaller 500 sibling. (Photo: Karen Tuggay, Canadian Auto Press)
I can’t say for sure that styling is central to Canadian’s lack of interest in the 500X or Fiat in general, nor the U.S. market that mostly shuns the Italian carmaker, but the impressive little SUV remains almost as exclusive as a near-exotic Maserati despite doubling its numbers over the first half of 2017.
Last year Fiat found a mere 766 500X buyers, whereas by the close of Q2 2017 it had already purveyed 786. That’s impressive growth, but still not enough to get it out of the subcompact SUV basement. The only competitor selling less is Mini’s Countryman that arguably targets the premium sector due to much higher pricing, the next slowest selling model being the platform-sharing Jeep Renegade with 3,962 sales last year, albeit a much stronger showing over the first six months of 2017 thanks to 2,968 sales. By comparison, Honda’s HR-V found 12,371 buyers last year and a shocking 8,219 over the first half of 2017, with others in the class being Subaru’s Crosstrek with 9,723 and 3,945 deliveries respectively, Mazda’s CX-3 with 9,354 and 4,873, Chevy’s Trax with 9,072 and 3,202, Mitsubishi’s RVR with 6,196 and 3,443, and so on.
These 17-inch machine-finished alloys are $300 upgrades over the standard Sport model’s 17s. (Photo: Karen Tuggay, Canadian Auto Press)
I’ll tell you why I think these numbers aren’t fair in my upcoming review. For now, suffice to say there’s a lot more to the little Fiat 4×4 that a simple pricing, specs and features overview can attest to. As for pricing, the base front-wheel drive 2017 500X Pop starts at $23,245 before freight and fees, although Fiat is currently offering a $3,000 no-haggle discount, getting the base price down to $20,245. This makes it one of the most affordable in its class, and therefore an even more viable alternative to the aforementioned big sellers than usual.
With the Trekking Plus now gone, Fiat provides four 500X trim levels for 2017. Already noted base Pop trim is immediately followed by the $27,745 Sport (now available for $24,745), plus the non-Plus $28,745 Trekking (now $25,745), and lastly the top-line $31,740 Lounge (now $28,740). I won’t detail out all the features of the two upper trims in this overview, but in short the Trekking gets a sporty off-road theme and the Lounge is downright luxurious, and these models are positioned above a subcompact SUV that starts out fairly well equipped in base trim.
The 500X interior is bright, colourful, cheery, well made, and full of top-tier features. (Photo: Karen Tuggay, Canadian Auto Press)
Standard Pop goodies include bifunctional halogen projector headlamps, body-colour powered heatable side mirrors with integrated turn signals, chrome door handles, a body-colour rear rooftop spoiler, a chromed exhaust tip, a capless fuel filler, an engine block heater, remote keyless entry, an electromechanical parking brake, a body-colour instrument panel, a tilt and telescopic multifunction steering wheel, a 3.5-inch multi-information display, micron-filtered air conditioning, a Uconnect 5.0 multimedia centre with 5.0-inch colour touchscreen, four-speaker AM/FM audio with a USB port and aux input, premium soft-touch interior surfacing, cloth upholstery, powered windows, 60/40 split-folding rear seatbacks and a fold-forward front-passenger seat, tire pressure monitoring with a display, hill start assist, seven airbags, an antitheft engine immobilizer, a security alarm, and more.
The 500X combines fabulous style with superb functionality. (Photo: Karen Tuggay, Canadian Auto Press)
Safety in mind, top-tier trims earn IIHS Top Safety Pick status when optional front crash protection is added, but this level of active safety isn’t available with our Sport trimmed tester. Instead, Sport trim moves its standard feature set up a significant notch from the base 500X thanks to 17-inch alloys on 215/55 all-seasons in place of 16-inch steel rims on 215/60s, a sportier 3.73 final drive ratio instead of 4.43, Fiat’s Dynamic Selector with three driving modes, auto on/off headlamps, fog lamps with cornering capability, deep tint privacy glass, remote start (with the automatic), proximity-sensing keyless entry with pushbutton ignition, a “Premium wrapped” leatherette steering wheel rim, a leather-wrapped shift knob, six-speaker audio, satellite radio with a one-year subscription, Bluetooth phone connectivity with streaming audio, a front centre sliding armrest, another USB port, illuminated vanity mirrors, a reversible height-adjustable cargo floor, etcetera.
Our 500X Sport tester includes almost every option, including a backup camera and navigation for its upgraded 6.5-inch touchscreen. (Photo: Karen Tuggay, Canadian Auto Press)
The only trim standard with a backup camera is top-line Lounge, but don’t worry because Sport buyers can add Fiat’s ParkView monitor separately for $475 or upgrade to the $1,250 Driver Assist Group that includes the camera as well as Park-Sense rear sensors, blindspot monitoring with rear cross-path detection, and a colourized version of the base model’s 3.5-inch multi-information display.
Additional Sport options include a $695 Cold Weather Group with a windshield wiper de-icer, a heatable steering wheel, and heated front seats; a $1,295 Convenience Group with everything from the Cold Weather Group as well as dual-zone auto climate control, an eight-way power-adjustable driver’s seat with four-way powered lumbar support, ambient lighting, and a cargo cover; and a $1,100 Navigation Group that includes navigation with detailed mapping within a larger 6.5-inch touchscreen, plus a compass.
Dual-zone auto HVAC is a nice comfortable touch. (Photo: Karen Tuggay, Canadian Auto Press)
Standalone Sport options include a fabulous $1,295 dual-pane panoramic moonroof, a $995 BeatsAudio sound system, a sportier set of $300 machine-finished 17-inch alloys with black painted pockets, and a $295 compact spare tire. My tester includes nearly everything on the options list, making it especially good for my detailed hands-on review.
Something else I like, Fiat offers the same number of paint choices no matter the trim level, and it’s a massive 11-colour palette allowing buyers a lot more personalization than most competitors. Along with four base colours, which even include trendy Arancio orange and classic Italian Rosso Passione, a colour Fiat clarifies as “Hypnotique Red” as if that should help us picture it, are five $195 metallic hues including stunning new Rame Chiaro, a light copper, and two $995 tri-coat colours, the latter including bright Giallo Tristrato yellow, and Rosso Amore red.
The supportive front seats live up to its Sport trim designation. (Photo: Karen Tuggay, Canadian Auto Press)
The base 500X Pop can only be had with front-wheel drive, but all models above can be outfitted with Fiat’s all-wheel drivetrain, which comes standard with the Lounge. This is nothing unusual, but offering two engines isn’t the class norm. Even base models have a choice of powertrains being that the puny but potent 1.4-litre MultiAir four-cylinder is the designated engine for the six-speed manual, front-wheel drive variant and the larger 2.4-litre Tigershark MultiAir four is dedicated to the ZF-designed nine-speed automatic that comes standard with all-wheel drive. The smaller turbocharged unit puts out a commendable 160 horsepower and 184 lb-ft of torque, whereas the bigger naturally aspirated engine makes 180 horsepower and 175 lb-ft of torque.
Our Sport had the former drivetrain setup that’s good for a claimed 9.5 L/100km in the city and 7.1 on the highway, although thanks to the optional engine’s nine-speed automatic it’s not much thirstier with an estimated rating of 10.7 city and 7.7 highway.
Roomy for rear passengers and cargo? Come back for the full review for all the most important details. (Photo: Karen Tuggay, Canadian Auto Press)
As noted earlier, Fiat’s Dynamic Selector configurable drive modes let you choose pre-programmed settings to manage throttle response and engine revs before shifts, which is an unusually welcome feature for an SUV in this class, giving the 500X a sportier character than most of its rivals. What’s more, the little Fiat SUV’s available all-wheel drive system boasts a disconnecting rear axle to minimize fuel consumption when extra traction isn’t required.
I’ll go over all of my 500X Sport tester’s mechanicals and how well they work in my review, and also point out what makes this SUV more and/or less appealing than key rivals. The subcompact SUV segment is now one of the most competitive after all, with a total of 13 entrants, two of which arrived for this 2017 model year. Three more are expected soon, so it won’t get any easier for Fiat and its unorthodox 500X. Stay tuned…
Listen up. Just in case you haven’t already heard, there’s no better new car for your money than Nissan’s Micra. For just $9,988 plus freight and dealer fees, which makes it the least expensive…
Nissan’s 2017 Micra remains a great looking little entry-level hatchback, especially in top-line SR trim. (Photo: Karen Tuggay, Canadian Auto Press)
Listen up. Just in case you haven’t already heard, there’s no better new car for your money than Nissan’s Micra. For just $9,988 plus freight and dealer fees, which makes it the least expensive new car in Canada, the 2017 Micra represents the best value in the entire auto industry.
What’s more, it’s so much fun to drive that Nissan Canada developed a spec racing series dubbed Nissan Micra Cup to tout its performance prowess, a smart way to change common perceptions about life with an entry-level sub-subcompact economy car.
In case you’re wondering, the Micra Cup racing-spec car is no more formidable off the line than the stock machine being sold for less than $10k, its DOHC, 16-valve, 1.6-litre four-cylinder engine making an equal 109 horsepower and 107 lb-ft of torque, which is sports car territory when factoring in its scant 1,044-kilo (2,302-lb) curb weight.
The black mirror caps, door handles and stripes are from an accessories option package. (Photo: Karen Tuggay, Canadian Auto Press)
To put that last claim into perspective, the pre-owned 1985 Toyota MR2 mid-engine sports car that I managed to talk my boss into giving me for a daily driver after a particularly good sales month (I sold cars for a Toyota dealer in the late ‘80s) tipped the scales at a nearly identical 1,035 kilograms (2,282 lbs) and made 112 horsepower and 105 lb-ft of torque from its AE86 Corolla-sourced 1.6-litre four. It was ruddy quick for its era, and while I won’t directly compare Toyota’s brilliant little “Twin Cam” and its sonorous 7,500-rpm redline to the Micra’s more utilitarian 6,600 maximum spin, both cars utilized standard five-speed manuals and optional four-speed automatics.
The 16-inch alloys, rocker extensions, additional chrome, unique headlights and tail lamps, plus more comes with RS trim. (Photo: Karen Tuggay, Canadian Auto Press)
Rather than be forced to respond to all the MR2 faithful’s hate mail pointing out the obvious benefits of a short-throw manual gearbox, lower centre of gravity, mid-engine rear-wheel drive chassis layout, etcetera ad nauseum, let’s just agree that owning a modern-day subcompact with a similar power-to-weight ratio to a revered classic sports car can result in plenty of smiles at the wheel, whether you have the talent of current 2017 Micra Cup season leader Olivier Bédard, or simply enjoy a spirited drive while commuting back and forth to work, university, or running errands.
Just because it’s inexpensive doesn’t mean the Micra comes without flair, the roof getting these cool sculpted swoops to aid aerodynamics and style. (Photo: Karen Tuggay, Canadian Auto Press)
In truth, today’s Micra has more in common with Toyota’s superb little 2004–2005 Echo Hatchback, which was also a tall, two-box front-drive subcompact, albeit with a 1.5-litre four making 108 horsepower and 105 lb-ft of torque, a five-speed manual or four-speed automatic, and once again a featherlight curb weight of 944 kg (2,081 lbs). It was a cute looking little hatch as well, especially in sportier RS trim, a car I’d love to pick up with its base manual gearbox in good condition. Being that the base Echo Hatch started at $12,995 back in its day, the pricier RS still fetches $4,000 to $5,000 now, which makes the 13-year newer Micra seem all the more appealing.
The 2017 Micra SR offers a lot for just over $16k. (Photo: Karen Tuggay, Canadian Auto Press)
As you can probably tell from the photos, the 2017 Micra SR currently in our garage sells for considerably more than the base S model Nissan woos us down to its dealerships to check out. While the Micra S starts at $9,988, it moves directly up to $13,648 when adding the aforementioned automatic, an upgrade that also bundles in air-conditioning and steering wheel-mounted switchgear complete with cruise controls (the base model’s “naked” steering wheel looks a bit odd in a new 2017 model).
I should also mention these features come alongside a standard menu that includes tilt steering, a trip computer, variable intermittent wipers, an intermittent rear wiper, AM/FM/CD audio with speed-sensitive volume control and an aux jack, fabric seat trim, 60/40 split-folding rear seatbacks, vented front disc and rear drum brakes with ABS, electronic brake-force distribution and brake assist, stability and traction control, all the expected airbags, plus more.
Upgraded sport upholstery includes cool blue and black patterned seat inserts for a classier effect. (Photo: Karen Tuggay, Canadian Auto Press)
Second-rung SV trim, available from $14,048, makes those last items standard no matter the chosen transmission, while also adding illuminated audio and Bluetooth phone controls to the left spoke of the steering wheel, powered windows and locks, the latter featuring remote keyless entry with a panic alarm, body-colour power-adjustable heated side mirrors, body-colour door handles, two more driver’s seat adjustments for a total of six, a flip-down driver’s seat armrest, upgraded cloth upholstery, chrome interior door handles, two more stereo speakers totalling four, and more.
Rear seat comfort and roominess is… we’ll tell you all when we publish our upcoming road test review. (Photo: Karen Tuggay, Canadian Auto Press)
Put beside these two models the top-line Micra SR seems ultra-luxe, thanks to unique sport headlights and taillights, fog lamps, chrome around those fogs as well as the front fascia’s lower grille, side sill extensions, a rear rooftop spoiler, a chromed exhaust tip, and machine-finished 16-inch alloys with black painted pockets on 185/55 all-season rubber (instead of 15-inch steel wheels with covers encircled by 185/60 all-seasons) on the outside, plus a leather-wrapped steering wheel rim, a leather-wrapped shift knob (on manual transmission models), sport fabric seat and door insert upholstery, a 4.3-inch colour display audio system with an integrated rearview parking monitor, a USB port, and more for $16,188 plus freight and fees.
Likewise for luggage space… more details to come. (Photo: Karen Tuggay, Canadian Auto Press)
My $17,188 tester, which includes $1,000 for the automatic transmission, adds $135 for Gun Metallic grey paint while boasting a $460 Colour Studio Trend package from the accessories catalogue featuring coloured mirror caps, door handles, and side sport stripes (glossy black the chosen “colour” in this instance), boosting the as-tested price to $17,783. Despite the Micra’s fabulous base price, I’d be tempted to choose this very trim and accessories package upgrade because it looks so great and drives so well, minus the autobox for improved performance and a lower price.
I’ll go into more detail describing this 2017 Micra SR’s driving dynamics in my upcoming review, while also going into more detail about features usability, interior quality, comfort, roominess, and more. I might even talk sales numbers, being that the Micra outsells all of its key competitors by a grand margin, even shaming larger subcompact models when it comes to popularity. Of course all this makes sense, the Micra being a street-legal race car and all. Come back soon for my full review…
