2014 Fiat 500L
There is saying here that “everything is bigger in Texas”. Well to the rest of the world, everything seems bigger in America. And for the Fiat 500 to really be a success here in the states, it was a given that the line-up would have to expand, with additional models and additional size. Well, both are now realized in the boxy Fiat 500L. So, let’s find out if that other saying “bigger is better” is also true.
The 2014 Fiat 500L is a multi-purpose vehicle clearly designed with the youngest of families in mind: parents that desire a unique and stylish ride yet still need room for all of the equipment that seems to accompany just about any family outing.
As for what MPV-like space does for the quirky style of the 500, well it looks as if it has entered its awkward teenage years where all of the parts don’t quite seem to fit.
To be fair, neither of its main urban utility rivals, the Kia Soul or Mini Countryman, are great beauties either. But, the 500L really calls for a double take with details like split A-pillars and bug-eye headlights.
The 500L architecture is unique, not at all a stretched version of the 500 hatchback. It’s over 2-feet longer, with 12.2-inches of additional wheelbase. The chassis will also support Jeep’s forthcoming Renegade CUV.
Our 500L also sported a funky 2-tone, almost Taxi-like, Trekking theme. Though it’s far from the extreme compared to some of the color options that are available.
On the really weird front, Europeans can opt for an onboard espresso maker for their 500L. We won’t be getting that option, or the 3-row version. Imagine that, European cars have gone from not even having cup holders to having in car coffee brewing.
Regardless, while it is a much bigger 500, it’s still relatively small compared to most on the road. That allows for a surprisingly refined and quite European driving experience. A relaxed cruiser on the highway that can also handle switchbacks nicely.
Only one engine is available, and how you feel about it largely depends on which transmission is attached to it. It’s the turbo version of Fiat’s 1.4-liter MultiAir I4, here producing 160-horsepower and 184 lb-ft. of torque.
If you choose to go the automatic route, you’ll get a 6-speed twin clutch transmission that’s clunky, herky/jerky nature had most of our staff wishing for a true automatic. If you don’t mind doing the shifting yourself, the standard 6-speed manual makes for a much better experience, and helps the engine at least feel more powerful.
With the twin clutch tranny at the track, it’s hard to tell whether you’re waiting for the turbo to kick in or just waiting for the engine to hit its power band. But it’s not until you get the RPMs up that power comes on pretty strongly. It took a full 9.0-seconds to hit 60; and 17.0 to run out the quarter mile at 85 miles-per-hour.
And as for our handling course, we confirmed our on-road impressions. While the 500L is definitely tuned for comfort, it proved to be quite a lot of fun when dodging cones. Steering, though lacking in feel, is very direct; body roll is minimal, for what looks like a top heavy vehicle; and the chassis has a nimble feel with very little computer intervention.
Brakes were not quite as impressive, as we did see some fade and only an average stopping distance of 128-feet from 60. But, it remained very stable.
Even if you’re a starting center for your basketball team, you’ll find plenty of head and leg room inside, though the seats are flat and a bit short for long distance comfort. Visibility is great all around, and that includes a rear seat child minding mirror. There is clearly a minivan feel to the interior that includes room for 68.0 cubic-ft. of cargo.
Most of our testers liked the “aero” vibe to the cockpit. The layout is far more “normal” than the 500 hatchback. And that extends to spread out, easier to read gauges.
Government Fuel Economy Ratings are 24-City, 33-Highway, and 27-Combined. We averaged a very good 28.8 miles-per-gallon, but of Premium. The Energy Impact Score is better than average at 12.2-barrels of yearly oil use with CO2 emissions of 5.4-tons.
There are four 500L trim levels, covering a pretty decent range of prices, starting at $19,995 for Pop trim and going to $25,195 for Lounge, with our Trekking nestled in between at $22,195.
Being the first passenger vehicle available here in that is assembled in Serbia is just another thing that makes the 2014 Fiat 500L “different”. Like the slightly smaller Kia Soul, and Mini Countryman, the 500L packs a lot of space, comfort, and utility into a small, family friendly package. And that may be just what it takes for Fiat to really gain a foothold here, and hang on to it.
Specifications
- Engine: 1.4-liter MultiAir I4
- Horsepower: 160
- Torque: 184 lb-ft.
- 0-60 mph: 9.0 seconds
- 1/4 mile: 17.0 seconds @ 85 mph
- EPA: 24 mpg city/ 33 mpg highway
- Energy Impact: 12.2 barrels of oil/yr
- CO2 Emissions: 5.4 tons/yr
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.