2012 Fiat 500 Abarth

2012 Fiat 500 Abarth

Episode 3136 , Episode 3150
Lucas Oil "Keep That Engine Alive"Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

We’ve spent quite a bit of time in the tiny little Fiat 500, both in coupe and convertible form. And have found that if you can handle the ultra-cute looks, the 500 offers a ton of fun for the money. Well, if you’re looking for even more fun for not a lot more money, this Fiat 500 Abarth may just be the ticket. So let’s punch it and find out!

 Here at MotorWeek, we’re all about getting the best performance bang for our buck, and the 2012 Fiat 500 Abarth embodies that sentiment in spades. For starters, this “small, but wicked” Fiat gets a huge boost in power. Under the hood is a thoroughly beefed up version of the MultiAir 1.4-liter I4 found in the standard 500. But, here turbo boost output by 59 horsepower to 160; that’s 114 ponies per liter!  Even more impressive, torque nearly doubles to 170 pound feet. 

The Abarth name may be new to most, but the company has a 60 year tradition of pumping performance out of Italian ride. Now as Fiat’s inhouse tuner, Abarth has done a lot more than just slap on a turbo and call it a day. The 500 Abarth is a total transformation. The suspension has been thoroughly tweaked with new Koni Frequency Selective Damping shocks, stiffer springs, and a solid rear stabilizer bar and all told, sits half an inch lower. 

Just punch the Sport button for maximum engine output, quicker throttle response, and more steering feel, and you’re ready to blast through the corners. Under-steer has been almost eliminated, turn-in is insanely quick, and the car flat out sticks. More fun? Definitely!  Faster? Well, let’s see. Fast is always a relative term, and 0-60 time of 7.7-seconds is not exactly supercar territory, but it is certainly much quicker than previous 500’s that we’ve tested, almost 2-seconds faster, actually.

The quarter mile is obviously quicker as well, at 15.8-seconds and 89 miles per hour. Off the line, the Abarth puts the power down fairly effectively with no torque steer. First and second gears pass quickly, but third is a real workhorse, taking you through most of the ¼ mille. A Ferrari it’s not, but somehow it’s almost just as thrilling. And the sound is great, even if it’s not from a V-12. 

Transmission is 5-speed manual only. It needs a 6th gear! Still, the upgraded unit worked flawlessly throughout our testing. Stopping is also improved, bringing our Abarth to a halt 2-feet sooner than a 500 Sport at 120-feet from 60.   

We all know that Italians like to do things with style, and the Abarth certainly gets a runway worthy makeover, but rest assured there’s function to go along with that form. Starting with a 500 Sport, the Abarth gets a more vertical front fascia, to make more room in the engine bay for turbo plumbing, and to allow room for larger air intakes. Down the sides are extended skirts, and on our test car, painted aluminum 17-inch wheels which replace the standard 16’s. In back, there’s a re-designed fascia, with black lower diffuser and double dual-tipped exhaust; and of course a big rear spoiler.  And if all of that weren’t enough, there are Abarth scorpion shields on just about every body panel, though the red mirror caps and body side stripes are optional. 

We already loved the purposeful interior design of this modern Cinquecento, and now there’s even more amore, with added Abarth elements like a nice thick flat-bottom steering wheel, black leather with red stitching on the gauge hood and shifter, aluminum pedal covers, and body hugging performance seats. Our car had the optional Rosso Nero leather. We’re still not fans of the concentric gauge array, or the dash top TomTom nav, but have no qualms at all about the new turbo boost gauge.  While much more comfortable for two than four, the 500 remains surprisingly practical with its 9.5 cubic-feet of trunk space expanding to 26.8 with rear seats folded. 

Government Fuel Economy Ratings are 28-City and 34-Highway; expect 31 miles-per-gallon of Premium in everyday driving. The Energy Impact Score is quite good at 10.6-barrels of oil consumed per year with annual CO2 emissions of 4.7-tons. As for pricing, the 2012 Fiat 500 Abarth retails for $22,700; that’s about 5-grand over a 500 Sport, but it’s money well spent, as you are definitely getting Filet performance on a PBJ budget which is exactly the way we like it here at MotorWeek. The Abarth is the most fun we’ve had in a car that costs under $25,000, in some time. So, buy two, they’re small!

 

Specifications

  • Engine: MultiAir 1.4-liter I4
  • Horsepower: 160
  • Torque: 170 lb-ft.
  • 0-60 mph: 7.7 seconds
  • 1/4 mile: 15.8 seconds @ 89 mph
  • EPA: 28 mpg city/ 34 mpg highway
  • Energy Impact: 10.6 barrels oil/yr
  • CO2 Emissions: 4.7 tons/yr
2023 BMW X7 Driving

2023 BMW X7

Should Keep The BMW Faithful Coming Back For More

Episode 4238
Lucas Oil "Keep That Engine Alive"Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

While BMW got serious about their SUV game around the same time as most other luxury brands, it took them until just a few years ago to deliver a 3-row example. This year, that X7 is updated with new style and new tech. So, let’s see if that makes it the ultimate premium 3-row family machine.

When it comes to utility vehicles, bigger seems to be better for a lot of people. So, for BMW, there’s none bigger or better than the X7 3-row utility, which for 2023 gets a comprehensive update after just 4-years on the market. That includes a facelift to bring it more in line with the new 7-series carline, which is to say joins the more vertical, aggressive grille party. Also, the actual headlights have been moved lower in the front fascia, with squinty DRLs above for the first time on a BMW. In back, taillights take on a 3D posture, with a new chrome bar connecting them.

There are also multiple new M Sport packages to choose from to spice up the exterior, with larger air intakes up front, high-gloss black trim, upgraded exhaust, cascade grille lighting, and 22-inch wheels, as well as M Sport brakes…

…and the interior too, with aluminum trim and exclusive steering wheel. But, by far the biggest change inside for ‘23 is a new dashtop curved display that eliminates the typical BMW well-hooded gauge pod and blends 12-inch Live Cockpit Pro into the 15-inch infotainment touchscreen, which now features iDrive8. Both a Head-Up Display and a large panoramic sunroof are standard.

2023 BMW X7 Interior Dashboard

Whether set up for 2 or 3 passengers, 2nd row seat room remains plentiful, and though the X7 doesn’t look ungainly large like many of its competitors, access to the 3rd row is quite good. Cargo space is reached through a fairly unique, Range Rover-style, split tailgate, which is quite oddly satisfying to watch unfold. There’s room for 48.6 cubic-ft. of goods behind the 2nd row, with a max of 90.4 cu.-ft.

The base xDrive40i has always been the sensible choice, even more so now with a new inline-6 turbo getting a significant bump in horsepower from 335 to 375, and a 48-volt mild-hybrid system that results in a total of 398 lb-ft. of torque.

At our Mason Dixon test track, there was enough to blast this big beast to 60 in just 5.4-seconds. That’s only about half a second slower than the V8 did the deed back in 2019. Making that optional 523-horsepower V8 simply overkill at this point. Our best ¼-mile pass was 13.9-seconds at 100 miles-per-hour. All X7s get a quick shifting sport-tuned 8-speed automatic transmission, which adds a new Sprint Function that finds the lowest usable gear instantly and maxes electric boost with a hold of the left shift paddle. What fun!

New looks and updated tech are cool, but BMW has also addressed dynamics as well, with a retuning of all chassis systems, including the optional Dynamic Handling Package which adds adaptive suspension with roll stabilization and uses GPS and camera data to prepare for what’s coming. We’re not sure if our slalom course was anticipated, but the X7 sure felt well-equipped to handle it. All-wheel drive is standard on all X7s, along with comprehensive drive modes.

In our braking runs, the pads bit down hard quickly, stopping us from 60 in just 115-feet with very little nosedive.

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Government Fuel Economy Ratings for the 6-cylinder are 21-City, 25-Highway, and 22-Combined. We averaged just 21.0 miles-per-gallon on Premium.

There’s an average Energy Impact Score; 13.5-barrels of oil yearly, with CO2 emissions of 6.5-tons.

Pricing starts at $78,845, and it’s a significant step up from there to $104,095 if you want the V8. Even more reason to stick with the 6-cylinder as far as we’re concerned.

It took the ultimate driving machine folks quite a bit of time to enter the 3-row family crossover segment, but when they did, they were able to create their largest utility ever and keep it consistent with their values. For 2023, the BMW X7 gets even more dynamic, embraces new tech, and looks better too. All things that should keep the BMW faithful coming back for more.

Specifications

  • Engine: I-6
  • Horsepower: 375
  • 0-60 mph: 5.4 seconds
  • 60-0 Braking: 115 feet (avg)
  • MW Fuel Economy: 21.0 MPG
  • Transmission: 8-speed automatic
  • Torque: 398 lb-ft.
  • 1/4 Mile: 13.9-seconds at 100 mph
  • EPA: 21 City / 25 Highway / 22 Combined
2024 Mazda CX-90 Front Quarter 1

2024 Mazda CX-90

A Force To Be Reckoned With

Episode 4238
Lucas Oil "Keep That Engine Alive"Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

If you’ve been following Mazda lately, you’ll know they’ve been fielding some serious new designs; you could even say, they’re latest efforts are 10-times better than before. After all, the CX-3 became the CX-30, then CX-5 became the CX-50, and now it’s the CX-9’s turn. So, let’s find out if this all-new CX-90, their largest SUV yet, is a real multiplier or if it’s all just a numbers game.

Don’t think of this 2024 Mazda CX-90 so much as an updated version of the CX-9, as it’s more of a complete rethink of their 3-row crossover, the first built on an all-new, large vehicle platform for the brand. And this platform carries a host of surprises. Not only does it make the CX-90 bigger by every dimension, but it’s a rear-drive architecture, and features all-new powertrains, including the brand’s first plug-in hybrid, and even an inline-6 engine.

Why an inline-6 to replace the CX-9’s turbo-4? Well, in general terms, I6s are better balanced, run smoother, and can deliver more torque at lower RPM. Just ask the BMW faithful, or any of the truckers you see going down the road hauling more than 20-tons of cargo with their inline-6s.

There are 2-versions of the longitudinally mounted 6, both assisted by turbocharging and a 48-volt mild hybrid system. Output for the base Turbo is 280-horsepower and 332 lb-ft. of torque; this Turbo S cranks it up to 340-horsepower and 369 lb-ft. The PHEV, on the other hand, is based on a naturally aspirated 2.5-liter I4, working with a 100-kW electric motor to deliver 323-horsepower and 369 lb-ft. of torque. A 17.8-kWh battery delivers 26-miles of EV driving.

2024 Mazda CX-90 3
2024 Mazda CX-90 Side Profile
2024 Mazda CX-90 Quarter Rear
2024 Mazda CX-90 Twin-Turbo I-6 Engine Cover
2024 Mazda CX-90 Twin-Turbo I-6 Engine
2024 Mazda CX-90 32024 Mazda CX-90 Side Profile2024 Mazda CX-90 Quarter Rear2024 Mazda CX-90 Twin-Turbo I-6 Engine Cover2024 Mazda CX-90 Twin-Turbo I-6 Engine

It’s not the prettiest SUV, but it does have very smooth body work; plus, the longer hood and 7½-inches of wheelbase stretch over the CX-9, give it more stately proportions. All CX-90s come with i-Activ all-wheel drive and the brand’s first 8-speed automatic transmission; the longer wheelbase allows tow ratings to step up from 3,500-lbs. to 5,000.

At the test track, our Turbo S launched effortlessly with good grip on the way to a 6.4-second 0-60. The smooth vibes continued throughout the ¼-mile, with refined power delivery, seamless shifts, and a noticeably more solid and stable feel at speed than the CX-9. Our best time was 14.7-seconds at 98 miles-per-hour.

Through the cones, it still behaves like a Mazda, with very good steering feel and a solid presence in corners at low to moderate speeds. Some understeer and body roll will show up when pushed hard, but Mazda’s Kinematic Posture Control uses subtle selective braking to help the vehicle rotate, and safety systems will step in well-before it gets out of sorts.

There’s a nice firm feel to the brake pedal, delivering good stopping results of 118-feet from 60 miles-per-hour. You can feel a lot of weight transfer, but nosedive was well contained.

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Another unique element the CX-90 brings is seating arrangements for 6,7, or 8. It’s the 8-seater that’s standard with 3-across bench seating for 2nd and 3rd rows. 7-seaters get either captain’s chairs in the 2nd row, or more contoured seats for the 3rd; 6-seaters sport 2nd row captains and the contoured 3rd row. Cargo capacity varies with seating, but is at best 15.9 cubic-ft. behind the 3rd row, 40.1 behind the 2nd, and 75.2 with all seats folded.

As far as what it’s like to actually live with, the CX-90’s cabin is a clear step up, including on some trims suede-like materials, intricate stitching, and real wood, all consistent with what we’ve seen from the brand lately. A 10-inch dashtop touchscreen is standard for infotainment, with upper trims getting a larger 12.3-incher. We applaud Mazda’s inclusion of plenty of old-school manual controls for radio and climate, which keeps menu diving limited to secondary functions. PHEVs get a few unique controls and readouts to monitor drive modes and battery level.

Overall, the CX-90 is highly functional, entertainingly sporty to drive, and will be more competitive in the ever growing 3-row family crossover segment; and its posh interior may even attract luxury buyers on a budget.

Government Fuel Economy Ratings for the Turbo S are 23-City, 28-Highway, and 25-Combined. We averaged a good 26.5 miles-per-gallon of Regular.

Pricing begins with the base Turbo at Select trim for $40,970, PHEVs are available in Preferred trim and above starting at $48,820, and the Turbo S starts at $53,125.

Force multiplier is a military term for when strategic elements come together to produce results greater than would have been possible without them. Well, no high-level math skills are necessary here to see that the 2024 Mazda CX-90 is clearly more than just a much better CX-9; it’s now a force to be reckoned with in the 3-row family crossover segment.

Specifications

  • Engine: 3.3-liter I-6
  • Horsepower: 340
  • 0-60 mph: 6.4 seconds
  • 60-0 Braking: 118 feet (avg)
  • MW Fuel Economy: 26.5 MPG (Regular)
  • Transmission: 8-speed automatic
  • Torque: 369 lb-ft.
  • 1/4 Mile: 14.7-seconds at 98 mph
  • EPA: 23 City / 28 Highway / 25 Combined
  • Starting Price: $40,970