2017 Fiat 124 Spider
While Fiat is well known worldwide for their diminutive 500, or cinquecento; it’s the 124 Coupe and Spider that first introduced most Americans to the brand back in the late 60s. And after using the 500 to re-introduce themselves here in the states, Fiat has now launched an all-new 124 Spider for us to enjoy. But this is no throw-back two seat Italian sports car!
Up to now, the cars making up Fiat’s U.S. return have indeed been diminutive, mostly economy-minded affairs. But, the overall effect of Fiat’s return has been anything but small, merging with Chrysler in 2014 to create Fiat Chrysler Automobiles. And now things get a whole lot more exciting with the 2017 Fiat 124 Spider.
Now this is where we tell you that this 124 is actually built on the same chassis as the Mazda MX-5, and further, comes out of the same Japanese plant. But this is far from a story about international badge engineering. They really do look a lot different, at least outside, especially when parked next to each other. Where the MX-5 has gotten meaner looking over the years, the 124 looks classy; with a nicely modern update of 60’s Italian-style.
The 124 Spider certainly has a sporty character; but instead of begging you to seek apexes, it yearns for mountain passes, and a more relaxed Grand Touring pace. It’s less edgy and more compliant; a kinder, gentler, and softer MX-5 if you will. Very reminiscent of the first Miata.
The engine is another clear departure. In place of the Miata’s naturally-aspirated 2.0-liter is the same 1.4-liter MultiAir turbo-4 found in other current Fiats, including the raucous 500 Abarth. Here it spins up 160–horsepower and 184 lb-ft. of torque.
It winds up quickly. But, despite more horsepower and torque, an increase in size and weight makes the 124 a tad less spirited off the line than the MX-5, though the exhaust note adds to its much enjoyed Italian flair.
And it surely fits in with the character of the original 124 Spider, which was an everyman’s take on a Ferrari.
We hit 60 in 7.6–seconds, and cleared the ¼-mile in 15.8-seconds at 91 miles-per-hour. Refreshing!
Our tester came with the optional 6–speed automatic in place of the standard 6-speed manual. It worked well enough, with smooth shifts; but really could use some paddle shifters for truly living out the Italian dream. Yes, you can shift manually with the shifter itself, but it’s just not the same.
After taking a few trips through the cones, our early impressions were confirmed; the 124 Spider does respond softer than a Miata.
Steering is numb feeling, but accurate; and there’s always the possibility of snapping the rear loose; as even with the cushier feel, the car remains plenty responsive.
But while unique outside and under the hood, the interior is another story. It’s almost a direct MX-5 copy, including dash-top infotainment screen that responds to touch and a console-mounted controller. To get navigation, you have to opt for Lusso trim and then add the Premium Collection Package.
The 124’s gauges look great and steering wheel placement is just about perfect.
Also there’s still no dash-mounted glove box, rather a storage bin in between the seats, but you do get an outside trunk release. And, with 5 1/2 inches more length, there’s more room in the 124’s trunk, 4.9 cubic-ft. versus the MX-5’s 4.6.
And we love the fact that top operation is still 1-hand fold down simple; thank you Fiat for not complicating that.
Government Fuel Economy Ratings are 25-City, 36-Highway, and 29–Combined. We averaged just 27.1 miles-per-gallon, and this tiny turbo does require Premium.
The Energy Impact Score is still good however, at 11.4-barrels of annual oil consumption with CO2 emissions of 5.0-tons.
There are 3-models of 124 to choose from, starting with Classica at $25,990. For what it’s worth, that makes it the lowest-priced turbocharged convertible in America, but also $240 more than a base MX-5.
So overall, if you like the MX-5, you’ll like the 124. Though, while clearly not politically correct, we do think the 2017 Fiat 124 Spider will easily appeal more to female buyers; though it will certainly attract fans of the original 124 as well.
Mazda says that without the Fiat partnership for the 124, a new MX-5 might not have happened. Now that would have been a calamity. So, we’re ecstatic that Fiat decided to bring back the 124 Spider, for a global tie-up that everyone who loves to drive should go out and celebrate.
Specifications
- Engine: 1.4 liter
- Horsepower: 160
- Torque: 184 lb-ft.
- 0-60 mph: 7.6 seconds
- 1/4 mile: 15.8 seconds @ 91 mph
- EPA: 25 mpg city / 36 mpg highway
- Energy Impact: 11.4 barrels of oil/yr
- CO2 Emissions: 5.0 tons/yr
2024 Mazda CX-90
A Force To Be Reckoned With
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.
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.
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
2023 Land Rover Defender 130
A Better Option For Large Families With An Eye For Adventure
It’s not a stretch to say that the newest Land Rover Defender is the best Defender ever. But, Land Rover has a different kind of stretch in mind for their latest Defender, the kind that enables you to bring more people along for the ride. So, join us for an adventure in the new Defender 130.
No doubt this latest 2nd generation Land Rover Defender is more refined than ever; but for 2023, it’s also bigger than ever with a new Defender 130. Working with the same 119-inch wheelbase as the 5-door 110, there’s more than 13-inches of overall length added, and to be honest, stretching strictly the rear body like that does make it look a little awkward, but certainly no less ruggedly appealing.
For now, buyers can choose between 1 of 2 turbocharged inline 6-cylinder options, the base 296-horsepower P300, and our mild hybrid P400 with 395-horsepower and 406 lb-ft. of torque. A 493-horsepower P500 supercharged V8 will be available in ‘24.
Regardless of which route you take, there’s more than enough grunt to move this longer 130, which is heavier than the 110 by only a couple of hundred pounds. Power delivery is smooth and steady, aided by the mild-hybrid system which is primarily in place for stop/start, but can add a little extra oomph at launch to cancel turbo lag.
But it’s really all about adding more space inside; so, a 3rd row is standard, featuring belts for 3, providing seating for a total of 8 passengers relatively comfortably. There’s more cargo space. Behind that 40/20/40 3 rd row, 13.7 cubic-ft, up from 10.5 on the 110. Behind the 2nd row, 43.5. While all seats down yields 80.9 cubic-ft.
Of course, one thing that doesn’t change no matter how much it has grown is off-road ability. And indeed, like every other Land Rover, it’s so capable that it’s mostly boring in rugged terrain situations, as the only hard work comes in selecting the proper terrain response mode; the Defender takes it from there.
We felt much more involved at our Mason Dixon test track where the 130 left the line more in a smooth and steady fashion than overly aggressive, but power built rapidly as we got moving, hitting 60 in 6.3-seconds. The engine whines more than growls, but the 8-speed automatic transmission keeps things right in the heart of the power band with timely and smooth shifts. ¼-mile completed in 14.6-seconds at 97 miles-per-hour. On the braking end, there was a soft pedal and a good bit of nosedive, but a very solid overall feel and short stops from 60 of just 115-feet.
The standard air suspension delivers a ride that’s more firm than floaty, but when it comes to handling, it felt a little lethargic through our cone course, with nowhere near the amount of precision we experienced over on the Range Rover side. Though steering was quick and light, and there’s wasn’t too much body roll, but that’s mostly because we had to keep speeds very low to prevent stability control systems from shutting down our efforts.
The 130’s interior environment and seat comfort, however, are not far off the Range Rover’s luxury experience. Even if you opt for the synthetic leather, now available across the Defender line, for those wanting to avoid true cow hide. The 11.4-inch Pivi Pro touchscreen mounted in front of the dash looks fantastic, but it’s still not the greatest to use, with very small print and lots of menu diving that requires much attention to navigate. There’s also new 4-zone climate control, along with plenty of storage nooks for all seating positions.
Government Fuel Economy Ratings are 17-City, 21-Highway, and 19-Combined. We averaged 19.7 miles-per-gallon of Premium. Still, it’s just slightly below average on Energy Impact Score, burning through 15.7-barrels of oil yearly with 7.9-tons of CO2 emissions.
With numerous trim levels and multiple powertrain options, there are an enormous number of Defenders to choose from. Just know the 130 starts at $70,575 and tops out with the V8 at $118,075.
Bigger isn’t always better, but if you’ve got a large family full of adventure seekers, the 2023 Land Rover Defender 130 is clearly a better option for spending some quality time well off the beaten path. And it’s not too big as a daily driver either. The 130 truly does deliver more, and does it without compromise.
Specifications
(As Tested)
- Engine: 3.0-liter I-6 Turbo
- Torque: 406 lb-ft.
- 1/4 Mile: 14.6-seconds at 97 mph
- EPA: 17 City / 21 Highway / 19 Combined
- Horsepower: 395
- 0-60 mph: 6.3 seconds
- 60-0 Braking: 115 feet (avg)
- MW Fuel Economy: 19.7 MPG (Premium)