Fiat Turns to Mazda for Iconic Sports Car About 50 years after first launching the Fiat 124 Spider in the United States, Fiat is launching a new Spider in Summer 2016. The last time the Fiat 124 Spider was sold in the USA was in 1983. To gain a desirable roadster without having to develop the car themselves, Fiat Chrysler Automobiles (FCA) turned to Mazda.
Fiat wants the 124 Spider to re-establish the sporty image of the brand and communicate “fun, joyous and optimistic” motoring.
Basically, the 2017 Fiat 124 Spider is a reskinned Mazda Miata propelled by a Fiat MultiAir Turbo 4-cylinder engine.
Unique Exterior Styling Take the outstanding Mazda MX-5 Miata and breathe Italian-ness on it and you have the 2017 Fiat 124 Spider. With the rear wheel drive Mazda roadster platform as a base, Fiat has done an excellent job differentiating their little roadster from the Miata. The proportions are definitely Miata, but the Fiat body is 5.5-inches longer with much of the length increase going to the trunk. The exterior styling is different, maybe a bit more upscale looking. The front end has a hexagonal grille with a honeycomb mesh flanked by styled headlamps. It has a friendly face. The rear has sharp horizontal LED taillamps. Both the front and rear designs are reminiscent of the original 124 Spider.
Minor Interior Differentiation The interior is lifted directly from the Miata with material upgrades here and there. The seats are very comfortable and supportive with a unique sew style. Two seat trim colors are available, black and saddle. The saddle seat trim is very upscale looking and radio speakers in the headrests are a nice touch. The interior has been optimized for quietness. Being a roadster, wind buffeting can be a real problem, so care was taken in the windshield header and side window design to minimize buffeting at speed. The top is one of the best features of the Fiat 124 Spider. It can be opened or closed with one hand from either front seat. Brilliant!
Unique Turbo Engine from Italy The Fiat 124 Spider is powered by Fiat’s 1.4L MultiAir Turbo 4-cylinder engine with 160-horsepower and 184 lb-ft of torque. The engine block has been modified for longitudinal installation in the platform and to mate with Mazda’s excellent 6-speed manual transmission and 6-speed automatic transmission.
The suspension has been tuned a bit differently and the ride seems a bit more supple than on the Miata. Handling is crisp as befits the short wheelbase.
Pricing Essentially Equivalent with Miata There are three trim levels: Classica, Lusso and Abarth. There is also a 124 unit special edition car at launch – Prima Edizione Lusso (check all the boxes, unique blue color = $35,000). The base Classica model is priced at $24,995 with the 6-speed manual transmission. Destination charges are $995. About 60% of the Fiat 124 Spider buyers are expected to opt for the automatic transmission that adds $1,350 to the price. The volume model likely will be the $27,495 Lusso model that adds automatic headlamps, fog lamps, rain sensing wipers, automatic temperature control, leatherette and piano black instrument panel inserts, and 7-inch touch screen. Selecting the sportiest Abarth model is $28,195. When compared with the Miata, Lusso seems like a deal compared with the Miata Grand Touring ($31,270) except the Grand Touring Miata is fully loaded. To get that level of equipment on the Fiat 124 Spider adds another $3,795 to the price putting the Fiat only $20 higher than the Miata (Fiat destination charge is $160 higher than Mazda – puts actual price difference at $180 higher than Miata).
This article appeared in Forbes Auto: May 23, 2016
Photo Credit: George Peterson
Mazda has always been a brand different from most. It built its image on rotary engines that were fun to drive, but tough to make. Challenges from emissions and fuel economy regulations doomed the rotary early in the 21st century. Production ceased in 2012 with the demise of the Mazda RX-8 sports car. Mazda’s gorgeous Vision R coupe shown at the 2015 Tokyo Motor Show demonstrates Mazda hasn’t given up on the rotary, but admits only a small group of dedicated engineers are presently working on it. But the rotary engine is just part of the Mazda story.
The Ford Days to Independence From 1979 through 2009, Ford Motor had an increasing equity stake in Mazda Motor. Starting with 7% stake in 1979, Ford increased its position in Mazda until it had effective control with 33.3% of the company. Mazda and Ford teamed up on several car platforms where Mazda’s design expertise opened the eyes of Ford engineers to new more efficient techniques.
As the Great Recession deepened and Ford was struggling for liquidity, Ford divested its shares in Mazda and the company became independent in 2009. The result was a stand-alone brand with good products, but low volumes. In 2011, Mazda raised $1.9 billion to guarantee its future viability and develop its SkyActiv platform now underpinning its cars and crossover SUVs. With the introduction of the Mazda CX-9 crossover SUV in mid-2016, the transition to SkyActiv is complete.
For Mazda’s 2016 Fiscal Year, the company sold a bit over 1.5 million vehicles world wide and had a net income of ¥134 billion (~$1 billion). Prospects are even better going forward as Mazda entered a technology sharing agreement with Toyota in May 2015.
Repositioning “Zoom Zoom” to “Driving Matters” Now the stage is set for Mazda to reposition itself. In the United States, Mazda wants to be perceived as an upscale mainstream brand similar to Acura. Acura has always seemed like an upscale domestic brand (and not particularly successful), so this positioning may make sense.
One of the first things Mazda has done to facilitate this change is change its advertising tag line from “Zoom Zoom” to “Driving Matters.” “Zoom Zoom” has been around seemingly forever, since about 2000. At first, Mazda’s products did not live up to the “Zoom Zoom” tag line, so now that they do, the tag line is changed to a more mature “Driving Matters”. “Zoom Zoom” is still there, but in a secondary position to “Driving Matters”.
“Driving Matters” fits with the attitude that people who buy a Mazda product are more enthusiastic about driving than buyers of most other mainstream brands. Mazda does not want to sell an appliance – transportation from point A to point B – they want to sell a vehicle with an active, sporty driving experience that their owners embrace.
Mazda Vehicles Deliver More of a Premium Ambiance Along with repositioning the message, Mazda’s products have been achieving higher transaction prices at their dealers. Much of this results from selling a richer mix of vehicles with about 50% of the CX-5 being the upper middle Grand Touring model and the CX-9 having a projected 40% being the Grand Touring model (then combined with the Touring model, Touring plus Grand Touring are expected to be 70% of the CX-9 mix). No longer wanting to be a “cheap and cheerful” brand, Mazda will not be the cheapest in any segment. It wants to be best. Simply, the brand is chasing a better quality of business.
Summing up a valuable trip to Japan with Mazda for the Tokyo Motor Show takes only a few words or phrases – fun to drive, Zoom Zoom, SkyActiv, Innovation, KODO, Monotsukuri, rotary
Fun to Drive a Key Strategy Interviews with top Mazda executives at the Tokyo Motor Show reinforced their commitment to producing vehicles that are fun to drive from the get-go. This is a key difference for the small Japanese automaker. Mazda wants to “refresh the heart and soul with the joy of driving”. Mazda North American Operations’ “Driving Matters” tag line is serious.
SkyActiv Yields Substantial Profit Improvement Mazda has targeted its product development resources at its SkyActiv flexible production system that has yielded significant weight reductions, body rigidity improvements and engine performance improvements. SkyActiv is the result of a complete re-thinking of how automotive product development should work and was funded by a $2 billion stock offering in 2012 combined with another $0.6 billion in subordinated loans. Using common architecture, the same designs, parts and processes in its variety of vehicles, Mazda has substantially improved its per unit profitability. New product development costs are a fraction of what they were previously.
SkyActiv engines – SkyActiv-G (Gasoline) – SkyActiv-D (Diesel) are recent developments that both have compression ratios of 14.0:1. High for a gas engine and low for a diesel. While the star of the Tokyo Motor Show was the RX-Vision featuring a SkyActiv-R (Rotary) engine, the rotary is only a dream at this point with a small team of 50 engineers working to solve fuel economy, emissions and reliability challenges. Present engines are Stage 1 of Mazda’s powertrain development progress. Meeting future emissions and fuel economy challenges will come in two further stages with Stage 3 complete sometime in the 2020-2025 time frame.
Mazda is committed to the internal combustion engine and by 2020 90% of its powertrains will still be internal combustion engines but will be modified with hybrid, plug-in hybrid and idle-stop technology to meet regional requirements. There will be little reliance on EVs except where required by regulations. When these advanced technologies are required, Mazda likely will draw on its comprehensive technology sharing agreement with Toyota. Even when using Toyota technology, Mazda will maintain its uniqueness with in-house systems engineering.
KODO Design Brings Human Touch Where Computers Have Taken Over Mazda’s KODO design language has now found its way onto all Mazda’s in production, Mazda is striving for uniqueness. In fact, Mazda is proud that its solutions will be uncommon in an auto industry that has become commoditized.
Mazda’s Design Chief, Ikuo Maeda, says that the company begins its designs using traditional design methods like renderings by hand and hand-sculpted clay models. He contends that mainstream carmakers using computer-aided designs yield styles that are too often reminiscent of each other. At a distance, it is difficult to tell one mid-size car from another for instance. Mazda’s KODO designs try for a unique play of shadow that changes with lighting and perspective.
Autonomous Driving and Mazda Mazda’s CEO, Masamichi Kogai, does not dismiss driver assistance technologies or autonomous driving cars out of hand, but clearly is a strong believer in Mazda’s fun to drive attitude. He says driving keeps a person young, alert and agile. This attitude was a central part of the presentations by and conversations with every Mazda manager we came in contact with. The consistency was refreshing. Passion for cars and enthusiasm for driving is Mazda’s litany. So, where does autonomous driving come into the picture for Mazda in the future? Autonomous technology should take over if the driver has an issue that would impede the safe operation of the vehicle. Autonomous technology would steer the vehicle safely to the side of the road where help could be summoned.
That said, Mazda is competitive in the driver assistance technology it offers today: smart brake support, active LED headlamps, pre-collision throttle control both forward and in reverse, driver attention alert, blind spot monitoring with rear cross traffic alert, radar cruise control, lane keeping assist and lane departure warning.
Heart of Mazda The rotary engine is the “Heart of Mazda”, but unfortunately the company does not have a rotary engine in production now and may not in the future. The last rotary engine was in the Mazda RX-8 which was dropped in 2012. The rotary in that car could not meet the tougher emissions standards being adopted around the world, so the car and engine are history for the time being. Today, a group of 50 Mazda engineers continue to try to break the code of rotary engine emissions, fuel economy and reliability – all very tough challenges. With such a small group, likely with a limited budget, it seems like the hope for a rotary engine anytime in the future is dim.
Mazda executives mean it when they say the rotary is the “Heart of Mazda”. Back in the late ’50s and early ’60s, the Japanese government was thinking of consolidating its automotive industry and Mazda was in the cross hairs. Mazda likely would have been folded into Toyota or Nissan. To demonstrate that Mazda deserved to remain independent the company bought the license for the rotary engine from NSU in West Germany in 1960. Dozens of other companies licensed the technology as well, but Mazda was the only company to successfully bring the engine into production.
RX-Vision That did not, however, prevent Mazda from displaying the RX-Vision concept car at the 2015 Tokyo Motor Show. Widely considered to be the star of the show, the dramatically styled coupe uses a rotary engine to achieve a very low hood height. Using the latest evolution of Mazda’s KODO design language, the RX-Vision has an extremely long hood with the cabin positioned way to the rear. The proportions and scale are surprising from a company like Mazda. In fact, the size and proportions hearken back to the days of the Japanese supercar race with the Toyota Supra, Nissan 350ZX, Mitsubishi 3000GT and the last Mazda RX-7. That was an era when each Japanese company was trying to out-do the other with higher and higher spec sports cars.
The RX-Vision is a sculpture in “soul red” a paint developed to accentuate the flowing lines of the car. Made to take advantage of shadow depth the color is vivid and head-turning. The color also makes the car almost impossible to photograph and even the professional shots used here don’t do the RX-Vision justice. It is a strikingly beautiful concept that likely will never see the light of day – at least in its present form.
Cheap and cheerful is gone. The 2016 Honda Civic sedan has raised the bar for a compact car to new levels. After realizing that the 9th generation 2012 Civic was a dud, and quickly adding band-aids for 2013, Honda has gotten very, very serious with the all new 10th generation Civic. In fact, for awhile there the automotive analyst and journalist community was sensing Honda was losing its mojo. After updates to the Accord, the new Pilot, the HR-V and now the New 2016 Honda Civic, it is clear Honda is back. Honda’s development name for the new Civic is “EPIC” Civic and it fits. To achieve this “epicness” Honda benchmarked not only the usual suspects, but also the C-Class entries from Audi, BMW and Mercedes.
For reference, the 2016 Honda Civic has 5 basic trim levels: LX, EX, EX-T(urbo), EX/Leather, Touring.
More Expressive Styling: While still quickly identified as a Honda, the new Civic is much more expressive than any Civic before it. The car is larger with a 3.0-inch increase in overall length and a 1.2-inch increase in wheelbase. The car is 0.8-inches lower and going back to an old Honda trick, its cowl is 1.6-inches lower giving better forward visibility. The car is lower and wider to give it the look of a more premium car. The Civic adopts its own version of Honda’s evolving face using an upscale looking grille. Innovative front lighting gives the car a unique look. LED daytime running lights are standard. The top-of-the-line Touring model has LED headlamps as well. The bodyside is creased as is today’s fashion with a slight bulge over the front wheels leading to a upper body character line ending in a muscular bulge over the rear wheels. The C-Pillar has a sharp crease separating the roof from the rear fender. The standard LED taillamps are huge V-shaped affairs.
Interior Much, Much More Upscale: The front edge of the instrument panel sweeps below the windshield in a smooth unbroken arc from A-Pillar to A-Pillar and continue down the door trim panel. This adds a sense of width to the car. The instrument panel pad feels very high quality and nowhere near the hard plastic some cars in this class had in the past. The seats are very comfortable – at least in the EX-L trim level with leather interior – and trimmed in high quality leather. The instrument cluster includes a digital speedometer surrounded by an analog tachometer. Nicely done. Honda has paid a lot of attention to the transformer-like center console. The conventional shifter is where you would expect, but ahead of the shift lever is an area for your cell phone or iPad mini. Next to the driver’s knee is the switch for the electronic parking brake. There is a sliding lid that reveals cupholders and space to hold an iPad. Since all Civics have keyless start, there is storage for the key in the console.
Two Engines – Both Upgrades to Predecessor – Honda’s First Turbo in USA: The base engine for the 2016 Honda Civic is a 2.0L double overhead cam 4-cylinder with 158-horsepower (the old Civic had a single overhead cam 1.8L 4-cylinder with 143HP). The upscale engine is Honda’s first turbo in the USA, a 1.5L double overhead cam 4-cylinder turbo with 174-horsepower. The base engine is available with a 6-speed manual transmission or CVT. The Turbo is available only with the CVT. The 2.0L I4 has more power than Corolla, Elantra or Mazda3. The base Ford Focus with a 2.0L 4-cylinder has 160-horsepower edging out the base Civic by a couple of ponies. The Turbo is bested by entries like Ford’s 252HP EcoBoost 4-cylinder Turbo in the Focus ST (manual transmission only) and 350-horsepower in the Focus RS, but those are rarefied enthusiast entries, not mainstream like the Civic Turbo will be.
Joins Democratization of Technology Club: As with many car lines down the price spectrum, Civic now comes with a long list of available technology features capping out with its Honda Sensing system that includes adaptive cruise control with low speed follow, lane keeping assist, road departure mitigation, forward collision warning, lane departure warning. Honda Sensing is standard on the top of the line Touring model and optional for $1,000 on the lower spec models. Even the base LX is pretty well equipped with automatic headlights, auto up/down power windows, ambient interior lighting. LCD color audio system, electronic parking brake and automatic climate control. You get Lane Watch and Apple CarPlay and Android Auto when you move to the EX model. When you go the EX-T you get the 174HP Turbo engine, heated seats XM and HD radio and dual zone automatic temperature control. When you pop for leather, you get an 8-way power driver’s seat. Touring gets the full package: Honda Sensing, rain sensing wipers, LED headlamps, power passenger seat, navigation.
Driving the Civic Turbo: Honda is, after all, an engine company and the new 1.5L Turbo shows that. It has good power to move the car easily. It is smooth and nicely damped from the interior. The engine is quiet even when outside the car. The CVT, a usually reviled transmission type, has been developed to a point where you cannot really tell it’s a CVT. While you expect Honda to provide an outstanding powertrain, it is the solidity, ride, handling and braking that set this Civic apart from its predecessors and many other small cars out there today. It appears that they implemented many of the lessons learned when benchmarking European luxury car competitors. It is that good. No complaints on the dynamics of the car at all.
Pricing: The base price of the 2016 Honda Civic LX is $18,640 with $835 destination and delivery on top of that. The top of the line Touring Edition comes in at $26,500 with $835 D&D. Comparatively, a 2016 Ford Focus S starts at $17,225 with $875 D&D. The Focus S does not have the feature load of the Civic LX. It lacks a 6-speed manual transmission, automatic climate control and one-touch windows all around. The Focus Titanium with (almost) all the boxes checked comes in at $26,125 plus $875 D&D. So from a MSRP standpoint, the two cars are pretty close and Ford dealers are more likely to go for the deal vs. a hot out of the box Civic.
Now for the Nitpicks: There are, of course, no perfect cars even though Consumer Reports contends the Tesla Model S is better than perfect. Here are my nits for the Civic. 1) The steering column adjustment lever is a long reach under the instrument panel. Even though you might not use it often, it is tough to get to. 2) Radio volume control is a slide on the touch screen for the audio system. Might not be too much of a problem once you figure it out, but it would fail the rental car test. 3) Blind spot monitoring system with cross traffic alert is not available. Honda contends this is not now appropriate for the Civic class of car even though several competitors offer it. It appears that Honda is depending on Lane Watch to handle this important safety chore, but Lane Watch will not help you pull out from between two Suburbans in a parking lot and warn you of approaching traffic. Honda used a similar rationale on the Accord where Blind Spot Monitoring is only available on the top of the line. 4) Honda has lowered the front seats by about 1.5 inches. This reduces the hip to floor distance, creates a more laid-back driving position and hampers ingress/egress. The higher seat height in the previous car was better.
Overall: Great Job on the EPIC Civic.
Raising the Bar in a Competitive Segment The Koreans keep getting better and the new 2016 Hyundai Tucson (product code TL) is an example of how Hyundai has executed a segment-beater. Competing against big sellers Honda CR-V, Toyota RAV4, Ford Escape, Jeep Cherokee, Chevrolet Equinox, Mazda CX-5, etc. the new Tucson checks all the boxes. It is well styled and immediately identifiable as a Hyundai (looks almost too much like the Santa Fe Sport). It has a great package – good visibility, spacious front and rear seating, good cargo room, easy ingress/egress. The fit and finish is excellent inside and out. The interior trim materials have moved upwards – almost up to the next higher price class.
MY16 Hyundai Tucson
MY16 Hyundai Tucson
Hyundai Fell Behind in Segment – 2016 Hyundai Tucson Provides Conquest Opportunity The product is good enough to begin some serious conquesting. As the compact crossover SUV market has boomed over the past several years (growing 14.9% 2015CYTD), Hyundai has been left with a less-than-competitive product capable of selling around 45,000 per year. As such, Hyundai Motor America’s share of the segment slipped from about 6% to 2.5%. Some of that is due to capacity constraints from its Korean plant. A new plant in the Czech Republic has come on line and will be supplying Europe freeing up Korean capacity. With the new Tucson on sale in August, 2015, HMA’s volume is expected to rise to 56,200 in 2015 and up to 90,000 or higher in 2016. The 2015 Hyundai Tucson is good enough to pull that off if there is strong marketing support behind the vehicle (the last generation was essentially a “launch and leave” proposition with little marketing support). At 90,000 units, the Tucson will have about 6% of the segment.
Pre-Family Market Target Who will buy the 2016 Hyundai Tucson? HMA sees this as the entry targeted at “pre-family” singles and couples. Tucson is 8.5-inches shorter than the Santa Fe Sport that is targeted at “post-family” couples who no longer need the seven-passenger three row capacity of the 8.5-inch longer (than Santa Fe Sport) Santa Fe. Santa Fe is targeted at “core families”. Tucson democratizes technology by offering most of the latest gee whiz electronic features available on higher classes of products.
Hyundai describes its styling as bold and confident and it certainly comes across that way. It has a slightly more vertical windshield that helps ingress to the front seats. Tucson adopts Hyundai’s new corporate face with the hexagonal grille. From the side view, the Tucson is lean and wedgy. Exterior styling was by Hyundai’s European studio. The interior was styled in California. Ergonomics are outstanding with controls placed where expected. There is an 8-inch information screen with navigation and Hyundai’s BlueLink interface. The only criticism is with map graphics that don’t show enough detail and seem to show only major arteries, not the interesting spur roads you pass.
MY16 Hyundai Tucson
Powertrain OK but Full Throttle is Disappointing The base engine is Hyundai’s Nu 2.0L GDI 4-cylinder that has 164-horsepower and 151 lb ft of torque. The 2.0 L mileage figures are 23/31/26mpg. The 2.0L gets a six-speed automatic transmission. The optional engine, and the engine on the majority of Tucson models, is the Gamma 1.6L 4-cylinder Turbo with 175-horsepower and 195 lb ft of torque. The 1.6L mileage figures are 26/33/29mpg). The 1.6L gets a seven-speed dual clutch transmission. You definitely want the higher torque 1.6L Turbo. The torque is the key to performance feel. In the examples of the Tucson I drove, there was a noticeable lag when full throttle acceleration was wanted or needed from a stop (with traffic approaching, for instance). Pedal to the metal was disappointing. On a part throttle take off, this was not evident. It seemed to happen only when you really wanted the oomph. This is a characteristic an owner will learn over time, but Hyundai should sort it out ASAP.
Fun to drive can be defined an infinite number of ways. The sports car driver will say power and acceleration, braking and handling are the main contributors to fun to drive. There is also the element of sexy head-turning styling ringing the sports car driver’s bell. The sport utility driver will add functionality to that equation. A smart fortwo driver may think its quirky styling, minuscule size (even with its funky transmission) add to the fun to drive experience.
The most fun to drive vehicles in AutoPacific’s New Vehicle Satisfaction Research – those with 85 % or more of their drivers totally satisfied with its fun to drive characteristics include:
1. Chevrolet SS: We can certainly understand this one. Fully loaded 4-door sedan with a Corvette V8, the SS is a great value and adds sedan functionality to a high performance platform. Not a big seller, the SS buyer certainly understands the special car they are driving. One hundred percent of the respondents were totally satisfied with its fun to drive characteristics.
2. Chevrolet Corvette: Corvette is the quintessential American sports car. Big with dramatic styling and powered by a large displacement push-rod V8, the Corvette not only has the dynamics for a fun to drive winner, but also the looks.
3. Porsche Cayman: Curvaceous styling with Porsche DNA, German precision and sprightly dynamics have 94% of Cayman drivers totally satisfied with the fun to drive of their car.
4. Porsche Panamera: The most expensive of the fun to drive vehicles is the Porsche Panamera 4-door sedan with 93% of its owners totally satisfied. Sometimes criticized for its ungainly looks, it checks the boxes for fun to drive. Panamera is in the top ten in power and acceleration. Panamera is top ranked for braking. Panamera is in the top five for handling. Not bad for such a large car.
5. smart fortwo: There are fifteen cars that score 85% or higher in fun to drive. Surprising is one of them is the smart fortwo with 92% of its drivers totally satisfied with its fun to drive. Acceleration and powertrain performance clearly are not strong suits for the fortwo. Only 28% of fortwo owners are totally satisfied with power and acceleration, so there are other things contributing to its fun to drive. Maybe it is handling? – 72% are totally satisfied with its handling. Maybe getting good fuel economy is a contributor? – 76% are totally satisfied with fuel economy. Maybe just fortwo’s quirky styling just puts a smile on their face?
6. Porsche Boxster: The first of the “baby” Porsche entries has sometimes been called a chick’s car, and maybe it is if you watched the episode of Two and a Half Men where Alan buys one, but its owners 91% of its owners are totally satisfied with how fun to drive it is. Owners rate the Boxster in the top ten of totally satisfied with power and acceleration, braking, and handling – all strong contributors to fun to drive.
7. Nissan 370Z: A “classic” sports car, 90% of Z-Car owners are totally satisfied with its fun to drive attributes. It is in the top ten in power and acceleration, but comes up shy in handling ranking 12th and poorly in braking where it ranks 53rd.
8. Jaguar F-Type: Jag’s new sports car entry has 90% of its owners totally satisfied with its fun to drive. F-Type is in the top ten in power and acceleration, 11th in braking and 25th in handling. Clearly, F-Types powertrain strongly contributes to its fun to drive and combined with its classic styling owners score the car very strongly.
9. Subaru BRZ: The BRZ may be a new category of sporty coupe. It is built to be extremely maneuverable and fun for a young person. Small, rear wheel drive, and with the ability to drift around corners, 89% of its owners are totally satisfied with its fun to drive. In the case of the BRZ, its power and acceleration does not deliver on its looks or fun to drive image. Only 30% of BRZ owners are totally satisfied with its power and acceleration ranking it 225th. About 56% BRZ owners are totally satisfied with its braking. Where BRZ shines is in handling with 84% of its owners totally satisfying. It appears that Subaru could improve the standing of the BRZ if engine power was increased substantially.
10. Chevrolet Camaro: A classic American muscle car, 89% of its owners are totally satisfied with its fun to drive attributes. Camaro ranks 17th in power and acceleration with 73% totally satisfied. It ranks 18th in braking with 77% of its owners totally satisfied. Camaro ranks 10th in handling. These are solid results for a sporty coupe showing Camaro succeeds not only on the basis of its iconic image and styling, but also on dynamics.
11. Ford Mustang: The outgoing Mustang still has a lot going it with 88% of its owners totally satisfied with its fun to drive. Mustang owners rank its power and acceleration 28th with 68% totally satisfied. Mustang falls to 95th in braking with 65% totally satisfied. It is 55th in handling with 71% totally satisfied. Clearly, style, image and reputation have gone a long way in contributing to Mustang’s position among fun to drive cars.
12. MINI Paceman: The wierdly styled MINI Paceman is totally fun to drive for about 88% of its owners. 46% of its owners are totally satisfied with its power and acceleration ranking 156th, other MINI entries rank substantially higher. About 67% of its owners are totally satisfied with its braking ranking 52nd. About 75% of owners are totally satisfied with its handling – 27th. Head-turning styling and image strongly contribute to the fun to drive aura of the MINI Paceman.
13. Mazda Miata: Miatas, or MX-5s, are famous for how fun to drive they are. About 86% of its owners are totally satisfied with its fun to drive attributes. Miata is not supposed to be blindingly fast it is supposed to be fun and most owners recognize that. Still, ranking 109th, 53% of its owners are totally satisfied with its power and acceleration. About 68% are totally satisfied with its braking – 48th. About 64% are totally satisfied with its handling – 29th.
14. Mitsubishi Lancer EVO: The last Lancer EVO ranks 14th in fun to drive with 85% of its owners totally satisfied. Generally, a car sold for its performance never lives up to the expectations of its owners in power and acceleration, but the EVO seems to be an exception. About 71% of its owners are totally satisfied with its power and acceleration – ranking 22nd. About 78% are totally satisfied with braking – 13th. About 78% are totally satisfied with handling – 15th. This is a pretty good all-around performance for dynamic attributes. Sayonara EVO, you will be missed.
15. Scion FR-S: The FR-S is the Scion version of the Subaru BRZ. About 85% of its owners are totally satisfied with its fun to drive. Like the BRZ, FR-S owners want more power and acceleration – only 33% are totally satisfied – ranked 222nd. About 52% are totally satisfied with its braking – ranking 178th. About 73% of FR-S owners are totally satisfied with its handling – that is what the car is designed for after all – ranking 37th.
Top Ten Fun to Drive Brands: The ranking of brands includes the fun to drive results for all their entries. The top ten brands are: 1) Porsche, 2) MINI, 3) BMW, 4) Audi, 5) Jaguar, 6) Fiat, 7) Scion, 8) Cadillac, 9) Lincoln, 10) Mercedes-Benz.
B-XSUV How can a vehicle lead a class when you don’t know that that class is? What is a B-XSUV? The B-Class size in Euro-speak is the second from the lowest size class. Second, what is an XSUV? In AutoPacific-speak this means crossover sport utility vehicle. We refuse to call these things CUVs because it is important folks know they are supposed to be SPORT UTILITIES. This is a very new class with entries just beginning to land – Chevrolet Trax, Honda HR-V, Mazda CX-3, the Fiat 500x, etc.
Jeep Renegade So now lets talk about the 2016 Jeep Renegade.
The 2016 Jeep Renegade shares its platform with the 2016 Fiat 500X. The Renegade has rough and tough Jeep cues and mechanical bits that give it great chops off-road – American. The 500X is more of a urban cruiser – Italian.
It’s easy to like the all new 2016 Jeep Renegade on sale March 1, 2015. It is funky looking in a Jeep sort of way, small but wide, easy to maneuver, easy to get into and out of, easy to see out of. And it its base price is about $5,000 less than its new bigger brother the Jeep Cherokee. This puts its base price in the same area as the old, old, old Jeep Compass and Jeep Patriot that we were frankly surprised to realize are still in production.
The built-in-Italy Renegade has Jeep-DNA styling cues including the seven vertical slot grill and trapezoidal wheel openings.
Smaller Than a Honda Civic While the Renegade is short – only 167-inches long – about 15-inches shorter than the Jeep Cherokee (182-inches in length), it makes up for that by being pretty wide. Renegade has a 101-inch wheelbase compared with the Cherokee’s 106-inch wheelbase. It is 74 inches wide, a bit wider than the Cherokee. The 2016 Jeep Renegade has 56-inches of front shoulder room compared with the 58-inches for the Cherokee, but 56-inches seems spacious and generous in the Renegade. Unlike the Cherokee, the Renegade has a lot of glass and good visibility. So from a packaging standpoint, the Renegade comes across like a larger vehicle. Thinking about a car to compare it to that everybody knows… Renegade has a shorter wheelbase and overall width than the 2015 Honda Civic, but is substantially wider. The Renegade is larger than the Honda Fit, but smaller than Civic. Wider than both.
The base 2016 Jeep Renegade comes with a six-speed manual transmission and a 1.4L Multi-air turbocharged 4-cylinder engine with 160 horsepower. Optional sporting a 9-speed automatic transmission, is a 2.4L Multi-Air2 naturally aspirated Tigershark 4-cylinder with 180HP. If this sounds familiar the 2.4L/9-speed auto is also found in the Jeep Cherokee, Dodge Dart, Chrysler 200, and Ram Promaster City.
Capable On- and Off-Road Where the Renegade shines is in the dynamics. It is very maneuverable and easy to drive. Designed to be a true off-roader, the Renegade has good suspension travel and an excellent turning radius. The Jeep folks claim that the “Trail-Rated” Trailhawk version can traverse the Rubicon Trail, but we did not have the chance to prove it since we were in Hollister, California. We did, however, get to ease the Trailhawk down a grade that must have been about 45-degrees. With hill descent control engaged the Renegade slowly, but surely, worked its way down the grade.
Pricing The base price of the 2016 Jeep Renegade is $17,995 with a additional $995 for destination charges. Sneakily, that price does not include air conditioning (even the most basic vehicles sold in the USA have AC standard in most cases). That gets you a front wheel drive Renegade Sport with the 1.4L Multi-Air turbocharged 4-cylinder and a 6-speed manual transmission. The top model Trailhawk begins at $25,995, but when you check all the boxes the price can top $32,000. Not unreasonable for a new small SUV with loads of personality and capability.
What Would We Change The 2.4L 4-cylinder has 180HP which is sufficient for most circumstances. On the freeway, however, it would be nice to have a bit more power – maybe 200 or 205HP. The center stack navigation screen is 5.0-inches diagonally with standard UConnect and when you upgrade to the system with navigation the screen grows to 6.5-inches. In a world where bigger screens are better, we would have opted for a larger 8.4-inch screen. According to the Renegade’s product planner, this decision was made on the basis of styling, not cost or utility. Huh? Go with the bigger screen. On the plus side of screens, there is an available 7-inch reconfigurable display in the instrument cluster the driver can customize to display a myriad of information. Good going.
Satisfied With Acceleration If you are a lucky enough to own a Jaguar XJ, you likely are extremely satisfied with the power and acceleration of your car. In AutoPacific‘s new car and light truck research, 100% of XJ owners are extremely satisfied. Overall, 51% of new car and light truck buyers are extremely satisfied with the power and acceleration of their vehicle. About 86% of sports car owners are extremely satisfied. About 71% of sporty car owners and 70% of aspirational luxury cars are extremely satisfied. At the other end of the spectrum are owners of hybrids and small cars. Only 37% of hybrid owners are extremely satisfied with power and acceleration compared with 40% of small car owners. This might be expected since these products are biased toward maximum fuel economy usually at the expense of spirited driving.
Prius Plug In Hybrid Owners Least Satisfied with Power and Acceleration
Toyota Prius owners are least satisfied no matter which Prius is owned. Only 19% of Prius Plug-In Hybrid owners are extremely satisfied with the power and acceleration of their vehicle. Only 20% of Prius c owners are extremely satisfied. Only 24% of Prius v owners are extremely satisfied and only 27% of the Prius are extremely satisfied. Other Toyotas in the bottom twenty include the Matrix (21%), Lexus CT200h (29%) and Scion xD (30%). Ten of the bottom twenty are hybrids in addition to the seven models from Toyota are: Hyundai Sonata Hybrid (24%), Honda CRZ (26%) and Honda Insight (27%). Four economy cars are among the lowest rated: Honda Fit (25%), Nissan Versa (25%), Mazda 2 (27%), Ford Fiesta (28%), Kia Rio (29%) and Hyundai Accent (30%). Completing the bottom 20 are: Mazda CX5, Mitsubishi Outlander Sport, Mitsubishi Outlander and Jeep Patriot.
How Important is Power and Acceleration? Of course, one of the key questions is how important power and acceleration is to these owners. Overall, 39% of owners say power and acceleration is extremely important to them. So the industry is overachieving slightly having 51% of owners extremely satisfied. Among hybrid owners, only 23% say power and acceleration is extremely important (compared with 37% satisfied). Among small car owners, power and acceleration is important only to 28% (compared with 40% satisfied).