2017 Fiat 124 Spider. Photos by author.
Fiat hasn’t sold a compact roadster in the U.S. market since 1982, or 1985 if you count the Pininfarina-badged variant of the 124 Sport Spider. That changes in 2016, as Fiat dealers are now beginning to receive shipments of the all-new 124 Spider, a joint venture convertible built by Mazda, with Fiat components, in Hiroshima, Japan. Having driven a few of the new MX-5s, we were curious about the differences between the models, so when a press fleet 2017 Fiat 124 Spider showed up at the Hemmings World Headquarters in Bennington, Vermont, we were all too eager to grab the keys for some top-down analysis.
The Fiat 124 Spider shares a platform with the Mazda, but no body panels, and the cars differ somewhat significantly in size. From stem to stern, the Fiat measures 159.6 inches, compared to the Mazda’s 154.1 inches, and the Fiat feels like a bigger car – or at least a longer one. Some of that added length contributes to the Fiat’s slightly larger trunk, though luggage space is still at a premium, and better suited for a three-day weekend than a three-week grand tour.
As for the revised exterior styling, Fiat has done a reasonable job of paying homage to the last 124 Sport Spider, particularly in light of the platform limitations it had to work with. From the twin hood bulges, to the shape of the grille, to the “twin tail” theme penned on the original Fiat 124 Sport Spider by designer Tom Tjaarda, familiar elements are there on the new car, though many are reduced to style motifs out of necessity. The end result is a car that looks a bit more elegant than its Japanese cousin, conveying a sense of history that the Mazda, in its current guise, lacks.
The outer skin isn’t all that’s different between the two cars. Fiat goes its own route with suspension tuning, and the mid-range Lusso is actually a bit softer than its Mazda equivalent, though this is hardly a liability on public roads. Under the hood, the 124 carries a turbocharged 1.4-liter four-cylinder engine liberated from the Fiat 500 Abarth, tweaked to produce 160 horsepower and 184 pound feet of torque. That’s five horsepower and 36 pound-feet of torque more than the Mazda, but the Fiat’s larger size and revised sheetmetal does make it a heavier car by as much as 105 pounds, impacting performance.
Transmission choices include a six-speed manual transmission or a six-speed automatic. Mazda MX-5s with the automatic transmission get steering wheel mounted paddle shifters, but only Abarth-trim Fiat Spiders equipped with the automatic (a contradiction in terms, if you ask us) get paddles; the rest make do with a short-throw shiftable automatic. As for performance, the Fiat 124 Spider has a published 0-60 MPH time of 6.8 seconds, compared to 6.3 seconds for the Mazda. Such a difference is largely inconsequential, as no one will be buying either car to take to the drag strip. The published 0-60 time for the Fiat is likely a conservative number, as the one we drove felt faster (on our carefully calibrated butt dyno), especially when the turbo began to deliver boost. Above 2,500 RPM, the Fiat seems to pull harder than the Mazda, though off the line the larger displacement of the Mazda’s four yields benefits.
Inside the cabin, the two cars are remarkably similar, sharing instrumentation, seats and controls. Upholstery differs between the two, as does cabin trim, but one annoying common trait is the infotainment display adopted by Mazda for use in its latest MX-5. On the higher-trim Mazdas we’ve driven, the screen retracts into the dash when the car is shut off, leading us to believe there’s a way to keep it tucked in the dash, instead of displayed prominently atop it. Our Lusso-trim Fiat Spider had this screen permanently fixed in the raised position, and with just an AM/FM radio and no navigation system, it seemed a bit superfluous to have a blank seven-inch display staring us in the face at all times. To make it less obtrusive, we turned off the display, but every time we bumped the “control knob” (inevitable in the compact cabin), the home screen popped up. While this isn’t enough of an annoyance to cross a car like the Fiat 124 off our shopping list, we’ll go on record saying that we wish there were a better alternative (or at least a delete option).
The Fiat shares its cloth convertible top with the Mazda, meaning it’s beautifully designed, weather tight and easy to open or close with one hand. Cabin storage is at a premium, however, as both cars lack a glove box and instead give owners a narrow and shallow tray in the center console (big enough to hold insurance and registration documents, but not a pair of sunglasses), combined with a deep well behind and between the seats. This is large enough to hold the trappings of a standard glovebox, but access is awkward, especially from the driver’s seat.
One thing lacking in our Lusso was cupholders, though we’ll award bonus points for this. The previous-generation Mazda MX-5 came to market in 2006 with cupholders in both the door (perfect for smashing kneecaps) and in the center console, which rendered the compartment largely useless for carrying anything else. Fiat (and presumably Mazda) now give consumers cup holders that can be snapped in place on the console if needed or otherwise stored between the seats (or discarded, for the my-coffee-table-doesn’t-have-a-steering-wheel-so-why-does-my-sports-car-need-cupholders crowd).
Climbing in with the top up requires a bit of limbo dancing, as the Fiat sits low to the ground, even on its stock suspension. Once nestled in place, the seats are comfortable and supportive, and controls are (mostly) where one would expect them to be. Press the “Start” button, and the Fiat Multi Air turbo engine comes to life, sounding a bit throatier than its cross-continent cousin. Front and center, the driver gets a large tachometer (with a 6,500 RPM redline), flanked by a small speedometer on the right and a multifunction display (in Lusso trim models) on the left. This LCD gauge displays fuel lever and water temperature, as well as things like fuel economy, average speed, odometer and trip odometer.
The six-speed automatic transmission, like the one in our loaner Lusso, can be set to Drive and forgotten, but those seeking a more engaging driving experience can row their own gears. While it quickly becomes apparent that this is no F1-inspired, dual-clutch, electronically shifted transmission, the shifts are quick and crisp enough to be entertaining – once one gets used to the gear selector being backward. To our mind, one downshifts by pulling the lever back and upshifts by pushing it forward, but the Fiat (and in its defense, the Mazda) requires the driver to do the opposite. Spend enough time with the car, and it becomes a non-issue; for a casual weekend drive, however, it required constant thought to remember which way was a downshift and which was an upshift.
Once underway, the Fiat delivered a well-rounded blend of performance, handing and comfort. Even with the automatic transmission in Drive, the 124 Spider accelerated with surprising enthusiasm and cornered like the Miata upon which its based, which is to say much like a street-legal go kart. While we didn’t have a 2017 Mazda Miata at our immediate disposal for a closer comparison, the Fiat did feel a bit more forgiving over railroad tracks and changes in pavement, further evidence that Fiat engineers are targeting buyers who favor comfort over autocross lap times.
To the base “Classica” Fiat 124 Spider, which is priced from $24,995, the Lusso trim level adds rain-sensing wipers; dual chrome exhaust tips; keyless entry; stainless steel scuff plates and windshield trim; 17” wheels with three-season 205/45-17 performance tires; the Fiat Connect infotainment system with seven-inch touchscreen display; a driver information display; automatic temperature control; heated leather-trimmed seats; and a ParkView back up camera. Our tester also included the $1,495 Safety and Comfort Collection, which added an auto-dimming exterior mirror; blind spot and cross-path detection; heated external mirrors; an auto-dimming rearview mirror; a ParkSense rear parking assist; security alarm; and built-in Homelink garage door opener. Our Lusso carried a total sticker price (excluding destination charges, taxes and title/license fees) of $31,335.
Our few quibbles aside, the Fiat 124 Spider is a sharp-looking car, blessed with all of the Miata’s virtues and, thanks to the Fiat engine and suspension tuning, a personality just different enough from its Japanese cousin to make it distinctive. Priced on par, if slightly above, the Mazda equivalent, the biggest problem faced by those wanting a Fiat 124 Spider may be finding inventory at a local dealer, but be patient – more, including the eagerly anticipated Fiat 124 Spider Abarth variant, are on their way.
See original article at" https://blog.hemmings.com/index.php/2016/09/20/behind-the-wheel-the-2017-fiat-124-spider-lusso/
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