2016 Fiat 500X First Review

The 2016 Fiat 500X compact crossover SUV could very well be the mainstream hit the Italian brand has been looking for in the U.S. Conceived and largely developed here, it shares much of its underpinnings with the new Jeep Renegade compact SUV. The new 500X boasts a compelling list of features, a usefully sized package, and a competitive price, all wrapped in styling that puts it not just at the top of its class, but of the entire U.S. Fiat lineup

So, it's good, but there's one thing keeping us from getting a 500X tattoo. It's not enough to scratch the 500X off your shopping list, but it could send fence-sitters elsewhere

Features and Models 

But let's circle back to that, and start on the most Italian thing about this new little crossover SUV: the style. Designed in Italy, the 500X looks like what Americans expect from a modern Fiat. Thankfully, the styling was influenced by the aggressively adorable little 500, and not the bigger and assertively goofy 500L. However, it's more than just a bigger version of its little brother, especially with the off-road-look trim you'll find on the Trekking and Trekking Plus models

Inside, the difference is even more pronounced. Where the 500 and 500L have chintzy-feeling interiors filled with hard plastic, the 500X's soft-touch surfaces on the dash and armrests, very good fit and finish, and a generally upscale feel belie the base Pop model's starting price of $20,900, including the $900 destination charge. The back seat fits three in a pinch, although tall passengers will complain about legroom, and the generous cargo area expands not just by folding the rear seats, but with a long-object accommodation thanks to the flip-forward front seat

That base Pop model comes standard with a 1.4-liter turbocharged 4-cylinder and a 6-speed manual transmission; it's the only way you can get a manual in this car. The rest of the lineup uses the 2.4-liter "Tigershark" 4-cylinder mated to a 9-speed automatic transmission (that combination is optional in the Pop). The Easy ($23,200) and Lounge ($25,750) models emphasize a more "street" look, while the Trekking ($24,000) and Trekking Plus ($28,000) both have an off-road-ready appearance, although the 500X isn't meant for the off-road duty its Jeep Renegade brother can handle. Everything except the Pop model is available with all-wheel drive for an extra $1,900, meaning a fully equipped Fiat 500X Trekking Plus will top $30,000

On The Road

Our test car during the introductory drive in and around Malibu, California was a mid-level Trekking with front-wheel drive. It came with the mid-level Uconnect system, with a 5.0-inch full-color display that didn't include navigation, but did have satellite radio, Bluetooth and USB inputs. To that was added the Trekking Collection 3 option package, adding dual-zone climate control, an 8-way power driver's seat, and heated front seats and steering wheel. The total price with destination was a reasonable $25,300. Additional options include a backup camera, a navigation system, and driver assist technologies such as forward collision mitigation and warning, lane-keep assist, and blind spot monitoring with cross-path detection. A Beats audio system, dual-panel sunroof, and leather interior are available on higher-end Lounge and Trekking Plus models

Quieter than most of its competitors, wind and tire noise are notably better than SUVs like the Mini Countryman. The 500X's switches and controls all have a good feel and a sensible layout -- we especially liked the user-configurable digital display between the gauges -- and the soft elbow rests on the doors and center console bin all help add to the refined feel. The 2.4-liter 4-cylnider engine sounds appropriately Italian, and with 180 horsepower it feels plenty strong

The 9-speed automatic is an upgraded version of what's in the Jeep Cherokee, Chrysler 200, and other Fiat-Chrysler vehicles. Mash the throttle to the floor and it downshifts quicker than in those cars, but it's still slower and harsher than competitors. All 500X models except Pop come with a Dynamic Selector knob that controls various drive settings. Move it from Auto to Sport and the transmission responds quicker and holds revs better, but it still needs another round of polish. Sport mode also stiffens the steering response and makes the engine more sensitive to throttle inputs. The other setting, Traction+, remodulates everything to increase traction when roads get slick

Stiff Legs

The Fiat 500X handles surprisingly well, acquitting itself quite well on the twisty roads in the Malibu hills with sharp electrically assisted steering and flat, controlled cornering. But that brings us to our biggest complaint about the 500X: Around town or on the highway the suspension is simply too stiff, and doesn't isolate the body from dips and larger bumps. Rather than floating over a medium-sized dip, the 500X bounces up and down uncomfortably. The same is true for mid-size and larger bumps, and you'll quickly discover just how many of those kinds of undulations are out there. While we like the handling, we think buyers are more likely to cruise around town rather than push their 500X to the limit on a mountain road. Slightly softer shocks would likely solve the problem, and since we drove pre-production vehicles, it's possible that the final suspension calibrations may change. Even if it stays the same, there's a good chance that those shopping at a Fiat dealership will expect more bite in their suspension, and that sportiness may be just what they're looking for

Based on looks, price, and value, the 2016 Fiat 500X has all the makings of a hit as an early entry into a rapidly expanding market segment. Even against competitors like the upcoming Honda HR-V and Mazda CX-3, the new Fiat 500X makes a good case for itself as an American Fiat. Stiff suspension or not, the combination of value and style will be hard to ignore

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Chevrolet Cruze set for spring launch 2016

Regardless of market segment, from basic transportation to ultra-luxury, buyers want more for their money, and that's precisely what Chevrolet plans to deliver with the first major redesign of the compact Cruze sedan. More. And in key areas, less. Which will translate as more in terms of efficiency and dynamics

Due next spring as a 2016 model, the second generation Cruze will be bigger than the current car-2.7 inches longer, on a wheelbase stretched 1.0 inch, to 106.7 inches. The design team devoted most of the dimensional increase to rear seat passengers, where legroom expands by 2.0 inches

Upscale cabin

The new interior has a more upscale appearance -- higher quality materials, an attractive twin cockpit dashboard design, 7.0-inch center stack touch screen display -- and Chevy promises best-in-class connectivity. Another best-in-class claim: more standard safety features than any compact competitor

There will also be more under the hood, which will be home for a new 1.4-liter turbocharged four-cylinder engine. One of GM's new line of lightweight Ecotec direct injection fours, the new engine will be rated for 150 horsepower and 177 pound-feet of torque, according to Chevrolet, gains of 12 hp and 35 lb-ft over the current 1.4 turbo. And without furnishing specifics, Chevy also anticipates higher EPA fuel economy ratings than the 22 mpg city, 35 highway posted by the current powerplant

Chevy's diesel option will carry forward to the new Cruze, but this too will be a new engine, displacing 1.6 liters versus the current 2.0. The new diesel will be offered later in 2016, perhaps in 2017 models. Chevrolet will announce power and fuel economy later

New automatic transmission

A new 6-speed Hydramatic automatic will replace the current automatic transmission, and Chevy will continue to offer a 6-speed manual

Another area where the new Cruze will deliver more is in structural rigidity. Riding GM's new global Delta architecture and utilizing a higher percentage of high strength steel, the Cruze will be 25 percent stiffer, according to Chevrolet, furnishing a better platform for dynamic development

One area where the word more does not apply is in the area of vehicle mass. Although it's bigger than the first generation, the new Cruze will be up to 250 pounds lighter thanks in large part to the new engine and transmission

Improved fuel economy

More power and less mass should add up to more performance, always welcome, particularly when accompanied by improved fuel economy

An intangible in any new car equation is styling. As a contemporary marketing executive recently observed, "design equals desire." The 2016 Cruze echoes some of the styling themes that give the new 2016 Malibu a strong curbside presence, and seems likely to achieve more positive visibility than the first generation

With the on-sale date the better part of year away, Chevrolet wasn't ready to discuss pricing. Current Cruze MSRPs range from just under $17,000 to $26,485

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Cadillac CTS-V boasts 640 horses 2016

Making its first public appearance at the Detroit Auto Show, the 2016 Cadillac CTS-V raises its performance game to an entirely new level. The most powerful and capable production model in the division's 112-year history, the third generation CTS-V matches a bold appearance, awesome power - 640 supercharged horses to be precise - a track-ready chassis and a bounty of enthusiast-grade technology to create an All-American super sedan that's ready to take on the likes of the Audi S6, BMW M5 or Mercedes-Benz E63 AMG Sedan

It's a 200-mph road rager

Motivating the 2016 CTS-V is a new 6.2-liter supercharged V8 that shares basic architecture with the LT4 engine in the 2015 ZO6 Corvette. Although the same displacement as the force-fed V8 in the Gen II CTS-V, this new engine is far more efficient thanks to upgrades like direct injection, Active Fuel Management cylinder deactivation and a redesigned supercharger that builds boost lower in the rev range. In addition to cranking out 84 more horsepower, it develops an additional 79 lb-ft of peak torque. Backed by a new paddle-shiftable 8-speed automatic transmission that ships that force to the rear wheels, the new CTS-V can streak from 0-60 mph in a mere 3.7 seconds and head on to a top speed of 200 mph

To put that potential to best use, the CTS-V also gets structural and suspension enhancements worthy of its ultra-performance pedigree. They start with supplemental reinforcing in all critical areas that ups strength and stiffness by 25 percent compared to a non-V model. That more-robust foundation anchors a comprehensively tweaked version the top-line CTS chassis, highlighted by the latest Gen III Magnetic Ride Control and Performance Traction Management systems complemented by upgraded variable-ratio Servotronic II electrically boosted power steering, an electronically controlled limited-slip differential, a stouter driveshaft and   bespoke halfshafts, wider front/rear track dimensions and huge Brembo brakes. The final touch is a set of super-stiff, staggered-width lightweight 19-inch forged-alloy wheels wrapped in Z-rated Michelin Pilot Super Sport tires, 263/35s up front and 295/30s at the rear

Contoured to cheat the wind

Although its CTS heritage remains clear, this latest V-spec makeover also involves changes to literally every body panel save for its doors and roof. The aero-optimized front fascia features larger air intakes and a unique splitter that adds downforce while an extractor vent in its carbon fiber hood helps cool the engine while reducing lift. Flow-enhancing rocker moldings link the CTS-V's more prominently bulged fenders while the tail sports a functional spoiler and rear diffuser. Buyers seeking more stick with less weight can step up to an optional Carbon Fiber package that brings an even more aggressive front splitter, hood vent, rear diffuser and spoiler

In keeping with its mission, the new Cadillac CTS-V's cabin treatment suitably reinforces the car's high-profile performance theme. Supportive heated/ventilated 20-way power front buckets trimmed in semi-analine leather with suede-style microfiber inserts are standard with more aggressively bolstered Recaro performance seats wrapped in Mulan leather available as an option. The CTS-V's 12.3-inch reconfigurable main instrument cluster gets distinctive V-Series graphics and gauge readouts that work with its standard head-up display and Performance Data Recorder. Other features included in the CTS-V mix are the Cadillac CUE system, voice-activated navigation, Bose premium audio, OnStar 4G LTE connectivity with a built-in hot spot, Bluetooth and Siri Eyes Free

The 2016 Cadillac CTS-V is expected to arrive in showrooms by mid-2015. Pricing won't be announced until closer to the official on-sale date but is expected to start in the $75,000-$80,000 range

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most beautiful sports cars in history

 (1992-1996) MCLAREN F1

 (1963-1965) ASTON MARTIN DB5

(2010) FERRARI 458 ITALIA

(2007) MASERATI GRANTURISMO

 (2008) LAMBORGHINI REVENTON

 (2004-2011) ASTON MARTIN DB9

(2013-2015) PORSCHE 918

(1966-1972) LAMBORGHINI MIURA

(1962-1964) FERRARI 250 GTO

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2016 Cadillac CT6 rolls into the limelight

Although much has been said about the technology in all-new 2016 Cadillac CT6, New York provided the first opportunity to see it all brought together. As a state-of-the-art offering, Cadillac is positioning its flagship 4-door as the harbinger of a return to leadership in the luxury segment

The first of eight new vehicles launched by 2020 in as part of a $12-billion investment program, Cadillac president Johan de Nysschen calls the CT6 "a bold endeavor with unmatched dynamism that reignites a passion for driving in large luxury vehicles." Final judgment will be reserved until we've slipped behind the wheel. But there's no doubt the new CT6 has high-end automakers taking notice of its potential to be a game changer

Presence, elegance and technological innovation

To achieve the goals set for Cadillac's CT6, the automaker focused its development strategy on three key points: presence, elegance and technological innovation. Performance-oriented proportions and bold feature lines give the CT6 compelling visuals highlighted by the latest evolution of a Cadillac signature face that frames the grille with new vertical LED light blades and standard Indirect Fire LED headlamps

Beneath the CT6's tautly drawn aluminum body panels is an all-new aluminum-intensive mixed-metal structure that's nearly 200 pounds lighter than a comparable steel frame. This innovative architecture sets benchmarks for torsional rigidity and noise-isolation. Despite its 204-inch length and 211.4 inch wheelbase, the full-size CT6 weighs roughly the same as its midsize CTS stablemate. Complementing its robust, low-mass foundation, the CT6 features aluminum-intensive suspension parts that Cadillac says endow the car with segment-best ride and handling  in both rear-drive or available on-demand all-wheel drive -- the latter being standard on all V6-powererd CT6 models. To further enhance dynamics, an optional Active Chassis System adds Magnetic Ride Control dampers as well as rear-wheel steering

Three powertrain choices

The CT6 will offer three engines including a 265-horsepower/2.0-liter turbocharged/direct-injected 4-cylinder as well as a pair of new Cadillac V6s. The 3.6-liter naturally aspirated unit develops 335 horses while the range-topping 3.0-liter Twin Turbo offshoot cranks out 400 horsepower and 400 lb-ft of torque. Both incorporate cylinder-deactivation technology, and all three engines will be backed by new 8-speed automatic transmissions that should further boost their yet-to-be-released EPA numbers. While a new-gen V8 Twin Turbo remains on the wish list, expect to see one turn up under the CT6's hood at some point in the future

Accommodating on every level

In keeping with its mission of ultimate indulgence, the 2016 Cadillac CT6 also sets standards when it comes to pampering and protecting all who enter who ride in its sumptuously appointed cabin. Premium leather, exotic wood and carbon fiber elements combine with Cadillac's signature cut-and-sew detailing to create a stylish, sophisticated realm that includes a Quadzone climate control system with four individual controls, a 10.2-inch CUE multimedia screen, OnStar 4G LTE with Wi-Fi hotspot and wireless phone charging. Among its numerous standard/available features, the CT6 offers extended-comfort front seats with multi-massage function, reclining rear seats - including an Articulating Rear Seat Package, a bespoke 34-speaker Bose Panaray premium audio system and a rear-seat entertainment system with dual 10-inch screens

There's plenty to tout about CT6's safety and security features. Its 360-degree camera features an industry-first surround-view recording system that captures front and rear views when the CT6 is in motion and full coverage when the car is parked with its security system activated. Also onboard are an innovative video-streaming Rear Camera Mirror and a driver-selectable Auto Vehicle Hold function that prevents the CT6 from rolling forward or backward when stopped on an incline or in traffic. Finally, this new model offers an Enhanced Night Vision system, Pedestrian Collision Mitigation with automatic braking technology and Advanced Park Assist that pairs automated parking with automatic braking

Production of the 2016 Cadillac CT6 for the U.S. starts late this year. Pricing for the new Cadillac CT6 will be announced closer to its arrival in showrooms

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2016 Acura NSX unveiled in Detroit

One of the biggest debuts at the 2015 North American International Auto Show is the arrival of the 2016 Acura NSX. After trotting out a few different versions of the prototype at various shows over the last couple of years, the production version of the NSX has finally been made public. It'll fly under Acura's flag here in the U.S. but Honda will market the NSX under its badge around the world

Our commitment was to create an all-new NSX that is true to the heritage of NSX-a supercar that delivers a new driving experience, one where every part of the vehicle is respectful of the smartest part of the car, the driver," said Mike Accavitti, senior vice president and general manager of the Acura division. "The soul of a car is the emotional connection it makes with the driver. With the NSX, that connection will be intense and immediate

Hybrid power

Following in the footsteps of other recently introduced supercars like the Porsche 918, McLaren P1, and Ferrari LaFerrari, the 2016 Acura NSX will rely on a hybrid powertrain. An all-new twin-turbo mid-mounted V6 engine and three electric motors (one in back and two more up front), will power the latest NSX. Acura withheld output numbers and overall engine size but we expect to learn all of that soon. A twin-clutch 9-speed transmission will handle gear changes and Acura's SH-AWD system will assist the NSX when taking corners or braking at speed. Acura has already said that the 2016 NSX's acceleration is on par with the Ferrari 458, which draws power from a 4.5-liter V8 and is good for 562 horsepower, while returning fuel economy numbers similar to that of a turbocharged 4-cylinder engine. NSX enthusiasts will remember that the previous generation matched the Ferrari 348 in power and with today's announcement it appears that the NSX has a new rival in the 458

Acura didn't disclose a price for the 2016 NSX but we're expecting it to be in the neighborhood of $150,000. That would put it on par with the Audi R8 and is a bargain when you consider that the Ferrari 458 costs almost three times as much. Honda's Performance Manufacturing Center in Marysville, Ohio has been tapped to produce the new NSX but production will be limited to ensure a high demand

Expect to see the 2016 Acura NSX on the road later this year. Pricing should also be released by then and, needless to say, we're anxious to get behind the wheel of it, so stay tuned

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2016 Cadillac ATS-V First Review

When Cadillac introduced the ATS compact sports sedan in 2013, it signaled a fresh direction for the luxury automaker. Rather than rely on stodgy land yachts like the DTS to build volume, the division was looking to go right at the heart of the entry-level luxury market with a credible rival to the benchmark BMW 3 Series. This stylish, cutting-edge model's mission is to attract a far younger generation of buyers

Fast-forward two years and the automotive attitude adjustment is in full effect. That initial ATS sedan garnered critical acclaim and led shortly after to a stylish coupe variant. On a larger scale, the ATS not only asserts itself as an alluring entry to the luxury brand, but also foreshadows other models with a similar mission to prove the new Cadillac is as much about power and style as its legacy models were about comfort and quiet. Sure, the new-gen Cadillacs can still be serene, but when called into action they will dance with the best European rivals

V-Series is about performance

Proof of this is nowhere more evident than the all-new 2016 Cadillac ATS-V, which goes on sale in the coming weeks. Though in moniker it differs by only one letter from the standard ATS, in reality the two are worlds apart. As even a casual Cadillac fan probably knows, the V-Series represents the brand's performance line. Similar to BMW's M or Mercedes-Benz's AMG, V-Series models have always been the wild ones of the Cadillac clan, fitted with Corvette-derived engines and performance parts

Yet even here the ATS-V goes its own way, and it's the better for it. For example, whereas the past CTS-V could feel like an edgy brute, the new ATS-V is a balanced performer with an excellent blend of track-ready skills and commuter-friendly everyday drivability. Key among the reasons why is the ATS-V's heart, a twin-turbocharged 3.6-liter V6 that cranks out V8-like horsepower

Don't let that displacement number mislead you. Though it shares that liter figure with the naturally aspirated V6 in the standard ATS sedan and coupe, this turbo V6 is specific to the ATS-V. The potent powerplant is Cadillac's first use of a twin-turbo engine in a V-Series car, and it packs even more bite than the twin-turbo V6 used in the current Cadillac CTS. In the ATS-V, the engine is good for 464 horsepower, 44 above the variant in the CTS. The 445 lb-ft, torque is equally impressive. In both track driving and around town, this engine was just one part of a wholly exceptional driving experience

Track star

To prove the car's mettle, Cadillac invited us to Austin. In addition to terrific music and food, this Texas capital is home to the Circuit of the Americas, a 3.41-mile, 20-turn track where the only Formula 1 race in the U.S. is held. Suffice to say, it would do for fleshing out the new Cadillac ATS-V sedan and coupe

And true to the hype, Cadillac's smallest V-Series sedan and coupe is indeed "track-ready." From its specially developed 18-inch Michelin Pilot Super tires to its standard Brembo brakes and aerodynamic front splitter, the ATS-V is built for the kind of performance that far exceeds even the most spirited commute. At least, we're assuming that you don't hit 189 mph on your way to the office, this baby Caddy's top speed

But it's the way the engine, transmission, suspension and chassis work together that make the ATS-V so capable -- and fun -- on a track. The 3.6-liter twin-turbo is a marvel, spitting out nearly as much power as the V8 used in the latest Mercedes-Benz C63 AMG, and 39 more than the turbo-6 in the BMW M3 and M4. It adds up to a high-performance Cadillac that's as capable in a straight line (the ATS-V can go 0-60 mph in 3.8 seconds) as it is clinging to the tarmac in hairpin turns

Electronic aids and choice of transmission

Like the best traction-management systems, the ATS-V offers multiple modes and settings to keep the car in check. On the conservative end, the rear-drive Cadillac ATS-V's Wet mode keeps a tight leash on traction if you have to drive in inclement weather. On the other end, it will let you slide to your heart's content. For our purposes, we put it in Track mode and from there chose a middle-traction setting. This allowed us to slide the car around COTA's hair pin turns just enough to have fun before the system intervened

Both the 5-passenger sedan and 4-passenger coupe can be had with an 8-speed automatic transmission or a 6-speed manual. Both perform very well. The 8-speed is utterly smooth; elect to shift by paddles, and you may not even perceive what's happening below. Credit also must be given to the manual. Whereas the clutch pedal in the old CTS-V could give your leg a workout, the one in the ATS-V is light, and shifts are crisp. In addition to offering rev-matched downshifts, the manual offers "no-lift shifting." This lets you keep your foot firmly planted on the accelerator when shifting. It's a neat feature that enables higher speeds, but definitely takes some getting used to

And we must mention the Performance Data and Video Recorder. Similar to the one introduced on the latest-gen Corvette, this system records your drive in high-definition video, complete with data overlays, to view and learn from later. If you've had a particularly good lap, you can even share it with soon-to-be-envious friends on social media channels

It's worthy on the road, too

The ATS-V is significantly stiffer than the standard ATS, but it's not punishing in everyday driving conditions. We suggest selecting Touring mode for the most pleasant ride. Tire noise was pronounced on rougher sections of Austin's roadways, but far more subdued in highway driving. One warning about the power: You'll want to go easy on the throttle when accelerating from a full stop. There's so much that it's easy to do an inadvertent burnout. At higher speeds on Texas' 80-mph toll roads, the ATS-V was all too eager to accelerate even at that clip

As with the standard ATS --especially the coupe -- sightlines are compromised due to exterior styling. If you're going to plunk down the $61,460 it takes to step into the ATS-V sedan (the coupe starts at $63,660) we recommend spending the extra $1,850 on the Safety and Security Package that includes blind-spot monitoring

Our first road-going exposure to the 2016 ATS-V left us more than impressed. Cadillac has finally created a compact sports sedan that can more than hold its own with the best of what Europe offers. In fact, we dare say that rivals may just find themselves playing catchup to Cadillac

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