2017 Fiat 124 Spider

2017 Fiat 124 Spider

Episode 3602
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

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
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW
2024 Ford Mustang Dark Horse Roebling

2024 Ford Mustang Dark Horse

Not Just a One-Trick Pony

Episode 4328
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Mustang name alone is about as nostalgic as it gets, but it seems like whenever Ford ups Mustang’s performance ante, they double down with throwback names like “Boss” and “Mach 1.” But now they’ve actually come up with something all-new for the seventh-gen pony car. It’s the Mustang Dark Horse… and around the race track, it’s anything but stealthy!

Recently, MotorWeek awarded the all-new, seventh generation Ford Mustang with two top honors in our Drivers’ Choice Awards: “Best Sport Coupe” and, even more impressive, our 2024 “Best of the Year.” There are lots of reasons for that ultimate decision, from the modernized take on the iconic profile, to Ford’s unwavering support of the V8 engine and manual transmission. but another reason is this, the 2024 Ford Mustang Dark Horse, the first new Mustang livery in decades.

Bred as the next evolution of Mustang performance, the Dark Horse takes that pony car formula and really kicks it up a notch. It roars to life with Ford’s fourth-gen 5.0-liter, naturally-aspirated “Coyote” V8, cranked up to 500 horsepower–14 ponies more than a GT with active exhaust which is, by the way, standard here. This modern “five-oh” cranks out 418 lb-ft of torque, sent to the rear wheels through your choice of transmission: six-speed manual or, in our case, 10-speed automatic. Note that six-speed is the same Tremec used in the last Shelby GT350 and Mustang Mach 1, an upgrade from the GT’s MT-82.

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2024 Ford Mustang Dark Horse Badge
2024 Ford Mustang Dark Horse Splitter
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On track, our drivers certainly would have preferred the six-speed, as the 10-speed felt more reactive than proactive, with automatic downshifts rather unaggressive. Manual mode using wheel mounted paddle shifters does improve things, allowing us to find better footing through all nine corners of Roebling Road Raceway.

However, for acceleration runs, there’s no doubt about it: this 10-speed rips! After a few trips to warm up the tires, we caught grip for a 0-to-60 time of 4.3-seconds. We have no doubt sub-4.0 seconds with this 10-speed is doable in ideal conditions.

But, the 40-degree air temps didn’t slow us down too much, racing down Roebling’s front straight to hit a 12.7-second quarter-mile at 117 miles-per-hour. Talk about warming us up!

And the day’s fun didn’t stop as we wrung out this 5.0-liter V8 to its 7500 rpm redline. Like Coyotes that came before, the Dark Horse’s V8 loves to rev, and with an exhaust note like this you’ll be compelled to oblige. We managed to hit 147 miles-per-hour before pulling back the reins: six-piston front Brembos that made easy work of hard stops. Joined by four-piston calipers clamping on the rear discs, these brakes were remarkable.

We enjoyed interrogating them lap after lap, but it took a lot for the Dark Horse tires to squeal: grippy Pirelli P Zero Trofeo RS rubber; 305’s in front and 315’s in back, both wrapping 19-inch wheels. Those wheels and tires are part of the available Handling pack, as are adjustable top strut mounts and revised chassis tuning. This $5,000 upgrade also adds the performance rear spoiler and Gurney flap– low enough to not limit visibility, but big enough to show you mean business.

And on the topic of appearance, the Dark Horse, despite the name, will stand out from your neighbor’s fresh-off-the-line GT. Available only as a coupe, it wears bespoke “Dark Horse” badging and graphics. The front end is almost evil with large nostrils sending air directly to the dual intakes, bookended by the seventh-gen’s tri-bar headlights. Opting for a bright color will show all these blacked-out elements even more, but we think it’s rather appropriate in this Blue Ember Metallic paint, reserved for Dark Horse Premiums.

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2024 Ford Mustang Dark Horse Backseat
2024 Ford Mustang Dark Horse Engine
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The interior isn’t too far removed from the GT Premium. All models come with two large displays, a 12.4-inch instrument panel and a 13.2-inch infotainment touchscreen, mounted in one continuous housing. The Deep Indigo cloth seats can be swapped for these leather-trimmed RECAROs; quite comfortable on the street and very supportive on the track.

And although that’s where this machine truly shines, the Dark Horse is perfectly capable of gallivanting you around town too, as the standard MagneRide adaptive suspension means great handling in both scenarios.

Government Fuel Economy Ratings are on-par with a GT running on Regular, 14 city, 22 highway and 17 combined.

The Mustang Dark Horse pricing starts at $61,080, stepping up to $65,075 for a Dark Horse Premium. Add all the bells and whistles, and you can easily exceed $70,000.

But that still smacks us as a supercar-style bargain. So, is Dark Horse worthy of a permanent slot on Ford’s high-performance mantle? Or, does it simply live in the shadow of 60 years of Mustang greats?

Well, its name is “Dark Horse.” That’s far from “Black Sheep.” It’s loud, proud, and does everything a 5.0-liter Mustang should, and a lot more. So, our answer is undeniably… yes!

Specifications

As Tested

  • Engine: 5.0-liter NA V8
  • Horsepower: 500
  • 0-60 mph: 4.3 seconds
  • EPA: 14 City | 22 Highway | 17 Combined
  • Transmission: 10-speed automatic
  • Torque: 418 lb-ft.
  • 1/4 Mile: 12.7 seconds at 117 mph
  • Starting Price: $61,080