2016 Fiat 500X

2016 Fiat 500X

Episode 3450
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Fiat brand has gotten off to an uneven and slower than expected restart in the US, despite having some of the most fun to drive cars out there. But, right now, the American market is less about cars and more about SUVs. That’s where this new Fiat 500X now comes to play, with hopes that the brand’s first all-wheel drive utility is the “x” that hits the spot.

Since Fiat returned to our shores with the diminutive 500, they’ve brought a splash of Italian style and a fair amount of substance to the small car ranks. Well, now they’re looking to do the same in the burgeoning subcompact crossover segment with the 2016 500X. 

Having Jeep as a corporate cousin is a great way to get a head start in that endeavor. And indeed the 500X shares a chassis with the Jeep Renegade. 

Base Pop trim is front-wheel-drive only, and comes with Fiat’s 160-horsepower 1.4-liter MultiAir I4 turbo, as well as a 6-speed manual transmission. A 2.4-liter Tigershark I4 powers all remaining trims. As in Renegade, horsepower is 180, torque at 175 lb-ft, with a standard 9-speed automatic.

We know most will opt for the 2.4 and its 9-speed, which continues to show improvement, but still drew some complaints of herky-jerkiness. Driving modes include Sport and Traction + for slippery conditions. 

Like many systems, the 500X’s optional all-wheel-drive setup leaves the rear wheels fully disconnected until called upon for traction assist. 

Ground clearance is a pretty generous 7.9-inches. Still, as is typical for this segment, occasional dirt road and all-weather capabilities are more the priorities than rock-crawling. 

From the looks of things, Fiat was able to get all of the style of the funky 500 to carry over into this larger, more pseudo-rugged shape. Wheelbase is 101.2-inches, an inch and a half less than the 500L which also shares this chassis. 16-inch steel wheels are standard; 17s and 18s optional. 

Fiat has done a great job on the interior, carrying over enough of the 500’s distinct elements; yet somehow making it appear less gimmicky in order to appeal to more mainstream crossover buyers. 

There’s lots of color plus lively seat trim to brighten things up. But, our 500X with its white painted concave dash reflected sunlight directly into the front passenger’s eyes. 

The front seats are also quite firm, and some occupants found it difficult to get comfortable. Ditto in the second row, at least for 6-foot adults, where head, leg, and shoulder room are a bit less than the shorter Renegade. For children and teens, however, it’s adequate for short and long hauls.

Standard niceties’ include dual glove boxes, a rear spoiler, and chrome exhaust tips. Lounge trim adds dual-zone climate, power driver’s seat, heated front seats and steering wheel, which is nice and thick, and a 6.5-inch UConnect touchscreen for nav and apps. 

Cargo volume is notably less than Renegade, perhaps due to the “X’s” stylish shape: 12.2 cubic-ft. of space behind the rear seats; 32.1 cubic-ft. with seats folded.

As for driving substance to go along with its style, at 3,278-pounds, weight is a little less than the Renegade, so the 500X is also a little lighter on its feet around town, though still plenty solid on the freeway. 

However, we did find the ride to be a bit more jostling than the Renegade. Loads of advanced safety systems are available; including blind spot monitoring. 

As for track numbers, with spirited throttle response and a good launch, expect about the same as the Jeep Renegade 2.4; 0 to 60 in a reasonable 8.5 seconds, and quarter mile in a solid if unspectacular 16.5 seconds at 83 miles per hour.

Dicing up the cones, there’s certainly more weight and size to deal with compared to the 500 Coupe, but the X wears its additional girth quite well. It feels as sporty as a Fiat should! 

More important than all of that perhaps, are the Government Fuel Economy Ratings, which are 21-City, 30-Highway, and 24-Combined for an all-wheel-drive 2.4. Our average exceeded expectations at 28.5 miles-per-gallon of Regular. 

500X prices are very reasonable, starting at $20,900 for a front-wheel-drive Pop. This Lounge AWD starts at $27,650. 

Admittedly, if we had to choose between the 500X and the Renegade, we’d go for Jeep’s practical ruggedness over Fiat’s form over function.

That said, we think as a first all-wheel-drive effort, the 2016 Fiat 500X has a lot of appeal, and will certainly bring a much needed all-weather option to Fiat studios. So, while this X may not precisely mark our tiny ute hot spot, it still left a very positive impression.

Specifications

  • Engine: 1.4 liter / 2.4 liter
  • Horsepower: 160 / 180
  • Torque: 184 lb-ft / 175 lb-ft
  • 0-60 mph: 8.5 seconds
  • 1/4 mile: 16.5 seconds @ 83 mph
  • EPA: 21 mpg city/ 30 mpg highway
2024 Lexus TX 2

2024 Lexus TX

Built To Please Luxury-Minded American Families On The Move

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

Lexus sells SUVs in just about every shape and size, but until now has never had a true large three-row family-style crossover in their lineup. Well, the new TX is just that. So, let’s find out if the seventh SUV to enter the Lexus brand is also able to usher in a new era of big-family luxury.

Lexus has been in the SUV game longer than most luxury brands, but the all-new 2024 Lexus TX is their first purpose-built, large three-row crossover utility. Looking equal parts enormous and luxurious outside, it’s a big jump up from the no longer available RX350L, as far as space inside front to back, but especially in the third row when it comes to legroom, but also in flexibility and ease of use compared to their other current three-row offering, the truck-based LX600.

The TX’s 20.2 cubic-feet of space behind that third row is a real bonus too. That space expands to 57.4 cubic-feet when you fold the second-row seatbacks, with a 97.0 cubic-foot max with all seats stored and folded. And of course, there are charging ports just about everywhere you look inside, ensuring families are as connected as they are comfortable. And it is a very comfortable family hauler with seating arrangements for either six or seven passengers.

2024 Lexus TX 3/4 Front
2024 Lexus TX Dead Front
2024 Lexus TX Profile
2024 Lexus TX Taillight
2024 Lexus TX Dead Rear
2024 Lexus TX Grille
2024 Lexus TX Wheel
2024 Lexus TX Gas Engine
2024 Lexus TX 3/4 Front2024 Lexus TX Dead Front2024 Lexus TX Profile2024 Lexus TX Taillight2024 Lexus TX Dead Rear2024 Lexus TX Grille2024 Lexus TX Wheel2024 Lexus TX Gas Engine

It’s easy to make things bigger inside, much more difficult if you’re Lexus to make them vastly better. And while the TX interior is very nice, it’s not as big of an upgrade from platform mate Toyota Grand Highlander as we expected. Though considering our Premium trim tester is just one step up from base, there’s lots of standard content, but also a lot going on when it comes to controls and touch-sensitive surfaces. It did take some getting used to, with many dash controls looking very similar, and the steering wheel controls being somewhat temperamental.

There are plenty of choices when it comes to the powertrain. Standard is this 2.4-liter I4 turbo in the TX350 rated at 275 horsepower and 317 lb-ft of torque. It works with an eight-speed automatic transmission and comes in front- or all-wheel drive. An available 500h adds hybrid assistance to that 2.4-liter, and at the top of the lineup is Lexus’ first-ever V6-based plug-in hybrid, the 550h+, which packs 301-total horsepower and delivers 33-miles of EV range. Both hybrids are all-wheel drive, and all TXs are rated to tow 5,000-lbs.

There are charging ports just about everywhere you look inside, ensuring families are as connected as they are comfortable.

Our all-wheel drive 350 had a nice little jolt of power for getting a nice little jump off the line at our Mason Dixon test track, and then after a slight pause, power began pouring on in full force, ushering us to 60 in 7.5 seconds. The engine was plenty willing to keep dealing out the power, but the ultra-smooth automatic shifts were a tad sluggish, creating a noticeable drop-off in momentum as we worked our way down the track. Still, a 15.6-second 92 miles-per-hour quarter-mile is quite acceptable for a family hauler.

The TX is almost 17-feet long, but it sure doesn’t feel that big when you’re driving it around, and it scooted thorough our slalom course with the ease of a vehicle half that size. Its predictable nature allowed us to easily manage its luxury-minded steering feel and carry quite a bit of speed through the cones. While the TX shares the same basic suspension design as the Grand Highlander, tuning is unique.

2024 Lexus TX Dashboard
2024 Lexus TX Shifter
2024 Lexus TX Front Seats
2024 Lexus TX Second Row Seats
2024 Lexus TX Third Row Seats
2024 Lexus TX Cargo Area Behind Third Row
2024 Lexus TX Full Cargo
2024 Lexus TX Door Handle
2024 Lexus TX Sunroof
2024 Lexus TX Dashboard2024 Lexus TX Shifter2024 Lexus TX Front Seats2024 Lexus TX Second Row Seats2024 Lexus TX Third Row Seats2024 Lexus TX Cargo Area Behind Third Row2024 Lexus TX Full Cargo2024 Lexus TX Door Handle2024 Lexus TX Sunroof

Government Fuel Economy Ratings are 20-City, 26-Highway and 23-Combined; we averaged a great 25.3 miles-per-gallon of Premium, and it only goes up from there with either of the two available hybrids.

Pricing starts reasonably for a luxury SUV with the TX350 beginning at $55,050 and all-wheel drive a $1,600 option, but things can escalate quickly from there.

While not their first three-row utility, the 2024 Lexus TX is their first dedicated three-row platform aimed squarely at the heart of the American market. Clearly, they’ve hit a bullseye, as it makes us want to pack up the family and hit the road. But this is also the first Lexus to be built in Indiana.

While most of the car business seems to revolve around novelty, wow-factor, and gadgetry these days, Lexus continues to deliver quality, calm, and comfort, all while keeping the luxury experience remarkably attainable.

Specifications

As Tested

  • Engine: 2.4-liter I4 turbo
  • Horsepower: 275
  • 0-60 mph: 7.5 seconds
  • EPA: 20 City | 26 Highway | 23 Combined
  • Transmission: 8-speed automatic
  • Torque: 317 lb-ft
  • 1/4 Mile: 15.6 seconds at 92 mph
  • MW Fuel Economy: 25.3 mpg (Premium)
2024 Subaru BRZ tS

2024 Subaru BRZ tS

The Light Way Is The Right Way

Episode 4327
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Back in 2013, Subaru, the long-time purveyor of all-wheel drive wagons and utilities, shocked us all when they unleashed the lightweight, rear-wheel drive BRZ sport coupe into this SUV-crazy world. It was like a fantastic breath of sports car nostalgia that we just couldn’t get enough of. And Subaru has only made it better since then, finally giving it an STI-like treatments. So, let’s hit the track in the new BRZ tS!

The Subaru BRZ indeed seemed to come out of nowhere when it arrived 11 years ago, and we’ve been loving every chance we’ve had behind the wheel of this throwback rear-drive sport coupe ever since. Now, there’s a new BRZ for us to enjoy, this 2024 Subaru BRZ tS.

The phrase “sport-tuned” is vague and often over-used, so what does that really mean for the BRZ? And how does that translate to performance at Savannah, GA’s Roebling Road Raceway?

2024 Subaru BRZ tS 3/4 Front
2024 Subaru BRZ tS Grill Closeup
2024 Subaru BRZ tS Front
2024 Subaru BRZ Profile
2024 Subaru BRZ tS Dead Rear
2024 Subaru BRZ tS 3/4 Rear
2024 Subaru BRZ tS Badge
2024 Subaru BRZ tS Engine
2024 Subaru BRZ tS Wheel
2024 Subaru BRZ tS 3/4 Front2024 Subaru BRZ tS Grill Closeup2024 Subaru BRZ tS Front2024 Subaru BRZ Profile2024 Subaru BRZ tS Dead Rear2024 Subaru BRZ tS 3/4 Rear2024 Subaru BRZ tS Badge2024 Subaru BRZ tS Engine2024 Subaru BRZ tS Wheel

Well, what Subaru has done with the tS, is indeed made the BRZ more capable on track and thus even more fun to drive overall. The big additions here are suspension and brakes, replacing the standard shocks and struts with Hitachi Sensitive Frequency Response Dampers, and upgrading the brakes to Brembos with gold calipers that clamp down on larger 12.8-inch discs up front and 12.4-inch discs in the rear. Unique 18-inch alloy wheels with Michelin Pilot Sport 4 performance tires complete the package.

Subaru falls short of calling it a full-on STi model, but does claim it has been tuned by STi, and there are prominently displayed STi logos on the start button and in the gauge display, along with unique trim and leather covered sport seats with Ultrasuede inserts, and lots of blue stitching on the seats and elsewhere in the cabin.

Outside, it’s mostly just the same tidy, low, wide, and lightweight aluminized BRZ we’ve come to love, with new logos, and black painted mirror caps. What there isn’t is any additional power, as the tS soldiers on with the standard BRZ’s naturally aspirated 2.4-liter flat-four rated at 228 horsepower and 184 lb-ft of torque. Now, those numbers don’t exactly scream track performance, but the fact that the tS is only available with a six-speed manual transmission does reveal what this particular BRZ is all about.

What Subaru has done with the tS, is indeed made the BRZ more capable on track and thus even more fun to drive overall.

And it was pure joy working that shifter in and out of the turns here at Roebling; the BRZ was already so well-balanced to begin with that it took a few laps of really pushing to feel the increased firmness and more settled nature on turn-ins of the new suspension setup. The better brakes addition was more easily noticed, and much appreciated, as we were able to dive into corners just a bit deeper than before.

Surprisingly, even on this big, fast track, the BRZ still doesn’t feel underpowered, just fun, as it and its platform-mate Toyota GR86 have from the very beginning. And 6.1 seconds to 60 is still plenty quick for anyone, and that’s actually a bit slower than we’ve gotten typically in the BRZ. Under more ideal conditions than this unusually cold winter’s day in coastal Georgia, mid fives shouldn’t be a problem.

Good clutch feel and decent grip from the 215 rear tires allowed for surprisingly high rpm launches. Short throws and positive action to the shifter meant we had no problem maintaining momentum through the 14.5-second quarter-mile which we finished at 99 mph.

2024 Subaru BRZ Dashboard
2024 Subaru BRZ tS Front Seat
2024 Subaru BRZ tS Shifter
2024 Subaru BRZ tS Instrument Cluster
2024 Subaru BRZ Climate Controls
2024 Subaru BRZ tS Ignition
2024 Subaru BRZ Dashboard2024 Subaru BRZ tS Front Seat2024 Subaru BRZ tS Shifter2024 Subaru BRZ tS Instrument Cluster2024 Subaru BRZ Climate Controls2024 Subaru BRZ tS Ignition

Would we love to see and feel more horsepower coming from under the hood, a high-output turbo from the Toyota stable perhaps? Absolutely, but truth be told, it doesn’t really need it, as it puts the power that it has to use better than most cars on the road.

So, it may not be the full STi model that people have been clamoring for, but it’s not priced like one either, essentially tacking just $2,650 onto the price of a top Limited BRZ. It’s also worth noting, that while previous tS models were limited production, there are no such limits this time around, and this tS is the first manual transmission Subaru to come equipped with their EyeSight Driver Assist Technology.

So, if you want a BRZ that’s noticeably better for your track days, or just cars and coffee bragging rights, here it is. And everything that went into making the 2024 Subaru BRZ tS a more potent performer on the track, also makes it a better street car. That’s the kind of no compromise performance enhancement we can all get behind, and what continues to make the BRZ a winner no matter where the pavement takes you.

Specifications

As Tested

  • Engine: 2.4-liter flat-4
  • Horsepower: 228
  • 0-60 mph: 6.1 seconds
  • Starting Price: $36,465
  • Transmission: 6-speed manual
  • Torque: 184 lb-ft.
  • 1/4 Mile: 14.5 seconds at 99 mph