It took a while, but it was. After 13 years, the Fiat 500 phenomenon has finally known a new generation (introduced in 2020). And this new generation, here in the form of the (almost) 500C convertible and in the special and limited edition “La Prima” launch, brought as a novelty the fact that it is exclusively electric.
Too early a leap into the future? Maybe…After all, the second generation of the model, now equipped with a mild-hybrid engine that we've also tested, is still on sale and will continue to be sold alongside the new one for a few more years.
And it is this coexistence that allows us to more easily see the giant leap that has taken place from one generation to another. And it couldn't be otherwise, given the age of the predecessor: 14 years old and counting (launched in 2007), without significant changes.
Looks like a 500 on the outside, but not on the inside.
Despite being 100% new, looking at the 500 it couldn't be anything but… a Fiat 500. It doesn't look like more than a restyling — despite having grown in all dimensions — but Fiat's designers took the opportunity to style plus the iconic model, enhance the details and even give your overall image greater sophistication.
Like it or not, the results are effective and, personally, I consider it to be a very good evolution of the premises introduced by the second generation, even if the familiarity of the shapes can remove any novelty effect or even longevity.
Greater stylization and sophistication also seem to have been carried over to the interior, where the design has changed more drastically — moving further away from second-generation retro references — reflecting not only the digitization that has, however, 'invaded' the interior of cars. , as well as the fact that it is only and only electric, which allowed for some “freedoms”.
I'm talking, for example, about the absence of the transmission knob, replaced by buttons in the middle of the dashboard, freeing up space in front, or the fact that most features are now concentrated in a new and much more complete infotainment system (UConnect), which we access via a generous touchscreen with 10.25″.
There are still physical commands, like the ones that control the air conditioning, which is thankful. But having Fiat opted to use keys of uniform size and touch, they also “force”, as on a touch screen, to look to press the right button.
The screen definition is very good, but it could be more responsive and the buttons bigger.
The interior environment is quite inviting — especially being “La Prima”, which comes with “all the sauces” — and the care put into the design, and some coverings (especially those used in the main points of contact), do a lot for elevate the Fiat 500C's cabin above its potential rivals.
The assembly is not a reference, but it convinces, and it only ends up clashing with some plastic coverings, not always the most pleasing to the eye or touch.
More space
The increase in the exterior dimensions of the new Fiat 500 was reflected in the space made available inside, especially at the front, where there is greater relief.
We're also better seated than before: there's more range in seat adjustments and the steering wheel is now depth-adjustable. That said, the driving position is still elevated, but the feeling of driving on the 'first floor' has been greatly toned down.
Seats look inviting in "La Prima". They tend to be a bit firm, and don't offer much lateral support, but the lumbar support was "on point".
At the back space remains limited, as access to the second row of seats is not the easiest.
There, if the space in height is quite reasonable (even for the 500C, which has a retractable roof), as well as in width (only for two passengers), the legroom leaves something to be desired. Interestingly, the trunk has exactly the same capacity as the predecessor.
More agile and faster than expected
If we take the sportiest Abarth out of the equation, the new 500 electric is the most powerful and strongest ever, guaranteeing 87 kW (118 hp) and 220 Nm. Generous numbers that help a lot to make this city dweller of… 1480 kg (EU ).
The instant delivery of torque and the under-floor positioning of the 42 kWh (almost 300 kg) battery compartment creates the illusion of being much lighter than it is — the 9.0s achieved at 0-100 km/h also contribute. in this sense.
In fact, the agility and speed of the small 500C positively surprised me, taking into account the almost ton and a half it accuses.
The 500C changes direction promptly, and despite its neutral dynamic attitude — always safe and predictable — it ended up entertaining cornering more than I expected, not least because we always have reserves of torque and power for fast exits. Even when we abuse the accelerator more, it shows very good levels of motor skills and even the feel of the brakes was surprising (greater than other larger and more expensive electric cars).
It only asks for the direction, which is far from being communicative and is always very light, regardless of the context.
Steering wheel has a flat base, but the grip is good. The rim is the correct dimension, either in diameter or thickness.
On highways and highways, even with a "canvas" roof, on-board noise is contained, with aerodynamic noises on the roof and some rolling noise being noted at higher speeds, with the 205/45 R17 wheels (the available) to have, almost certainly, some guilt in the registry.
Like "fish in water"
If the at ease outside the city surprised you, it is precisely in the city where it shines most. The comfort and refinement on board are a few steps above its predecessor, the very light steering makes more sense in this context and its (still) contained dimensions, as well as its maneuverability, make the 500C the ideal vehicle to meander through any alley or fix it in any "hole".
There is room for improvement. Visibility is far from brilliant — the A-pillars are too 'boring', the rear window of the 500C is too small and the C-pillar quite wide — and the short wheelbase, in conjunction with the semi-rigid rear axle, make the transposition of some irregularities more agitated than expected.
It is also in the city that it makes sense to try out the different driving modes available: Normal, Range and Sherpa. Range and Sherpa modes intensify deceleration energy recovery, with Sherpa going further and even turning off items like the air conditioning to 'stretch' the battery charge as much as possible.
However, the action of these two modes, which allows you to drive the 500C practically only with the accelerator pedal, is far from the smoothest, having generated even one or two bumps before the car comes to a stop.
How much do you spend?
However, using the Range mode in city stop-and-go, the 500C achieves moderate consumption, around 12 kWh/100 km, which allows to exceed the (practically) 300 km of official autonomy with ease.
In mixed use, I registered consumptions in line with the official ones, around 15 kWh/100 km, while on highways these rise to 19.5 kWh/100 km.
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Is it the right car for you?
The change from the new Fiat 500 to exclusively electric convinces across the board. «It fits like a glove» in the character of the city dweller (much more sophisticated in this new generation), in addition to providing an easy, pleasant driving, as well as quick and agile in everyday life. For those thinking of switching to an electric, the new Fiat 500 undoubtedly does a good job of convincing us of the merits of this type of engine.
However, the 38,000 euros requested for this 500C “La Prima” are manifestly exaggerated. Even not opting for this special and limited version, the 500C Icon (the highest standard specification) rises to 32 650 euros, on the level of other electric cars a segment above, which offer more space, performance and autonomy — but not the charm…
A high price was never an impediment to the excellent commercial career of the 500 (along with the Fiat Panda leads the segment on the European continent), but even so… it is difficult to justify.