► Fiat converts its 500e to ICE
► It’s very, very slow
► Charm alone can’t conceal its flaws
The all-electric Fiat 500e hasn’t been a runaway hit for the Italian firm. Like so many manufacturers going two-footed into an all-electric future, Fiat has had to wind it back with a hybrid offering. Albeit a rudimentary, very mild one. Enter the Fiat 500 Hybrid.
It’s a new 500 for those who “could not consider the 500 because it’s only electric, not only for money, they don’t have a charge station, or because the mileage [range] isn’t enough… but they love 500.” Fiat told us at a round table interview.
The overarching problem with the 500e is that it’s too expensive and the battery tech is a bit average these days. Though UK prices for the Hybrid aren’t confirmed yet, Fiat is aiming for a sub £20k price tag when it arrives to our shores, with it being slightly more than the Grande Panda. Choosing the less pragmatic choice comes at a premium, you see.
To find out if it’s got the chops for the city, we drove it in the birthplace of the original cinquecento, Turin. If you’re wondering how we put the 500 Hybrid through its paces, check out the how we test page.
Should you buy a make model?
If you want a 500 but an EV just won’t work then you could consider it, especially if it really does arrive below £20,000. It’s as charismatic as any 500, although the hybrid powertrain is disappointing, running out of puff far too quickly and sounding pained doing so. There’s a lot of hot competition that outclass it in almost every area.
At a glance
Pros: Still oozes charm, fun to drive in town, desirable
Cons: Incredibly slow, pained engine, relies heavily on charisma
What’s new?
The 500 Hybrid looks almost identical to its electric sibling apart from the air intake at the front, so it remains a stylish little retrotastic beauty. The real differences hide beneath that pretty exterior, where the mild hybrid powertrain lives.
Fiat originally planned the 500 to be electric only, so creating the Hybrid took some cunning re-engineering. Having to rip out the electric powertrain and jam in hybrid hardware without haemorrhaging money by rewriting the entire project. According to Fiat, around 85% of the car is unchanged.
Space is so tight inside the 500’s tiny body that the 1.2-litre turbocharged Stellantis hybrid setup simply could not be squeezed in. That left Fiat with the old 1.0-litre naturally-aspirated Firefly lump and its weedy 12v mild hybrid system from the old 500 Hybrid as the only option.
This version now meets those pesky Euro 6 regulations. It is the mildest of mild hybrid systems with no ability to drive on electric alone, although Fiat is confident it will also satisfy the upcoming Euro 7 rules when they arrive.
What are the specs?
That mini 64bhp three-cylinder, with just 68 lbft of torque, manages a 0-62mph time of 16.2 sec, which makes it amongst the slowest accelerating cars on sale today. The convertible 500 Hybrid is even slower, needing 17.3 sec. Keep your foot pinned and flick through the six-speed manual for all it’s worth and it’ll top out at 96mph. The hybrid will only come with a manual, with no plans for an automatic gearbox.
Officially it emits 119g/km and is good for 53mpg, but when we drove it around the busy streets of Turin we managed 25mpg, which is disappointing given the tiny engine and dinky dimensions. It could well be the need to push it to keep up with traffic from light to light that drags the economy down, but it still falls short of what you’d hope for. We’ll revisit that economy figure when we get one in less frenetic conditions than Turin, but it’s certainly some way off proper self-charging hybrids such as the Toyota Yaris.
How does it drive?
There’s fun to be had driving the 500 Hybrid as long as you stay below 30mph. The way it has a little bit of roll through corners and roundabouts, yet grips on make it amusing to fling around town. It skips over manhole covers and ripples in the road fairly comfortably, and the light steering suits tight city parking and carving up traffic jams. Its lack of communication through the wheel won’t impress an enthusiast, though.
Part of the joy of owning a supermini is the ability to zip between spaces with a bit of pep, even with a small and frugal engine. But this is where the Hybrid model comes undone. It’s a slow car and, more critically, it feels it. It doesn’t whizz around town with cheekiness like its looks promise. The engine sounds upset when you push it, and giving it the beans is the only way to keep up at the lights. Thankfully, the gear box is pleasant to use given that switching between gears is essential to keep it hushed and shuffling along.
What about the interior?
The interior is lifted straight out of the 500e bar the arrangements made for the gearbox, which means it’s good-looking and modern. Digital dials and a widescreen 10.25-inch infotainment system are nestled on a body-coloured dashboard and both are bright and responsive.
Physical climate controls sit in a neat row under the screen but oddly, the volume control is placed where you’d usually find the electronic handbrake and auto stop-start switch. The front seats are classy and substantial, but are not especially comfortable. Nor are they height adjustable, so you sit quite high just like the old one. There’s not much in the way of soft-touch materials, with most of the cabin made up of hard plastics. It does feel more robust than before, so with any luck it’ll fare better than 500s of old. Overall, it’s a chic-looking cabin that suits its stylish exterior.
The 500 makes no bones about being a compact city car. Small children will fit and, at a push, adults can fit in the back behind me at five foot six, but only for the shortest of lifts. The interior space is very much shaped around the driver, where it’s plenty spacious and even feels it with a passenger along for the ride.
Boot space is limited to 183 litres, rising to 440 litres with the seats folded. Our launch edition Torino lacked a split rear bench, but it will be available in the regular Icon and La Prima trims.
Before you buy
Standard equipment is generous, including wireless Apple CarPlay and Android Auto on the 10.25-inch touchscreen, keyless entry, rear parking sensors, LED lamps and climate controls.
The Torino is a limited launch edition, paying tribute to the birthplace of the 500. It’s available in two colours, yellow or blue, the colours of Turin, with little badges dotted around the car and 16-inch wheels.
We’ll get a choice of two regular trims: base spec Icon, and flagship spec La Prima. Icon offers similar to the Torino but with more colours, a body-coloured dash and black door mirror caps. While La Prima steps up with 17-inch wheels, a matte pearl dashboard, heated front seats, reversing camera, navigation, and a panoramic roof.
The 500 faces stiff competition from multiple angles. Head on, there are some excellent small hybrids out there. Take the Renault Clio and Toyota Aygo X, proper self-charging hybrids and will get 50mpg around town, no sweat. Then creeping into the picture comes the ever more affordable and brilliant small electric offerings, which could tempt even the most dogmatic petrolhead to buy. Particularly our favourite EV, the Renault 5, with retro charm and fun drive to boot, from just £21k. Not to mention, the more practical, cheaper, Grande Panda with a better hybrid system and dual-clutch transmission.
Fiat 500 Hybrid: the initial verdict
It’s very easy to be charmed by the 500, especially when driving it through the streets of Turin on a sunny autumnal day in view of snow-capped mountains. But strip away the cutesy timeless design and romantic setting, the Hybrid model falls short of what a supermini can really offer.
If you’re besotted by the 500 but you’re put off by the cost of the EV, or charging isn’t a practical option yet, then Fiat now has a potential solution. However, you’ll have to put up with the disappointing powertrain, sluggish acceleration, and lack of engagement. If it lives up to its promised affordability, you might be willing to forgive these flaws. For now, there’s plenty out there that offer more practicality and better performance, albeit without the style.