2012 Fiat 500C Review

I tested a Fiat 500 Sport about a month ago, and with a few reservations, I loved it.  Cute, characterful, fun to drive, well-equipped, efficient, reasonably priced; I've been extolling it's virtues to everyone that'll listen since then.  Fiat's only been back in the US now for a matter of months, but they've already added a second model to their lineup: the 500C.  As the name would suggest, it's a convertible - sort of.  So what's different?  How does it work?  And how does it compare to the 500 hard-top?   Read on to find out.

The biggest difference between the 500 and the 500C is obviously the roof.  While a normal 500 has a metal roof and a hatchback, think of the 500C as having a really big folding canvas sunroof and a trunk.  It's not a full convertible, because the rear windows don't go down, and the top doesn't take the roof frame rails with it.  It's odd, but it's certainly not a new idea: defunct American automaker Nash was doing this with the Rambler (called the Rambler Landau Convertible) in the early 50's.

Image via MotorBase.

So yes, there's still nothing new under the sun.  But why was it designed this way?  Well, three primary reasons.  First, it's cheaper than a full convertible top.  The mechanism itself is a lot simpler - less folding hinges and convertible-specific pieces lower the price difference between the hard top and the convertible significantly - a 500 Pop (the base model hard top) starts at $15,500, while the convertible (which includes some extra equipment standard) starts at $19,500.  It also decreases the amount of chassis rigidity lost when you chop the roof off.  Since there are still roof rails, this is better in theory than having no attached roof at all; this is a subject I'll get into more detail about later.  And finally, retaining some roof structure decreases the amount of wind noise and turbulence in the cabin with the top down - which is a noticeable benefit.

There are some differences in available options between the 500 and the 500C, the biggest of which is that a Sport version cannot be found on the option list.  You've got a choice of Pop (base) or Lounge (loaded) for the convertible, so if you want the stiffer suspension, thicker roll bars, and better wheels and tires from the Sport, you'll have to just do it yourself.

My 500C tester was about as different from my last 500 test vehicle as you can get in the US Fiat lineup.  It was a Pop model equipped with the US-market-only 6-speed automatic transmission, Bose Premium Audio Package, and 15" alloy wheels.  The Azzurro (Blue Metallic) paint looks gorgeous on the 500; despite it's diminuitive size and simple design, you do tend to notice people staring and point at it in traffic.

So how does the roof work?  Well, unlike a normal convertible top, you have some choices as to what you want it to do.  The two switches on the headliner control the top; press and hold once and the roof panels slide back up top of each other like so, leaving the back of the roof intact.  Like a giant sunroof.

Press and hold the button again, and the whole shebang slides down the back, folding in the glass rear window but leaving the third brake light exposed, like this.

Press and hold the close button three times - a weird annomaly, as there are only two stages going down - and it seals up tight as a drum, like this.

More odd: you can roll the sunroof part open by unlocking the doors with the keyfob, then holding the unlock button again while it rolls back.  But you can't make it open all the way, and as far as I can surmise, you can't close it with the lock button either.  Maybe I was doing it wrong.

Direct comparisons with a hard-top 500 are not as accurate as they could be, because of the automatic transmission and the smaller wheels and softer suspension.  The engine in both cars is exactly the same (Fiat's remarkable 1.4L MultiAir, which I've nerded out over previously - check out my review of the 500 Sport for more details), but a few words on that automatic are needed.  This 6-speed automatic was developed specifically for the US market by Fiat and Aisin; other markets receive an optional DualLogic semi-automated manual, but we like our torque converters and planetary gearsets and setting the cruise at 80 on the highway.  It's hard to separate personal opinion from logical evaluation, so I'll put it this way: it's a damn good automatic transmission, but I would never order a car like this with an automatic transmission.  The extra gear ratio - and thus the closer ratio spread - definitely helps the 1.4L motor make the most of it's 98 lb-ft of torque (at 4,000rpm), but the torque converter dulls throttle response considerably, especially leaving from a stop uphill with the A/C on.  Still, one of the benefits of a 101bhp car with an automatic is that you can drive around with your foot in the carpet all the time, and never get in trouble.  The downside was that over the 100 or so miles I drove the 500C, the computer calculated average fuel economy was 20.4mpg.  I'm a lead foot, and obviously your mileage may vary.

Still, if you live in an urban location and don't want to develop a gigantic left thigh from clutching in and out every twelve seconds, or if you don't know how to drive stick and are unwilling to learn (and what's wrong with you?), well - this automatic does it's job admirably.  Transmission programming is perfect, with quick kickdown response and no annoying run-through-the-gears-as-fast-as-possible issues, and the Auto Stick shift gate actually works, giving you a small throttle blip on downshifts to rev-match.  In Sport mode, in addition to increasing steering weight via the EPAS, it also changes the transmission programming, generally holding a gear lower in any situation, and holding part-throttle upshifts longer, making merging into traffic a smoother experience.  The only real bad news about the automatic is the hit the 500 takes on it's EPA mileage numbers when equipped: 3 mpg less on the city cycle, and 6 less on the highway.  However, that still leaves you with 27/32 (compared to 30/38), which is nothing to cry or take public transit over - the 500C is still the most fuel efficient drop-top for sale in the US.

How is the driving experience compared to the hard top?  Well, with the roof closed, not a whole lot different.  With a thin canvas roof with some padding, you'd figure it'd be as loud as a soft top Wrangler, but it's surprisingly well insulated inside.  With the roof slid halfway back, you get a good bit of sunlight but not a lot of wind turbulence.  However, with the roof all the way back... oh dear.  You can't see anything out of the rear view mirror.  At 6'2", you'd think my vantage point would be a help in making the most of the rearward view, but only about the top 1/3rd of the mirror is unblocked by the stacked top.  Thankfully Fiat includes a parabolic element on the outside of the driver's side mirror to reduce blind-spot issues, and this isn't a problem at all with the back of the roof erect, but some sacrifices must be made in the name of fashion and open air.

The interior on the Pop is a lot happier looking than the Sport.  Fiat installs color-matched dashboards on all the 500's, as well as white control panels and steering wheels in Pop/Lounge models, and this blue-on-cream combination really looks great, especially with the roof down and the sun shining in.  The Pop lacked the automatic climate control the Sport I drove had, but frankly I don't care - the A/C still worked great on the 100° day I drove the car.  Another thing to note: Pop and Lounge model 500's have different font on the column gauges (the concentric speedometer and tachometer), and they're a lot more legible than the smaller font in the Sport.  Also, with the change from a hatchback to a trunk, cargo capacity diminishes from 9.5ft² to 5.4ft².  There's still room for groceries, back packs, etc - I've got my computer bag, camera bag, and camera tripod in here - but unsurprisingly, the 500C isn't a cargo hauler.  Thankfully the rear seats still fold down for if you need to carry something longer.  Added bonus: the trunk could potentially be propped up, Abarth Cinquento style, although you probably wouldn't be fooling anyone.

The other thing you notice is chassis flex.  The structure of the hard-top 500 feels tight as a drum; the 500C has a whole lot of wiggle going on when you hit bumps.  I would imagine this is down to the lack of a horizontal cross member in the roof, connecting the left and right sides of the car.  While it's nowhere near as floppy as, say, a Sebring convertible, you do notice the mirrors shaking over expansion joints on the highway, quivers through the steering column, etc.  If you'd been wondering why VW included a goofy looking rollbar in the Golf Cabrios of old, this would be why.  It's also probably why the Sport package isn't available on the 500C; I'd imagine the stiffer suspension and low-profile tires would exacerbate the chassis flex noticeably.

One thing to look out for: don't drive the 500C at freeway speeds with the windows up and the roof only halfway open.  The buffeting is violent enough to pop your ear drums.  Roll the roof all the way down and there's none; crack both the windows half an inch and there's none - it's something you'll only do once, and as I don't have a degree in aerodynamics, it's not something I can readily explain.

If it sounds like I don't like the 500C, that wouldn't be accurate.  It's a charming car.  It's still adorable, good on gas, and it'll give you 85% of the full convertible experience for much less of the typical cost.  It's still loaded with character - probably moreso than the hard top 500; the folding top is distinctly Italian, and it lets you roll down the highway at 75 with the wind in your hair but without the gale-force turbulence.  It's just not my type of car, as someone who puts a big emphasis on steering purity, handling response, the fun-to-drive nature of a small car like this.  For someone that wants a small, inexpensive, cute convertible it definitely takes a beating - the base MSRP is a little more than $5,000 cheaper than the Mini Cooper Convertible - but I prefer mine stiffly sprung, sharp handling, and manual.

2012 Fiat 500C Specifications

Base price: $ 19,500Price as tested: $22,250Options: Six-speed Automatic Transmission ($1,000), 15" Alloy Wheels ($500), Bose Premium Audio Package ($1,250; Bose Premium Audio, Satellite Radio, Bluetooth Integration, Alarm System)

Body: Unit Contruction 2-door folding canvas top convertibleDrivetrain: Front-transverse engine, front wheel drive, 6-speed automatic transmissionAccomodations: 4 passengers

Engine: Inline 4-cylinder, Iron Block, Aluminum HeadDisplacement: 1,368ccAspiration: N/AFuel delivery: Sequential MPFI, electronic, returnlessValvetrain: 16v, 1 exhaust cam, intake valves actuated via individual hydraulic solenoidsCompression ratio: 10.8:1Horsepower: 101bhp@6,500rpmTorque: 98 lb-ft@ 4,000rpmRev limit: 6,900 rpm

Suspension (F): Macpherson Struts, Coil Springs, Twin-tube shock absorbers, Anti-Roll BarSuspension (R): Twist-Beam Axle, Coil Springs, Twin-tube shock absorbers, Anti-Roll BarSteering: Rack and Pinion, electronic power assistWheels/Tires: Cast Aluminum 15x6", 185/55/16 Continental ContiProContact All-SeasonBrakes (F/R): F- 10.1" vented discs, single piston aluminum calipers.  R - 9.4" solid disc, single piston aluminum caliper, ABS

0-60mph: 10.0s (C/D estimate) Top speed: 110mph 1/4 Mile@ET: Again, why are you drag racing a 101bhp Fiat?

EPA fuel mileage estimate: 27 city/ 32 highway/ 29.5 combinedRecommended fuel: 87 "acceptable", 91 "recommended"Fuel Tank Capacity: 10.5 gallonsTheoretical Range: 336 miles

Wheelbase: 90.6"Length: 139.6"Track (F/R): 55.4"/55.0"Width: 64.1" (73.5" including mirrors)Height: 59.8"Cargo Capacity: 5.4 cubic feetCurb weight: 2,486

Main Competitors: Mini Cooper Convertible, Smart ForTwo Cabrio, used Miata, used Beetle Cabrio, a sack full of puppies for cuteness Pros: All of the Nuova Cinquecento's charms, now with more cuteness and sunlight. Cons: Chassis rigidity takes a noticeable hit, no Sport model, lack of visiblity through rear view mirror with top down.  Still same problems as the hardtop: really hard head rests, high seating position. Conclusion: So cute it hurts, and letting the sun in broadens the appeal of the 500.  I'll take a hardtop manual Abarth, but I won't blame you for falling in love with the 500C.