2014 Range Rover Supercharged Review |
| 2014 Range Rover Supercharged Review Posted: 03 Jun 2014 05:00 PM PDT  Share this Article Range Rover could literally be synonymized with Limit Wanderer or something that pushes the scope of what's possible. That's taking things a little bit far, but then again, this is a review examining a luxury vehicle that can handle grueling landscapes.
Except, most of the time these British borne take-all-comer vehicles usually come home to roost in a garage having hardly skimmed the surface of its mountaineering potential. Is it any surprise? Land Rover can shout at the top of its lungs about driving modes meant for rocks, sand, grass and anything else the Billy Goats Gruff might feel at home atop. It doesn't change the fact anything available with 22-inch aluminum wheels priced well above the $100,000 mark isn't risking a trail where branch scratches are possible. People might stare… Luxurious CapabilityAnd that could defeat the Range Rover's true purpose: telling people that you view being dirty with disdain, but that you could go the same places as one of those Jeep hooligans. You just don't want to.
None of that is news to the chaps who plan products at Land Rover, but the world's tolerance for devil-may-care gas mileage is. That's why the latest generation of Range Rovers – released for the 2013 model year – adopted an aluminum unibody and an eight-speed automatic transmission in an effort to save weight and fuel. The result is an average weight savings of about 700 lbs compared to the previous generation and a claimed 15 MPG average rating. After a week of driving mostly on the highway I managed about 17 MPG, which suggests that those ratings might actually be accurate. 510 English Thoroughbreds
The problem is that 510 hp and 461 lb-ft of torque in tandem are tempting enough to mean it takes monk-like discipline to lay off the throttle. Nuzzle the gas pedal with your right foot even a little and the car feels like it's gliding. Honestly the blown engine sends you forward more like a strong wind than something as crass as a V8. Like all things in life, effortless acceleration has its drawbacks: in stop-and-go traffic the Rover's mileage sank to about 10 MPG. Then again, the supercharged model (yes both V6 and V8 are supercharged, but the name refers to the larger engine) starts at $101,025 and anyone who can afford that probably isn't sweating a bloated gasoline bill. Luxury is priority number one at that point and the Range Rover delivers. Massaging seats and high-quality leather leave little doubt about the price tag and there's even a chilled center console compartment that you could use to chill miniature bottles of Martinelli. The Meridan sound systems (there are three, of which the loudest has 29 speakers and 1,700 watts of power because healthy eardrums suck) are ideal for everything from taking in Tchaikovsky to drowning in a dubstep wobble. Unwelcome Noise
It shakes over broken roads and sends those vibrations straight into the cabin. The last time we tested the new Range Rover, it was on smooth roads during a press drive. . . not on winter-worn urban paths. The air suspension keeps you from feeling any of that, but it's unfortunately audible, which is surprising for a vehicle that could otherwise be compared to a go-anywhere Mercedes S-Class. Boxy Body Means Big Cargo Space, Right?
Remember when a couple of kids opened a wardrobe door and discovered that what seemed like a closed actually had room for a world called Narnia? Well, that isn't the case here because the load floor is especially high to make space for a spare tire. Combined with the fact that your second-row passengers have almost 40 inches of legroom, cargo space isn't as generous as the imposing body suggests. Disappointing Touch Screen
The touch screen included in this and other Land Rover products is easy enough to use from a layout perspective. Unfortunately, it responds slowly to user input and that ends up making it feel out of place at best and frustrating at worst. For example, a graphic indicator pops up when you turn the volume dial, but it doesn't keep up with the speed you spin it. SEE ALSO: 2013 Land Rover Range Rover Review But it isn't all bad. For example, the heated and cooled front seats are controlled by up and down arrows that let you adjust the temperature rather than cycling through intensity settings. |
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Posted: 02 Jun 2014 05:00 PM PDT
For better or worse the Fiat 500L has an eye-catching design. As small people-haulers go this one's definitely got a quirky European vibe to it, which is convenient because it's an eccentric MPV from the old world. You can think of it as sort of an Italian version of the MINI Countryman. But does it offer the right blend of attributes to compete with its Anglo rival? Is it a suitable car for young, style-conscious buyers?
FAST FACTS |
| Engine: A 1.4L turbo four-cylinder delivers 160 hp and 184 lb-ft of torque. Transmission: A six-speed manual is standard and a six-speed dual-clutch automatic is optional. Fuel Economy: The dual-clutch stickers at 24 MPG in the city and 33 on the highway; combined it ought to return 24 MPG. Pricing: The 2014 Fiat 500L starts at $19,995 but the higher-end Trekking model we evaluated carried an out-the-door price of $25,445. |
MILES OF STYLE, KILOMETERS OF DESIGN
Without question, the first thing you'll notice about the 500L is its exterior design; this crossover-ish vehicle is kind of weird looking. It's supposedly a larger, more comfortable version of Fiat's iconic Cinquecento and it definitely shares a few styling traits with its stable-mate, things like rounded headlamps and a small, mustache-like grille. But that's where the similarities end.
Based on the EPA Interior Volume Index, the 500L offers more than 121 cubic feet of space, which actually puts it in the large car class. How about that? Additionally when compared to Fiat's standard Cinquecento the L is roughly 27 inches longer as well as 6 inches wider and taller. It also offers surprisingly spacious seating for five.
CABIN FEVER
The interior layout fits with its exterior styling meaning it's a bit peculiar, though it's not quite as over-the-top. The dashboard has a sort of puffy appearance to it with the infotainment system and climate controls easily accessible on the center stack. Dual glove boxes separated by an exposed storage shelf assure there's plenty of storage space. The materials quality is quite good, with some interestingly textured surfaces.
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As for the front seats, they're not terribly plush; there's a strange lump in the lower cushion that presses into the bottom of your thighs, and then there are the materials. Some of the fabric feels a bit like a fish net but other parts of the seats are covered in vinyl. From a comfort standpoint the front buckets feel like flying coach on a value airline.
However, standing (or sitting?) in stark contrast is the 500L's rear bench. It's quite spacious with an unexpectedly elevated cushion height; something that gives passengers a nice view. Additionally, legroom isn't too shabby and neither is noggin space, front or rear.
Regrettably, forward visibility from the driver's seat is kind of a weak point. The view is reminiscent of those old GM "Dustbuster" vans from the late 1980s and early '90s, with extra panes of glass flanking the windshield. The dashboard is also especially long. And just in case two A-pillars weren't enough to block your vision, there are supplemental posts on each side.
Also, it feels like the driver's seat is positioned far back from the front wheels, like it's nearly in the cargo hold, something that makes the driving position even more awkward. Speaking of storage, the 500L's luggage space is quite generous and tall. There's about 22 cubic feet available behind the second row seat and nearly 70 if you fold it down.
DETAILS, DETAILS
To serve a more diverse customer base this vehicle is offered in four different trim levels. Pop is the base model followed by Easy, Trekking and then Lounge at the top. Base price for a Pop is $19,995 including destination fees. The up-level Trekking model provided for evaluation checked out at a not-unreasonable $25,445, a price that included a handful of options.
Under its pug-like snout, the 500L features a tiny 1.4-liter four-cylinder engine. Fortunately it's augmented by a turbocharger and a bunch of other advanced technologies. With peak boost hitting 21 PSI, it cranks out 160 hp and 184 lb-ft of torque. Fiat's innovative MultiAir system, which controls airflow into the engine by adjusting intake-valve lift, ensures responsive performance and better fuel economy.
Speaking of gasoline, it's a-ok to run 87-octane regular-grade fuel but the company recommends feeding it at least 91 for optimum performance and efficiency.
Two transmissions are offered and both have six speeds; there's a proper manual or a dual-clutch automatic. Our test car was equipped with the latter, something that helped it deliver some attractive numbers on the window sticker, though curiously, the stick version is supposed to be slightly thriftier. Around town it was expected to deliver 24 miles to a gallon of gasoline; on the highway that figure grows to 33. Its combined fuel-economy score is 27 MPG, which is pretty nice.
Beyond all of these facts and figures, the vehicle also featured attractive 17-inch wheels, a navigation system, a rearview camera, a premium Beats sound system and more. The Trekking trim also provides more aggressively styled front and rear fascias as well as some graphite-colored accents.
As for crashworthiness, the 500L earned a Top Safety Pick rating from the folks at the Insurance Institute for Highway Safety. This means it ought provide ample protection for passengers should the unthinkable happen.
DRIVE ME WILD… OR CRAZY
Putting it all in motion the 500L is an off-putting blend of highs and lows. Allow me to explain.
Its engine pulls quite well. The turbo-four is decently smooth and gets the job done with little fuss. It's quite enjoyable with ample mid-range torque on tap. The dual-clutch automatic transmission isn't bad, but it's a little slow to up-shift. If you were hoping for performance parity with Volkswagen's stellar DSG you're going to have to look elsewhere.
Also, since it features a dry-clutch arrangement the transmission does have an unusual slipping sensation when taking off from a stop. Minor gripes aside, during my time with the vehicle it never exhibited any egregious drivetrain faults.
But the 500L's solid powertrain performance is completely let down by its chassis. The body rolls quite a bit through corners making the vehicle seem unusually tippy.
The steering is light to the touch and the ratio is a bit too quick; this combination makes the 500L feel jittery and anxious. Also, the shape of the wheel is quite odd, with two fat spokes at the three and nine o'clock positions, each of which has strangely squared-off edges. It's actually hard to place your hands on the tiller, which is the most important requirement of a steering wheel.
Additionally, the 500L's ride isn't harsh per se. Big impacts and bumps are digested just fine, but smaller imperfections come right through. Expansion joints, gravel surfaces and small potholes are broadcast directly to the cabin in high-definition.
Furthering the feeling of nervousness, this vehicle's brake pedal is light and sudden to grab on. It's easy to apply way too much braking power to the point where passenger comfort is often compromised.
From an overall driving perspective, this vehicle is nearly a complete disappointment; MINI's Countryman has absolutely nothing to worry about.
THE VERDICT
And if that last line sounds pretty ominous it's because it is. Wrapping it all up with a neat little bow, the Fiat 500L is an unusual mix of plusses and minuses – if cars could be bipolar this one could be the poster-child.
It's fuel efficient and attractively priced; its engine performs well and it's got lots of interior space. However, the ride and handling leave much to be desired, as does forward visibility from the driver's seat. If you like its design and want a small, roomy vehicle check one out. But if you just need a new ride you can do a lot better than this, and frankly so can Fiat.
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