2022 Fiat 500e Icon review

The Cinquecento seems to have nine lives, returning for the 2020s with battery power. We sample the first to arrive here.

Over the years, we’ve encountered quite a few Fiat 500s in petrol (meek, except the Abarth) and turbodiesel variants, and now the 500 has made another transformation, being the first Fiat to go fully electric. It’s a wee ripper too, with the emphasis on wee.

The 500 still looks like it used to – why change a winning formula? – only now it’s slightly bigger, still a three-door mind you – and there’s decent room up front, though not so much in the rear, maybe reserved for small compliant friends who need a lift home.

We like the new round headlights with what look like eyebrows above, making it seem like an escapee from a Cars movie.

The latest variant is sans a tailpipe, is all-new and is proving popular in Europe, last year duking it out with Tesla Model 3 and Y as the most popular battery electric vehicle in the EU.

The electric model now accounts for nearly half of 500 sales globally, and has been a success story for a brand that has been quiescent in our neck of the woods. Expect that to change as Fiat goes entirely electric from next year onwards.

Yet back in 2019, an electric 500 was scarcely on Fiat’s radar. Back then owner FCA decided to spend $800m to develop the 500e. Look closely at the second zero and it has a blue ‘e’ incorporated within. Clever, what?

Part of the investment was a new skateboard-style platform that this car alone uses. Whether or not it shifts to the Stellantis CMP architecture at some point in the future is unclear.

Up front is an 87kW/220Nm electric motor that drives the front wheels, so there’s no frunk. It is said to propel the 1365kg city car to 50km/h in three seconds and it certainly does feel hasty.

A zero to 80 per cent battery reboot takes 35min on an 85kW fast charger apparently. It uses power at a rate of around 15kWh/100km, giving a ‘real world’ range of around 250km on the open road, or circa 300 in town.

Fiat isn’t just stopping with these two models either because towards the end of this year the Abarth 500 will arrive, packing rather more power (114kW), though little more torque (235Nm). But it is still sufficient to subtract two seconds from the sprint time.

It will also have a longer specification sheet, running to the likes of vegan leather upholstery for the sports seats, larger 18-inch rims, and a sound generator. This is said to be a digitally synthesised rendering of the outgoing Abarth’s petrol engine. Weird stuff. Handily, it can be turned off.

There’s no pricing available for the Abarth model as yet but the 500 Pop kicks off at $59,990 (plus on roads), while the Icon that you see here costs $64,990, and so both are eligible for the $8625 government rebate (while it lasts).

That means the back seats aren’t good for anything other than kids or mutts. There might be enough room for a great dane back there, but certainly not standing for the glass roof doesn’t open.

The backs of the rear seats are metal lined, so when split folded they form a metal floor for whatever goods you’re transporting (up to 550L). While luggage space is only 185L and the third door is rather heavier than ideal, this is probably enough space given Fifi is likely to be owned more by singletons than couples.

That said, we mainly used ‘Range’ in the ‘burbs, enabling single-pedal driving and decent performance. ‘Normal’ is the setting most Italians and Kiwis will likely use much of the time. There’s full power on tap whenever you like, and coasting as well, with just a bit of regen after a throttle lift.

Scrolling between the three modes with the battery near to full, we saw figures of 240km remaining in Normal versus 275km left in Sherpa mode. Hooking up to a 50kW fast charger took approximately 20min to recharge the battery to full from 90 per cent.

What’s instantly obvious after getting underway in the new 500 is the level of powertrain refinement about town. You hear nearly nothing with the windows wound up and the AC on. Listen out and the EV whirring is apparent but overall this is pleasingly quiet, tyre roar only obvious over poor or new chip seal.

It’s pleasant inside too, despite the plethora of hard plastics; the dash is body coloured but it’s all done in a fancy designer way. Touch points are pleasant.

On the go, the steering is light, the turning circle tight at 9.7m, and the suspension firm, so with the compact wheelbase it can feel a little jumpy over town bumps. But as speeds rise the suspension eases somewhat, and it keeps things on the level when swinging through the bends.

Out of town it’s a minor riot. The 500’s surprisingly quick – it comfortably gets to 100 inside of 9sec, and turns with enthusiasm, hanging on like crazy and is genuinely fun in twisty going, the steering more interactive after you’ve turned off all the lane keeping (button on the end of the left wand).

It took half a battery charge to cover 110km, all on the open road and using our new Chargemaster Portable EV unit, was back up to 100 per cent after an overnight charge.

Because the battery pack isn’t that big we imagine many owners will find this $500 portable charger sufficient, as you’ll have to buy something to charge it at home.

The new Fiat 500 has won several City Car of the Year awards, including from What Car? and style guide GC. This year it also took the gong for the Irish Car of the Year so is clearly popular.

It competes with the likes of Mini Electric which is slightly bigger and more expensive, without quite the range. There are certainly other EVs for a similar price that offer more space and range so if you need something bigger, this may not be for you.

But if the neo-retro style is up your alley, and the small size suits your city needs, the latest Fiat 500 with its cute looks and fun drive may well be quite the drawcard. It’s the best 500 I’ve driven.

This article was originally published on autocar.co.nz