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Author: admin | Category: Calculateur De Pret Auto | Date: 25.11.2015

The new Fiat Panda Cross is a tougher sibling to the already surprisingly tough little Fiat Panda 4x4.
Expect to pay around ?1650 more for a Panda Cross than you would for a regular Panda 4x4 at present.
On both petrol and diesel versions the intake ducts have gone up in the world to allow a deeper wading depth, steel underbody shields fend off damage from pointier bits of terrain and the tyres have been swapped for knobblier mud and snow rubber. Like the regular Panda 4x4, an electronic locking differential helps find traction on loose or slippery surfaces but the Cross also gets a few extra electronic tricks up its sleeve. A new ‘Terrain Control Selector’ – a rotary dial behind the gearlever – gives you a choice of three driving modes: Auto, Off-Road and Hill Descent Control.
Auto is the default setting, and makes its own decision as to whether the engine’s torque is sent to the front or rear axles.
In Off-Road mode, all four wheels are driven all the time (up to 30mph, anyway – beyond that the car reverts to front-drive mode to save fuel, in case you forget to switch back to Auto mode), the locking diff is engaged and the stability control system brakes slipping wheels to help find traction on uneven or low-grip surfaces. Hill Descent Control safely controls the car’s speed down steep slopes – more on that in a bit.
Both come with manual gearboxes, a five-speed for the diesel and six for the TwinAir, with an extra low first gear for off-road driving.
We drove the Cross on the off-road course at Fiat’s Balocco proving ground where it scampered over some fairly severe obstacles. We also crossed Balocco’s concrete mounds (imagine a sea of giant, solid bubble wrap) diagonally in Off-Road mode, where the microchips kept the car moving by taking power away from the wheels dangling in fresh air and directing it to the ones on terra firma. Fiat claims the Cross benefits from improved sound-proofing over the regular 4x4, but you wouldn’t think so after a drive in the gruff, boomy diesel. Although the diesel’s pleasant enough to drive with a more progressive, less laggy delivery than some derv motors, the TwinAir suits the Cross’s character better – it’s a fun engine for a fun car. An ordinary Panda 4x4 is cheaper, can manage nearly as well off-road and is more tolerable on it. There will be people utterly aghast that Fiat has pumped the 500 full of steroids, no doubt. But the 500X does without any of the ‘Easter eggs’ of its non-identical Renegade twin – there is no spider lurking under the fuel filler flap here, no little 1980s Panda 4x4 climbing the windscreen. We didn’t bother with Fiat’s off-road course on this occasion; in the press conference, the increased ramp and departure angles of the Cross variants were referred to as ideal for multi-storey car parks.
Best of the bunch is the 1.6, which is refined enough, has a lovely (yes, really) six-speed manual gearbox action and absolutely all the performance most buyers will ever need. But like most modern systems Uconnect does allow you to keep up to date with Twitter and Facebook on the move, gives traffic updates, speed camera alerts, weather information, and news bulletins from Reuters.
An online invoice is sent through the Internet by a supplier to the client as a bill of lading that is issued for goods or services rendered.


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It’s not a new idea; just like the previous-generation Panda Cross of 2006, Fiat’s taken the Panda 4x4 and machoed it up with chunkier bumpers, plastic skid plates, red tow hooks and raised fog lights. Ground clearance has been bumped up, the springs are different and those reshaped bumpers make for more accommodating approach and departure angles – gradients as severe as 70% are possible, says Fiat. In normal driving conditions, 98% of torque goes to the front wheels but if the Panda loses traction the system is designed to direct up to 100% to the rear in a tenth of a second if necessary.
Both have had a minor boost in power, so the diesel now puts out 89bhp and the TwinAir 79bhp. Climbing’s not a problem, and when you need to get down again Hill Descent Control can take care of things for you. The raised ride height means it sways like a swingometer on election night, and the body roll’s emphasised all the more because you sit so high up.
The almost inevitable crossover extension of the growing Fiat 500 family, the 500X also seems a much better fit with the 500 brand than the 500L MPV models. The way the front lights are designed make it look like it’s got a bit of a scowl on – like an aggravated kitten. Instead you get the trademark coloured dash of other 500 models, seats with round headrests, a part-digital dial cluster and the genuine impression that care has been taken putting it all together.
It’s also likely to be the best seller, something that the raucous and not particularly inspiring nature of the 1.4 petrol is only likely to guarantee.
This is Fiat’s answer to the Alfa Romeo DNA switch, giving you a choice of Normal, Sport and All-weather driving modes – the latter becoming Traction on off-road variants. You’ll also fit five adults inside the 500X, the 350-litre boot will swallow plenty of shopping and Fiat offers many of the latest safety aids, including autonomous braking, lane departure warning and blind spot monitoring – albeit only optionally.
Fiat has taken a serious look at itself and the competition, and produced something that feels well made, neat and tidy to drive, and looks distinctively stylish.


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Stick it in neutral, keep your feet off the pedals and it’ll inch its way down the slope by itself.
Thing is, you often feel you’re travelling faster than you are anyway as the mud and snow tyres squeal like you’re on a qualifying lap when in reality you’re meandering gently around a roundabout.
It’s genuinely capable off-road, great in the city (no speed bump too big, no multi-storey too steep, no parking space too small) but in all honesty a bit rubbish on the open road.
500 is a fashion-led product, and compact crossovers are the sector of the moment, so the 500X could well represent the Venn diagram sweet-spot where trend and machine overlap.
But vitally, it seems that Fiat has realised its reputation isn’t exactly spotless, and a certain amount of substance was essential to accompany the style. No surprises here; Sport, for example, gives the accelerator mapping a shot of adrenaline, adds steering weight and makes the smooth-shifting nine-speeder jerk like a broke junkie. The relatively low (for a crossover) seating position helps, as does the lack of slop in the steering, and overall it’s a pleasing car to punt along at speed. We did find it vaguely amusing that the top spec Cross Plus has by far the nastiest dashboard finish, trading the enamel-like paint of the regular variants for a scratchy Emory board-like plastic. Priced from ?14,595 to ?25,845, it’s a little more expensive than the mainstream competition – think Juke, Mokka, Captur and 2008 – but cheaper than the equivalent Mini. To this end, the 500X shares not only its platform with the charismatic Jeep Renegade but a four-wheel drive system and a nine-speed automatic gearbox. That’s up to you, though we do like the way the silhouette and much of the detailing echoes the smaller (2007) original. The ride isn’t really uncomfortable, either, especially on the smaller wheels, it’s just a bit crashy over sudden surface imperfections; given the state of some of Italy’s roads, it’s fine.
And the Uconnect TomTom-powered satnav system had trouble keeping track of which road we were on. The cabin quality is perhaps the best Fiat has ever produced, and you can sense there’s been real attention paid to the engineering.



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