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Ford News: 2017 Ford F-150 to Get 10-Speed Automatic, Second-Generation 3.5L EcoBoost

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2017 will be an important year for the Ford F-150 as the blue oval will be introducing the second-generation of the 3.5L EcoBoost V6 and a ten-speed automatic transmission.

 

The second-generation 3.5L EcoBoost is completely all-new with the block, heads, turbochargers, and other components changed. A key item Ford points out with the 3.5 engine is that it features direct injection and port fuel injection - basically two injectors for each cylinder. In low-load situations, the engine uses only the port fuel injection as it is said to be more efficient. During heavy-load situations, both injection systems are used to provide maximum power.

 

Horsepower still stands at 365. Torque has increased from 420 to 450 pound-feet, making the 3.5L the one of the torquiest engines in a full-size, light-duty truck (GM's 6.2L V8 with 460 pound-feet rules the roost here). There is also a more potent version that will go into the Raptor with 450 horsepower.

 

The engine will be paired up with a new ten-speed automatic that is the result of a partnership with Ford and General Motors. The automatic is said to improve overall efficiency with eighth, ninth, and tenth gear all being overdrive and a reduction in friction.

 

Ford didn't talk about how much of an improvement the ten-speed would bring in terms of fuel economy numbers, so we'll be waiting for the official EPA numbers. The new 3.5L EcoBoost and ten-speed automatic will arrive later this fall.

 

Source: Ford

 

Press Release is on Page 2






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The torque increase is great and more important than a HP increase. But even a small HP bump would have been nice.

 

I do like the dual FI set up. A) its said to be more efficient at certain RPM loads. B) it will also help alleviate carbon build up that is known to accumulate on DI engines.

 

I wonder when the exactly this 2017 with its new gen 3.5L EB and class leading 10spd will be available?

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^ Is it beating the ZL1 to the dealerships? I honestly do not know but I know they said it would be available a month or so ago.. 

 

I am a little disappointed w/ no hp bump but that's for no good reason as this is a truck and it's getting a 30tq increase. That's the most important part. I also hope that they chiseled out some of the ecoboost fuel economy situations. 

 

It is good to hear that they are mixing direct and port injection, for the same reason named above, coked up valves. 

 

I would eventually like to know where the efficiency gains will come from, 10spd vs 2nd gen 3.5EB. I'm curious how much efficiency will be had from the new more efficient with more ratios transmission and how much will be gained from the engine itself. Nice to see them both be put together at the same time. I would think this would yield pretty good overall gains being put together at the same time. 

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"Torque has increased from 420 to 450 pound-feet, making the 3.5L the torquiest engine available in a full-size, light-duty truck."

 

The GM 6.2L V8 makes 460 lb-ft of torque and is primarily available on the GM light duty 1500 trucks. Is there some asterisk to that claim that I'm not aware of?

 

It's interesting Ford chose to go with a split port/direct injection system. I would have expected the added complexity and parts would outweigh the benefits, but they must have found something significantly advantageous in testing. I tend to like the idea of having port fuel injection even if merely for the fact that it cleans carbon deposits in the ports that DI engines have left untouched in a way that becomes additional maintenance long term.

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"Torque has increased from 420 to 450 pound-feet, making the 3.5L the torquiest engine available in a full-size, light-duty truck."

 

The GM 6.2L V8 makes 460 lb-ft of torque and is primarily available on the GM light duty 1500 trucks. Is there some asterisk to that claim that I'm not aware of?

 

It's interesting Ford chose to go with a split port/direct injection system. I would have expected the added complexity and parts would outweigh the benefits, but they must have found something significantly advantageous in testing. I tend to like the idea of having port fuel injection even if merely for the fact that it cleans carbon deposits in the ports that DI engines have left untouched in a way that becomes additional maintenance long term.

 

 

Maybe its meant as not " peak torque ", but as in torquiest power spread. There the EB's ( 2.7 and 3.5 ) have shown to not be as peaky as the EcoTec3's

 

One must remember that the 6.2L is only available on some trims too.

 

EDIT

 

* best-in-class 450 lb.-ft. for a V6. *

 

I was reading the PR and can't find where it states " torquest engine in a full sized light duty truck

 

 

https://media.ford.com/content/fordmedia/fna/us/en/news/2016/05/03/2017-ford-f150-more-torque-better-boost.html

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"Torque has increased from 420 to 450 pound-feet, making the 3.5L the torquiest engine available in a full-size, light-duty truck."

 

The GM 6.2L V8 makes 460 lb-ft of torque and is primarily available on the GM light duty 1500 trucks. Is there some asterisk to that claim that I'm not aware of?

 

It's interesting Ford chose to go with a split port/direct injection system. I would have expected the added complexity and parts would outweigh the benefits, but they must have found something significantly advantageous in testing. I tend to like the idea of having port fuel injection even if merely for the fact that it cleans carbon deposits in the ports that DI engines have left untouched in a way that becomes additional maintenance long term.

Good point. I made a slight correction and added GM's 6.2 to the story.

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On no. please no more back and forth bickering....f***** dammit buy an American truck, any of them and be pleased how they dispatch anything foreign.

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The dual-mode FI system sounds like it'll be an advantage.

 

I doubt the 10-spd is likely to EVER see 9th & 10th gear usage. My brother has a 6-spd (5th & 6th overdrive) and it almost never shifts to 6th. You have to be coasting on dead-level highway with a slight tailwind to get it in 6th. I'd like to take a spin in one of these 10-spd F-150s tho.

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The first volume-production 10-speed automatic transmission available to consumers from any automaker will deliver improved acceleration and performance

And will be available around the same time as the ZL1.

Just to clarify.

Still great news for Ford. The ten speed will be a hit for both Ford and GM.

Yeah I just saw that too. I didn't see the press release was on page 2. I guess they're taking a jab at the EcoDiesel V6.

Or it's just clever marketing since they don't have a mainstream V8 to compare to the 6.2L. Edited by surreal1272

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

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More interested to see how the 10 speed will do.....

 

 

Makes me wonder since FCA is screwing up the 9 speeds pretty well right now...

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

 

 

The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

 

 

The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

 

True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

 

I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

 

 

The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

 

True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

 

I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

 

 

I'm just talking about the eventual comparisons of the new 3.5 + 10speed to the 5.3 + 6speed. 

 

My own concern would be the Ecoboost's tendency to not meet EPA MPG specs in the real world where I can usually beat it with the 5.3. Just my own experience.

 

The 6.2+8speed is just about the same mpgs as the current 3.5EB. So not that much of a hog.

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

 

 

The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

 

True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

 

I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

 

 

I'm just talking about the eventual comparisons of the new 3.5 + 10speed to the 5.3 + 6speed. 

 

My own concern would be the Ecoboost's tendency to not meet EPA MPG specs in the real world where I can usually beat it with the 5.3. Just my own experience.

 

The 6.2+8speed is just about the same mpgs as the current 3.5EB. So not that much of a hog.

 

That was one thing I "addressed" as well in an earlier post. I hope this new motor addresses that issue as well. 

 

I would think the 5.3 would get the 8spd across the board for 2017 as it has been slowly moving through the lineup. You can get it now can't you? Only in like High Country or whatever trim though, right? 

 

Well I was factoring in purchase cost and fuel cost and at 1-2 mpg across the board or for the life of the truck that adds up when fuel eventually goes above $3/gallon again. 

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

 

 

The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

 

True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

 

I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

 

 

I'm just talking about the eventual comparisons of the new 3.5 + 10speed to the 5.3 + 6speed. 

 

My own concern would be the Ecoboost's tendency to not meet EPA MPG specs in the real world where I can usually beat it with the 5.3. Just my own experience.

 

The 6.2+8speed is just about the same mpgs as the current 3.5EB. So not that much of a hog.

 

 

 

Most comparisons of the 5.3L are against the 2.7L, not the 3.5L, where its been proven the 2.7L not only out performs at the pump, but is also notably quicker loaded and unloaded.

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Most comparisons of the 5.3L are against the 2.7L, not the 3.5L, where its been proven the 2.7L not only out performs at the pump, but is also notably quicker loaded and unloaded.

 

I agree the 2.7 is the natural competition to the 5.3, but I disagree about the "proven" fuel economy.  The EPA numbers may look good, but that's not what most people consider "proven" in the real world. In fact, the exact opposite seems to be true

 

18.9 mpg Average?  Just about any Chevy pickup with the 5.3 can do that without a sweat.

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Most comparisons of the 5.3L are against the 2.7L, not the 3.5L, where its been proven the 2.7L not only out performs at the pump, but is also notably quicker loaded and unloaded.

 

I agree the 2.7 is the natural competition to the 5.3, but I disagree about the "proven" fuel economy.  The EPA numbers may look good, but that's not what most people consider "proven" in the real world. In fact, the exact opposite seems to be true

 

18.9 mpg Average?  Just about any Chevy pickup with the 5.3 can do that without a sweat.

 

 

 

The EPA rates the four-wheel-drive 2015 F-150 with the 2.7-liter EcoBoost V-6 at 18/23 mpg, and when we put it through our Real MPG testing, we saw 17 mpg city, 22 mpg highway, and 19 mpg combined. We also did a far less scientific test while the trucks were loaded down with the mats and divided the miles driven by the gallons pumped. In that test, we got 16.8 mpg.

Then there’s Chevy’s solution. Recognizing that many truck buyers prefer V-8s regardless of power ratings, Chevy went through its 5.3-liter truck engine with a fine-toothed comb looking for efficiencies. Its piece-de-resistance is a cylinder deactivation system that turns it into a 2.7-liter V-4 under light loads. It’s a neat trick, but not as effective as Ford’s solution. The Chevy is EPA-rated at 16 mpg city, 22 mpg highway, and 18 mpg combined. In our Real MPG testing, it returned a disappointing 13 mpg city, 19 mpg highway, and 15 mpg combined. In our payload fuel economy test, though, it came within striking distance of the Ford at 16.4 mpg observed

 

REAL MPG, CITY/HWY/COMB Chevy 13/19/15 mpg  Ford 17/22/19 mpg

 

 

EPA CITY/HWY/COMB ECON Chevy 16/22/18 mpg  Ford 18/23/20 mpg

 

Real MPG is what M/T recorded ( unloaded ), the Ford avg 4 mpg better and was much closer to its EPA ratings than the Chevy

 

http://www.motortrend.com/news/comparison-2015-ford-f-150-vs-ram-1500-chevrolet-silverado/

Edited by FordCosworth

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I prefer the longer term tests... and my own experiences with both (as a conservative driver) show opposite results.  I can get 21 - 22 out of heavier Suburban 5.3 on the highway... and do that regularly.

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I prefer the longer term tests... and my own experiences with both (as a conservative driver) show opposite results.  I can get 21 - 22 out of heavier Suburban 5.3 on the highway... and do that regularly.

 

 

And I prefer actual head to head comparisons that what " one claims ". 

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I prefer the longer term tests... and my own experiences with both (as a conservative driver) show opposite results.  I can get 21 - 22 out of heavier Suburban 5.3 on the highway... and do that regularly.

 

 

And I prefer actual head to head comparisons that what " one claims ". 

 

 

Edmunds and Wards and Car and Driver and many posters on Ford150 got the same results, and I quote "Where's the Eco in Ecoboost?"

 

In fact all of my ecoboost drives have returned disappointing MPGs with the exception of the Fusion 2.0T. 

 

You and MT are the outier.

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      Why it Matters: The Wrangler was easily the most iconic vehicle shown at the 2017 LA Auto Show.  FCA finally modernized the Wrangler, a feat hard to do with tons of purists out there. I think they have managed to pull it off in such a way that brings the Wrangler up to date and will still satisfy all but the staunchest of luddites. The Wrangler has been a segment of one for years with the only close competitor being the Toyota 4Runner. Click here to read more about the 2018 Jeep Wrangler
      Competitors: Toyota 4Runner, Mercedes-Benz G-Wagon with a 66% discount
       
      Next up: Subaru Ascent and Volkswagen Tiguan R-Line
       
      2019 Subaru Ascent

      The Details: Subaru gets back into the mid-size crossover game with a conventional looking 3-row. Power only comes from an all new direct injected 260 hp, 277 lb-ft turbocharged boxer 4-cylinder. AWD and CVT are standard.
      Why it Matters: Subaru’s last attempt at a mid-size crossover bombed hard. It was odd looking, over priced, and had terrible fuel economy.  This time Subaru took the safe route, put their Forester on the copy machine and enlarged it 150%. Of the mass-market crossovers I visited during the show, the new Ascent had one of the nicest interiors I encountered. That said, it will need that asset because it is definitely on the smaller side of the segment.  People shopping the Chevrolet Traverse or Honda Pilot will probably find this Subaru to be too cramped. Subaru is one of the strongest growing brands in the US  and the new Ascent is going to add to that momentum. Click here to read more information about the 2019 Subaru Ascent
      Competitors: Every mainstream 3-row crossover made, but especially the Mazda CX-9, Toyota Highlander, Kia Sorento, Volkswagen Atlas ,and Nissan Pathfinder
      2018 Volkswagen Tiguan R-Line

      The Details: A sport appearance package for your smallish-midsize Volkswagen crossover. 19” wheels for R-Line SEL trims and 20” wheels for R-Line SEL Premium trims. Sportier bumpers with ample gloss black applique, black headliner, R-Line logos plastered on everything.  Otherwise, it’s the same as any new Tiguan available at your local VW dealer since July. Click here to read more information about the Volkswagen Tiguan
      Why it matters: Audi tastes and Volkswagen budget? Say no more!
      Competitors: Every small crossover made, but especially Mazda CX-5 and Nissan Rogue
       
      Next up: Hyundai Kona, Mitsubishi Eclipse Cross, Kia Sorento
      2018 Hyundai Kona

      The Details: A funky new compact crossover from Hyundai that you’ll either love or hate the looks of.  All of the standard stuff is there, two choices of 4-cylinder, turbocharged and not, Front-wheel drive or all-wheel drive, floating roof treatment.
      Why it matters: A Hyundai designer and Jeep designer snuck into a Citroen design studio one night and made a baby.  As crowded as the compact crossover segment is getting, there are a lot of forgettable entries. Hyundai made sure you won’t forget theirs. Click here to read more about the 2018 Hyundai Kona
      Competitors: Mitsubishi Eclipse Cross, Toyota C-HR, Chevrolet Trax, Ford Ecosport, used Pontiac Azteks
      2018 Mitsubishi Eclipse Cross

      The Details: A compact crossover with more of an emphasis on sport than most of its peers. A 1.5 liter turbo direct-injected 4-cylinder offers a compelling 152 horsepower and 184 lb-ft of torque at 2,000 rpm. Super All-Wheel Control, Mitsubishi’s selectable all-wheel drive system offers a bit more control over exactly what the wheels are up to.  The transmission is a CVT. All trims except the base model get Android Auto and Apple Car Play.
      Why it matters: I knew the Mitsubishi Eclipse.  The Mitsubishi Eclipse was a friend of mine.  You sir, are no Mitsubishi Eclipse. That said, Mitsubishi is clinging on for dear life in the US market at the moment, and sports hatchbacks are not where the money is at right now.  Name issues aside, the Eclipse Cross was one of the bigger surprises for me at the 2017 LA Auto Show.  It looks great in person, the interior is up-market for the segment, the powertrain sounds promising, and pricing is set to start at $23,295.  Mitsubishi could have a hit on their hands if they manage to get the word out. Click here to read more about the 2018 Mitsubishi Eclipse Cross
      Competitors: Jeep Renegade, Mazda CX3, Honda HR-V, Chevrolet Trax, Ford Eco-Sport, Subaru CrossTrek
       
      2019 Kia Sorento

      The Details: The 2.0T is gone. The 2.4 4-cylinder and 3.3 V6 continue on, but now paired with a new Kia designed 8-speed automatic. Light interior and exterior refresh that won’t be noticeable to most people. Diesel option is on the way.
      Why it Matters: The Sorento is Kia’s 4th best selling models clocking in almost 92k units for 2017 so far. This incremental refresh keeps it up to date and relevant in a competitive market. The Sorento is Kia’s largest crossover, but like the Subaru Ascent, it is on the small side of the 3-row crossover segment. It’s most compelling feature being price and warranty. Click here to read more about the 2019 Kia Sorento
      Competitors: Subaru Ascent, Hyundai Santa Fe, Mazda CX9, Toyota Highlander, Mitsubishi Outlander
       
      Previous Page Next Page
    • By William Maley
      Ever since Mazda launched the MX-5 Miata back in 1989, competitors have been trying their best to out-maneuver it.; whether that is through better design, handling, or more power. While all have come and gone, while the Miata is still kicking around. What do you do in this case? If you can't beat them, join 'em. That's the case with Fiat as a few years ago, they would take the place of Alfa Romeo of developing a new roadster using the Miata as a base. The end result is the 124 Spider.
      Fiat’s designers wanted to do a modern interpretation of the 124 Spider designed by the legendary Pininfarina design house. The problem was trying to get that design to work with the MX-5 Miata’s structure. To pull this off, designers would add five inches to the overall length of the 124 Spider. The front end features many of the design touches found on the original 124 Spider with teardrop headlights, trapezoidal grille, raised fenders, and twin-power bulges on the hood. Around back is where the design begins to fall apart. The overall shape and certain choices such as the overhanging trunk lid don't fully mesh with the front. It looks like Fiat had two design teams working on either end of the vehicle, but put a curtain between them so they couldn’t see what the other was doing.
      The Abarth version of the 124 Spider does get some special touches to help it stand out from the other trims. They include a darker grille opening, 17-inch alloy wheels finished in a dark gray, and a quad-tip exhaust system. The only item we would change is making the Abarth badges smaller. The large size really detracts from the iconic look Fiat is trying go for.
      Putting the soft top down in the 124 Spider is very easy. Simply unlatch the mechanism holding the top in place and fold it back into its little storage space. Raising the top is just as painless as you just need to pull a latch behind the seats and pull the top forward. It will only take a few tries before you’re able to put the top up and down in just a few seconds.
      Moving inside, the only real differences between the 124 Spider and MX-5 Miata are the Fiat badge on the steering wheel, different fonts used for the gauges, and soft-touch plastics on the top of the door panels. Otherwise, the 124 Spider features the same layout and quirks of its donor vehicle. Controls readily fall to hand for either driver or passenger. Abarth models come with a 7-inch touchscreen with the Mazda Connect infotainment as standard equipment. On the plus side, Mazda Connect is easy to grasp thanks to an intuitive interface and a simple control knob. Downsides include the lack of Apple CarPlay and Android Auto;, and the awkward placement of the control knob. It will get in the way whenever you are shifting gears with either transmission.
      Snug is the keyword when describing the experience of sitting inside the 124 Spider. I’m 5’ 8” and had to set the driver’s seat almost all the way back to not feel cramped. Once I was able to find the right seat and steering positions, it felt like I was a part of the vehicle and not sitting on top of it. The passenger will complain about the lack of legroom as the transmission tunnel protrudes into the footwell. The seats themselves provide excellent support and will hold you in during an enthusiastic drive.
      The motivation for the 124 Spider is provided by Fiat’s turbocharged 1.4L MultiAir four-cylinder. The Abarth produces 164 horsepower and 184 pound-feet of torque. The base Classica and up-level Lusso see a small decrease in horsepower to 160. The difference comes down to the Abarth featuring a different exhaust system. Our tester featured the optional six-speed automatic with steering wheel paddles. A six-speed manual comes standard. Although the 124 Spider has higher power figures than the Miata, it isn’t that much faster. Reviewers who have run 0-60 tests say the Miata does it under six seconds, while the 124 Spider takes over six seconds. There are two reasons for this: First, the Miata is lighter than the 124 Spider by an average of about 120 pounds. Second is the engine has a bad case of turbo lag. The turbo doesn’t fully spool up until about 2,000 to 2,500 rpm, leaving you wondering where all of this power is when leaving a stop. Once it’s going, power is delivered in a smooth and somewhat linear fashion.
      The automatic transmission is another weak point of this powertrain. It loves to upshift early and leaves you without any turbo boost. This can be rectified by using the paddles on the steering wheel or throwing the automatic into the manual shift mode. The manual transmission is the better choice as it allows more flexibility with the engine.
      EPA fuel economy figures for the 124 Spider stand at 25 City/36 Highway/29 Combined. Our average for the week landed around 28 MPG.
      If there is one place that the 124 Spider Abarth can give the MX-5 Miata a run for its money, it is in the handling. The Abarth feels more athletic and confident when entering a corner with little body roll and fast transitions thanks to a sport-tuned suspension. Steering is the same as Miata with excellent road feel and quick turning. The downside to the athletic handling is a very stiff ride. Road imperfections are directly transmitted to those sitting inside. There is also an abundance of wind and road noise coming inside the 124 Spider.
      In some ways, the 124 Spider is better than the MX-5 Miata. The Abarth provides crisper handling and the interior is slightly nicer than what you’ll find in the Miata. But in other areas, the Miata is the better vehicle. The turbo lag from the turbocharged 1.4L saps a bit of the fun out of the vehicle and the design is somewhat unflattering. We can understand why someone would pick the 124 Spider Abarth over the Miata as it is something different. But is it the better Miata? The answer is no.
      Disclaimer: Fiat Provided the 124 Spider, Insurance, and One Tank of Gas
      Year: 2017
      Make: Fiat
      Model: 124 Spider
      Trim: Abarth
      Engine: Turbocharged 1.4L MultiAir Inline-Four
      Driveline: Six-Speed Automatic, Rear-Wheel Drive
      Horsepower @ RPM: 164 @ 5,500
      Torque @ RPM: 184 @ 3,200
      Fuel Economy: City/Highway/Combined - 25/36/29
      Curb Weight: 2,516 lbs
      Location of Manufacture: Hiroshima, Japan
      Base Price: $28,195
      As Tested Price: $30,540 (Includes $995.00 Destination Charge)
      Options:
      6-Speed AISIN Automatic RWD Transmission - $1,350.00

      View full article
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