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William Kimberley test drives the Fiat Panda
For all the negative publicity surrounding Fiat these days, it still has the capacity to produce good cars. The small car has long been a key factor in the Italian carmaker’s range for most of its existence with the Topolino, 500 and Uno all proving popular models that have stood the company in good stead. The Panda, though, since its introduction in 1980, has never quite acquired the same status, a situation Fiat is hoping to change with the new version that was introduced to mainland Europe in autumn 2003. In this quest, it has already gained a number of plaudits including the prestigious pan-European Car of the Year award in 2004.

The new Fiat Panda is proof that the Italian is still capable of producing decent small cars. Pictures the 4x4 variant

Originally going to be called the Gingo until Renault objected, saying that it was too close to the Twingo, the new Panda is a stylish small car with a spacious interior that belies its compact dimensions – 1.58 m wide, 1.54 m high and 3.54 m long. It boasts an overall passenger room coefficient of more than 68 per cent, one of the best in its class, while the 206 litre luggage compartment can be extended to 236 litres due to the innovative split/folding, sliding rear seat.

The petrol engine versions are the 1.1 litre 8-valve developing 54 ps (40 kW) and 88 Nm (64 lb ft) of maximum torque at 2,750 rpm and the 1.2 8-valve developing 60 ps (44 kW) and 102 Nm (75 lb ft) of maximum torque at 2,500 rpm. Under the bonnet of the new diesel version is the Euro 4-compatible, 1.3 litre 16-valve MultiJet engine – the smallest and most advanced common-rail direct injection turbodiesel in the world.

It features twin overhead camshafts, a chain-driven timing system, hydraulic tappets, a cast-iron crankcase with an aluminium base, a steel crankshaft and an aluminium cylinder head. It is boosted by a turbocharger with wastegate and intercooler, and possesses an electronically controlled exhaust gas recirculation and cooling system.

A development of the Unijet engine, the MultiJet has new injectors that can reduce both the time lag between injections from 1,500 to 150 ms, and the minimum quantity of fuel injected from 2 to less than 1 cu mm. In tandem, the new control unit modulates injection strategy continually to adjust to changes within three parameters: engine speed, the required torque and coolant temperatures. When coolant temperature is below 60° and torque requirement is low, two small and one large injection are performed. As torque demand increases, the number of injections drops to two – one small and one large. At high engine speed and torque demand, only one injection is needed whilst, with coolant temperature at above 60°, emissions are minimised with one small, one large and then one small injection in the sequence.

A 5-speed manual gearbox is available across the range but the Dualogic automated manual transmission is only available on the 1.2 litre version.

A new model that has come into the range is the 4x4 version, developed in conjunction with Steyr-Puch and first seen in the Giugiaro-designed Panda in 1983. The big difference, though, is in the improved ride comfort when traversing rough roads. On a demanding cross-country where many an urban 4x4 would not have ventured, the Fiat met the challenges with aplomb, scrabbling up slippery steep slopes, splashing through muddy puddles and mounting nasty ridges, all in its stride. Apart from the dynamics of so doing, the big difference was felt in the passenger compartment where the jolts and thumps were very effectively dampened.

Entirely a mechanical system requiring neither driver input nor electronic controls, the four-wheel drive system itself features a variable torque distribution and the capability of delivering 50 per cent of the torque to the rear wheels. The new four-wheel drive transmission, developed in conjunction with GKN Driveline, features a front differential alied to a power transfer unit, a two-piece propshaft, a viscous coupling in front of the rear differential, a rear differential module, and front and rear driveshafts.

Modifications have also been made to the MacPherson strut front suspension and an all-new independent rear configuration featuring longitudinal tie rods and a torsion bar for improved wheel articulation in off-road conditions and a 50 mm increase in ground clearance to 165 mm. Revised front and rear bumper bumper designs incorporate wide, integral body shields that fold beneath the bodywork for additional protection. The car is also fitted with an engine sump guard.

The extended ground clearance, together with the short front and rear overhangs and approach, departure and breakover angles – the maximum angles of incidence that may be undertaken without the body touching the ground – are 24, 42 and 24 degrees respectively. The new model will also readily climb gradients in excess of 50 per cent.

As part of the testing on the vehicle, it was taken from Kathmandu to the Mount Everest advanced base camp, sited at an altitude of 5,200 metres, the first time that a small off-road vehicle had achieved this.

All the ingredients are in place for the Panda, in all its versions, to be a success. It just remains to be seen whether it is given the chance to do so.