The Grande Panda signals FIAT’s return to the B-segment (supermini class), and it is a return… on a ‘Grande’ scale.
FIAT had been absent from Europe’s B-segment for seven years, following the Grande Punto’s departure in 2018. That was a difficult gap for a brand whose strongest sales volumes are concentrated in the lower market segments.
The Grande Panda fills that space and is FIAT’s first model built on Stellantis’s Smart Car platform, which already underpins the Citroën C3 and Opel Frontera. It shares their powertrains: a 113 hp electric version and a 110 hp petrol hybrid.
We have already driven the electric Grande Panda - watch or revisit our video review - and it made a very positive impression. However, the Hybrid costs less, while the lack of a battery beneath the vehicle’s floor brings some… beneficial consequences. We explain why below.
The largest boot in its class
Passenger space is generous, making it well suited to four adults and a child. Headroom is good, with four fingers’ clearance between the head and roof for occupants measuring 1.80 m, while legroom is respectable.
Compared with the electric FIAT Grande Panda, the hybrid has 2.2 cm more ground clearance and offers a more natural leg position, thanks to its lower floor and the absence of an underfloor battery. Visibility is expansive, and the rear seats sit higher than the front ones, creating an amphitheatre-like feeling.
At 412 litres, the boot is the largest in the segment - 50 litres more than in the electric model - and expands to 1366 litres when the rear seats are folded. The body’s square-cut shape makes the interior easier to use, although there are steps between the loading floor and the entrance to the boot.
Digital simplicity
Inside, the designers have worked to make the cabin as cheerful as possible. Colourful details feature on the air vents and in the seat stitching.
The 10-inch digital instrument display and 10.25-inch central screen sit within a surround that recreates the oval layout of the historic Lingotto factory test track. There is even a small car that appears to be circling the track. The climate control system retains physical controls, while compatible smartphones can be charged and mirrored wirelessly.
The transmission selector is shared with other Stellantis models. Hard plastics are used throughout the cabin, although the assembly quality feels solid.
Rather than opening gently, the glovebox lid drops down, as is common in this segment. There is also a second upper storage compartment, which can be trimmed in fabric made from bamboo fibres - a pleasant nod to the panda bear’s diet. This solution was made possible by repositioning the airbag.
Dynamics given the seal of approval
This mild-hybrid version combines a 29 hp (55 Nm) electric motor, housed within the six-speed dual-clutch gearbox, with a turbocharged 1.2-litre three-cylinder engine producing 101 hp and 205 Nm. Together, they deliver a maximum of 110 hp, although the combined peak torque figure has not been disclosed. This is the same system already found in models such as the Citroën C3, Jeep Avenger and Opel Frontera.
On the road, the FIAT Grande Panda Hybrid felt well balanced. Its comfort does not match that of the ë-C3, which uses hydraulic bump stops, but it strikes a sound compromise between ride comfort and stability. The semi-rigid rear axle is less able to absorb the sharpest potholes, yet its behaviour is smoother than that of the electric version, which has to contend with the battery’s weight.
The steering has an appropriate weight for urban driving, although its three turns from lock to lock mean more arm work is required in tight manoeuvres. The brakes stand out for their progressive response from the very start of the pedal travel.
During acceleration, assistance from the electric motor offsets the combustion engine’s more restrained response at low revs. It operates on the Miller cycle, which favours efficiency. Its 0–100 km/h time of 10s betters that of the electric model, and its 160 km/h top speed is also higher.
It can travel in electric-only mode over short distances, using energy regenerated during braking and deceleration. However, its battery capacity is only 0.8 kWh - 50 times less than that of the electric Grande Panda.
There are no driving modes, but the gearbox includes an “L” mode that makes it more responsive when changing down. With no paddles or manual control, this function can provide an engine-braking effect on more demanding descents.
The e-DCT gearbox deserves recognition for its smooth transitions between combustion and electric operation, with no loss of torque during gear changes. The 48 V battery also supplies the comfort and safety systems.
As for fuel consumption, an average of 7.2 l/100 km was recorded over a 156 km route driven more briskly than usual. That is higher than the official 5.1 l/100 km figure, but remains acceptable for this type of initial drive. We will need to wait for a longer test in Portugal to assess consumption in other conditions.
The FIAT Grande Panda Hybrid is only the beginning
The FIAT Grande Panda Hybrid is the first version to reach the market. Prices start at 18,600 euros for the Pop, rise to 20,100 euros for the Icon tested here, and reach 22,600 euros for the range-topping La Prima.
Closer to the end of the year, the petrol-only Grande Panda with a manual gearbox will arrive. It will offer a more attractive entry point to the range, with a price close to 15,000 euros.
Later on, we will also receive the 4×4, recently revealed as a concept car. It will be the most expensive combustion-engined version, although it will still be priced below the fully electric model.
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