Written by Ben Whitworth Updated: 29 May 2025

Overview

This is the petrol-powered Grande Panda that follows on the heels of the all-electric Panda we drove at the start of 2025. It’s a mild hybrid that combines a 1.2-litre petrol engine with an electric motor and a dinky battery, all driving the front wheels through a six-speed double-clutch automatic transmission.

It’s a small SUV aimed at budget-oriented drivers looking for a single car that will address the majority of their transport requirements; or more affluent buyers requiring a highly competent do-it-all second car. Prices range from £18,035 to £21,035.

The Panda is underpinned by Stellantis’ recently developed Smart Car architecture, and in our eyes, it looks superb. Fiat’s design team have updated the classic Panda’s endearingly boxy silhouette, peppering it with intelligent hat-tips and design cues from Pandas of the past.

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It’s generously specified featuring equipment drivers will appreciate, and practical too, with a welcoming cabin, plenty of storage space and a decent sized boot. Key rivals include the new Citroen C3, the MG ZS Hybrid+ and the Renault Captur.

Scroll down to find out what we made of the car – and if you’d like to learn more about how reached our verdict on the new Fiat Grande Panda Hybrid, check out our how we test cars explainer page.

What’s it like inside?

Joyful, in a word. The Hybrid shares its interior with the Panda EV and there’s intelligence, wit and brio everywhere you look. The oval dashboard is inspired by the test track atop the Lingotto building in Turin, Fiat’s historic headquarters, complete with a model of Giorgetto Giugiaro’s original Panda in the bottom corner.

The same oval motif is also used in the instrument displays, door handles and centre console. The Fiat corporate logo is emblazoned on the door cards, the top spec La Prima models we drove feature woven bamboo fabric on the ‘Bambox’ dash-top storage unit, and the boxy left and right airvents recall the right-angled original Panda.

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These plentiful Easter eggs are more than enough to compensate for the unyielding plastics used on the centre console and doors – you can forgive a great deal when there’s so much tangible evidence of Fiat’s Panda passion.

It’s comfortable and practical, too. Those deeply cushioned seats are very supportive, its spacious up front and there’s just enough room in the back to accommodate two tall adults on longer trips, or three on shorter commutes. Pity the black roof lining makes it feel a little dark back there.

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With no batteries to accommodate, the Hybrid also gets a slightly larger boot than its electric counterpart – 412 litres versus the EV’s 361 litres – which expands to 1366 litres (1315 for the electric model) with the rear seats folded forward.

Fiat Grande Panda Hybrid engine

There’s only one powertrain option for the Hybrid – a turbo-charged 1.2-litre three-pot that drives the front wheels through a six-speed double-clutch gearbox. Dubbed T-Gen3, it’s a version of the engine that serves duty in almost every other small Stellantis car.

It’s supported by a 48V lithium-ion battery and a 21kW electric motor, to produce a combined output of 110hp and 205Nm of torque. That’s good for a 10-second saunter to 62mph and a 99mph top speed – unexciting figures but entirely in keeping with the Panda’s role.

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We’re going to get a little techy, here – but it’s worth understanding what makes this little car so economical. Fiat’s engineers opted to make the engine run on the more efficient Miller Cycle, which keeps inlet valves open for longer to reduce the amount of air-fuel mixture that gets compressed.

This, in turn, lowers both pressure and temperature in the cylinder and results in lower fuel consumption and reduced emissions at low engine speeds, with the combination of electric motor and turbo kicking in early to flesh out the torque curve.

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The Pop and Icon return 115g/km and 56.5mpg on the combined cycle, with the bigger-wheeled La Prima range-topper posting figures of 117g/km and 55.5mpg. On paper, that should result in at least 500 miles between refills.

What it’s like to drive?

The Panda drives with a composure and maturity that’s as unexpected as it is welcome, given its youthful vibrancy. The drivetrain is refined and cultured, emitting a muted thrum at urban speeds that only breaks into a crisp triple-pot rasp when you work it hard.

It’s pleasingly nippy off the line, making easy work of busy junctions and teaming roundabouts, and the Panda feels far brisker and alert than its performance figure would suggest. Plus, at speeds below 18mph the Panda will run silently on electricity for just over half a mile – perfect for parking manoeuvres and stop-start traffic.

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Accelerate smartly from standstill and you can feel the electric motor beef up the torque curve and iron out any loss of momentum between gearshifts. Despite its modest 100mph top speed, the Panda happily hums its way along the motorway, where wind and road noise are constant background companions.

The steering is devoid of feel, but it’s nicely weighted and, at 3.1 turns between locks, it’s quick enough for urban work without feeling nervous at higher speeds.

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Gearshifts are largely unobtrusive, with smooth economy-oriented shifting to sixth gear the order of the day. The brakes – discs all round – are strong, with a confidence-inspiring initial bite to them. There’s good visibility too, critical for busy urban environments, but only a very average 10.9m turning circle.

For the most part, the ride and handling impresses. The front MacPherson strut and twist-beam rear suspension soaks up all but the worst intrusions, with only pronounced ridges, expansion joints and potholes disturbing the calm of the cabin. Given its role as urban transport, we’d prefer a slightly more compliant Citroen-esque low-speed ride but overall, it’s a well-judged balance between comfort and body control.

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The Panda handles neatly, too. The impressive levels of body control keep a check on excessive roll, pitch and dive allowing you to make the most of its nippy performance and agility. It’s a composed and undemanding car to drive – exactly what you want when tackling fast-paced city environments.

What models and trims are available?

There’s the choice of three trim levels – Pop, Icon and La Prima. Prices for the Pop start at a keen £18,035, with an additional £1,000 putting you in an Icon. The La Prima flagship weighs in at £21,035. Standard equipment levels are decent, and include a 10-inch digital instrument panel, front and rear LED lights, cruise control, air-conditioning, rear parking sensors and an infotainment system with 10.25-inch screen.

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Apple CarPlay and Android Auto are standard, as are half a dozen airbags, the alphabet soup of mandatory ADAS software, and yes, those are 16-inch steel wheels lurking behind the plastic covers. Stepping up to the Icon adds a suite of trim niceties including 60:40 split folding rear seats, silver roof bars, front and rear skid plates and privacy glass. La Prima buyers get 17-inch alloys, auto lights and wipers, wireless smartphone charging, and keyless entry, and other nice-to-haves.

What else should I know?

The Fiat Grande Panda Hybrid is available to order now, with first deliveries expected to arrive around September to fall in line with the registration plate change. Fiat UK expects sales by the end of 2025 to exceed 5,000 units, with an estimated 40:60 sales split between the all-electric and hybrid -petrol models.

Fiat racks up the biggest sales in the Stellantis group and, according to Gaetano Thorel, head of Fiat and Abarth in Europe, both BEV and ICE models are expected to keep Fiat in pole position, with anticipated annual sales of 300,000 across 60 markets as diverse as Brazil, Algeria, Turkey and Japan.

Now click through to the next page for our final verdict on the new Fiat Grande Panda Hybrid.