Just like the age-old joke about corporation buses, here comes another Fiat 500 ‘special’
Frankly fed-up with yet another Fiat 500 derivative, Iain Robertson ponders over the cliché value of the Abarth history file and how long it will take before a propped open bootlid will strew its over-enthusiastic owner’s possessions across the autostrada.
In case you wondered about my opening gambit reference to a propped open bootlid, one of the innumerable tricks that Carlo Abarth applied to his run of variously modified original Fiat 500s involved improving the aerodynamics of the little blobs, while also enhancing the cooling of the rear-mounted engines; he created a thin tube construction that propped open the engine lid. Of course, the modern iteration of those charmingly rorty little racers features a more conventional front engine and front-wheel drive, thus the inherent danger of going too far down the route of Abarth originality might result in map books, cans of car polish, picnic blankets and other boot related detritus being deposited along Italy’s main thoroughfares with abandon. The alternative of a propped open (front) bonnet is not worth contemplating.
Unfortunately, since the privatisation of public transport, the days of the corporation charabanc are also ended. Yet, the old music hall jape about waiting for ages for a bus had hilarious relevance, when three turned up at once, something that still tends to happen in the London area, which is so well served by TfL’s red double-deckers.
There is no denying the relative popularity of the Fiat 500 in the modern era, which has been produced at the firm’s Polish factory, at Tychy, since it reappeared in repurposed form in 2007. It followed the successes experienced first by Volkswagen and the New Beetle and then BMW with the Mini, with no less than 2.7m examples rolling off its production lines. The Abarth derivatives, which are notionally similar to John Cooper Works versions of the Mini, or perhaps AMG’s relationship to Mercedes-Benz, grew off the back of regurgitating the Fiat-owned Abarth brand, which had lain dormant for several years, for hotter versions of the Fiat Punto. Intriguingly, the majority of 500-based Abarth derivatives have been produced at the advanced Chrysler factory, in Toluca, Mexico.
The latest parts-bin special is a tamer alternative to the 180bhp SS models revealed recently. The F595’s grip on reality is only tenuous to British motorists because the Tatuus single seater, Formula Four racing cars that share Fiat’s technology are relevant only to the Italian and German motorsports scenes. The F595 celebrates the long-running partnership, which has been almost as durable as that of the Formula Ford in the UK and acts as a tribute to the 50th anniversary of the Formula Italia single seater developed originally by Carlo Abarth.
Now in its eighth season, Germany’s ADAC F4 series is enjoying currently its seventh championship. In 2014, Formula 4 selected Abarth as the technical partner to supply its engines. Courtesy of its useful power-to-weight ratio, the punchy and reliable 1.4-litre, 160bhp Abarth Turbo engine fitted to the Tatuus single-seaters provides them with decent performance (a maximum speed of 150mph; 0-60mph in around 5.0s). Solid dependability also ensures that the cost of a season in terms of the teams and drivers can be kept under tighter control. It meets the FIA requirement of training for the Formula class drivers of the future, in line with the FIA’s and Abarth’s original values of developing young talent. Since 2014, more than 350 drivers have taken to the circuits in an F4 single seater powered by Abarth. Therefore, the F595 is a tribute to Abarth’s racing past and present.
Interestingly, it is the 165bhp version of Fiat’s 1.4-litre T-Jet turbo-petrol engine that is installed in the F595. Armed with superb bottom-end grunt, the tiny hatchback, which is also available in semi-convertible form, can breach a maximum of 135mph, while despatching the 0-60mph sprint in a zesty 7.0s, although a practical measure of its torque-rich engine lies in its ability to crack the 50-70mph acceleration increment in top gear in just 7.5s. Customers have a choice of manual or 5-speed automated-manual (with paddle-shift) gearboxes.
To differentiate it from other sporty 500s, the F595 is fitted with a Record Monza Sovrapposto active exhaust system. Its novel configuration features four tailpipes, a pair on each side, stacked vertically. The driver can control the active exhaust flap by the simple depression of the Scorpion button on the dashboard, which increases the exhaust tone as required. The electronics also recalibrate the power steering and engine responses to throttle depression.
The Abarth F595 features Rally Blue trim fillets such as the door mirror caps and the front and rear bumper inserts. Its sporty appearance is further enhanced by the 17.0-inch diameter Formula alloy wheels, F595 identification badges on the rear and flanks and front fog lamps. A set of Koni rear shock absorbers, with Frequency Selective Damping (FSD) technology as standard, is a means to improve dynamic performance, enhance the car’s agility and stability. The spares catalogue has also been raided for the Abarth-designed braking system that provides better pedal responses and improved retardation. It consists of 284mm front and 240mm rear ventilated discs.
Completing the interior is a leather wrapped steering wheel and leather Abarth sports seats that complement the black design cues around the revised infotainment touchscreen and the new matt black dashboard. The F595 is available in a choice of Race White, Campovolo Grey, Track Grey, Scorpion Black, Record Grey and Tarmac Grey, which all seems a tad funereal and could perhaps benefit from an extra shot of red, or yellow. Of course, there is a fairly hefty price tag being demanded by Fiat for its newcomer, the hatch retailing for £20,305, while the soft-top rolls in at £22,955, with the automated-manual transmission factoring in an additional cost of £1,350.
While I am becoming weary with so many sporty 500 variants, they might as well be all that Fiat sells, as much of the balance of its product range suffers from a poor uptake rate in the UK. It will be yawn-inducing to see what’s next from the 500 stable.
