An Exhaust Note That Moves Enthusiasts

In my line of work, I'm often asked, "Are there any fun cars out there?" Lately, I've made it a point to always mention the "Abarth."

Regardless of origin, car genre, or price range, among the cars currently available for purchase in Japan, the Abarth "500" and its siblings (the higher-spec, performance models "595" and the limited edition "695") are, I am convinced, a rare masterpiece of our time when it comes to sheer driving enjoyment.



Let me confess upfront. The red Abarth 500, which is the star of this feature and combines with the 5-speed sequential MTA "Abarth Competizione" officially introduced to Japan this spring, is a test vehicle loaned by Fiat Chrysler Japan. The gray "500," which features the conventional 5-speed manual transmission and serves as a comparison, is my own personal car that I use daily. In other words, it's a car I was so captivated by that I ended up buying it myself.

The charm of the Abarth 500 can be felt from the moment you start driving. There's a slight turbo lag at very low RPMs, but once the engine speed exceeds 2,000 rpm and enters the "on-cam" range, the 135ps, which might seem modest for a modern hot hatch, feels remarkably powerful.



In any case, it's clear that Abarth understands what enthusiasts truly appreciate.

A Nimble Agility That Clearly Embodies "Gentle Strength Conquers Hardness"

Even among the Cinquecento-based Abarths, when compared to vehicles equipped with the "esseesse" tuning package from the manufacturer, the absolute power and torque of the "stock 500" in these two cars are clearly lower. However, in exchange, the boost response and low-to-mid-range responsiveness are slightly sharper.

Therefore, while it's undeniable that they wouldn't win on a circuit against a 595, when driving in the city or on winding roads, this 500 is faster. Or rather, it "feels" faster. And importantly for setting the mood, you can hear that "vorororo" sound more frequently than in the 595 series.



Meanwhile, the natural character of the "stock" Abarth 500 is also evident in its handling.

The 595 series and above feature sports suspension and 17-inch tires/wheels, set slightly lower, similar to the esseesse models. However, the standard Abarth 500 uses 16-inch tires with standard suspension. Naturally, it allows for slightly deeper body roll in corners, but its cornering ability, which belies its nose-heavy FF layout, remains largely unchanged.

While it exhibits a slightly stronger tendency towards understeer compared to the 595/695 on a circuit, for us everyday drivers on winding roads, the nimble agility that embodies "gentle strength conquers hardness" can be experienced more clearly. In other words, depending on usage and preference, choosing the 500 is a perfectly viable option.

Sequential MTA for a Comfortable, Rhythmic Drive

Despite the appeal of the Abarth 500, my greatest interest during this test drive was, as expected, the 5-speed sequential MTA added in April of this year. Although I am accustomed to the MTA in the 595 and 695 series, which have been available in Japan for some time, its combination with the 500, with its natural low-to-mid-range torque delivery, surprisingly offered a fresh impression.



While the same system, when paired with the 595/695 series, strongly conveyed the sense of an MTA for absolute speed, here with the 500, it feels less like a mere easy-drive tool and more like an accessory that enhances a rhythmic drive. The subtlety of this differentiation once again demonstrated the high caliber of Abarth's engineering expertise.

The Abarth Magic Remains Potent

The Abarth 500, while embodying the form and practicality of a compact hatch, is at its core a pure lightweight sports car. There is no doubt that the Fiat "500" is a superb vehicle in its own right, but sharing the same base, the Abarth has been established as an entirely different car.

In today's landscape of excellent hot hatches, led by the third generation of the "Mini,"the "Mini" (third generation)the Abarth 500 and its companions are truly among the finest "driving pleasure generating machines." The "Abarth magic" that captivated enthusiasts half a century ago remains potent today.



Incidentally, my own Abarth 500 is a 2013 model. While I've customized it slightly with optional side stripes and roof decals, genuine Fiat 500 dress-up parts like the bonnet trim and chrome door mirror covers, and replica stickers evoking the golden era of Abarth in the 1960s, the mechanicals are entirely stock.

In addition to such light cosmetic tuning, Abarth also offers manufacturer-genuine tuning options like the "esseesse" tuning kit and the "Record Monza" sports exhaust. Furthermore, with dedicated aftermarket parts actively available worldwide, owners can freely create an Abarth that reflects their individual personality and worldview. In that sense too, I am confident that the appeal of Abarth will continue to expand.

ABARTH 500 | ABARTH 500
Body Dimensions | Length 3,655 x Width 1,625 x Height 1,515 mm
Wheelbase | 2,300 mm
Tread Front/Rear | 1,415 / 1,410 mm
Weight | 1,110 kg
Engine | 1,368cc Inline 4-cylinder DOHC Turbo
Maximum Output |
(5-speed Manual) 99 kW (135 ps) / 5,500 rpm
(5-speed Sequential MTA) 103 kW (140 ps) / 5,500 rpm
Maximum Torque |
180 Nm (18.4 kgm) / 4,500 rpm
(SPORT switch engaged) 206 Nm (21.0 kgm) / 3,000 rpm)
Transmission | 5-speed Manual, 5-speed Sequential with Automatic Mode
Drivetrain | FF
Brakes Front/Rear | Ventilated Discs / Discs
Suspension Front/Rear | MacPherson Strut / Torsion Beam
Tires | 195/45 R16
Fuel Economy (JC08 Mode) | (5-speed Manual) 14.9 km/ℓ (5-speed Sequential MTA) 13.8 km/ℓ
CO2 Emissions | (5-speed Manual) 156 g/km (5-speed Sequential MTA) 168 g/km
Trunk Capacity | 185 liters (550 liters with rear seats folded)
Price (incl. tax) | (Manual) ¥2,764,800 (5-speed Sequential MTA) ¥2,926,800