Abarth 500 135 CV, test drive (part III)

When we see such a small model, the first thing we do is imagine the worst case and think what would happen if we had an accident with this car, especially with models as tiny as these, where we could be crushed by a lorry. I prefer not to think about it and I trust that no car manufacturer builds models with a lot of power and no control.

This case was no exception, and from the very first moment it is clear that everything is under control and nothing has been overlooked. All the safety features are crucial and, although they are never too many, in this case there are several of them that also help make driving more fun and safer.

Equipment

The sense of safety at the controls of the Abarth 500 is total. It is true that its size doesn’t help much, but both active and passive safety are excellent. This particular model has not been tested, but the Fiat 500 in the EuroNCAP test results achieved the maximum score for adult occupants, 4 stars for child occupants and 3 for pedestrians, a score many of its rivals envy and only matched by the Seat Ibiza and the Ford Fiesta in its segment.

It has 7 airbags in total: two front, two curtain, two side airbags and one to protect the driver’s knees, plus ESP, an anti-slip system ASR, HBA brake assist with automatic hazard lights under emergency braking, Hill Holder hill start assist and a very important new feature: TTC (torque transmission control).

The difference between having it on and off is mainly its behaviour in corners. Although it has no memory (it always appeared deactivated on start-up), I always made sure to keep it connected. It prevents any false movement in corners, whether braking or accelerating, and stops the already unobtrusive stability system from kicking in. It also prevents the wheel receiving the most power (the inside one) from spinning faster than the outer wheels, braking it with the help of the ESP.

Inside, there is no dangerous element on the dashboard that could compromise the occupants’ safety in the event of an accident. The white lacquered trim running across the entire front of the dashboard stands out, with the model’s silver lettering surrounding the three buttons on the centre console. Above them are the controls for the MP3 radio with steering-wheel controls and 4 40 W speakers plus 2 30 W tweeters. Under the passenger seat there is an amplified subwoofer (see image), all made by Sound System Interscope.

Our unit did not have the Blue&Me MAP telemetry system. It is a GPS system capable of storing lap times on the circuit along with basic values such as speed, position and even engine revs. One more element to complement, even more so, the sporty capability of our car.

The truth is that there is not much difference between standard and optional equipment. Customisation of the exterior is very extensive: body colour, logos and stickers in different colours, sizes and types, roofs in several colours or glass, 16- or 17-inch alloy wheels (in our case the wheels were the OPC 55E model with 205/40 tyres) and automatic climate control. You can even order pre-installation for a portable navigation device (fitting it to the dashboard is not possible due to lack of space).

Neither xenon headlights nor parking assistance are available even as an option, which I believe a car in this range (however small, I consider it high-end) should offer as an option, as well as a centre armrest on the front seats, to make up for the limited hidden storage space and improve posture on long journeys.

What does come as standard are the chrome sports pedals and foot rests, which give the car a very sporty look, and the GSI gear-change indicator. Personally I don’t find it particularly useful, although it does have a purpose. In normal mode it indicates the optimal gear change taking speed and revs into account, as well as accelerator position, but in sport mode things change. It doesn’t light up asking for a gear change until almost the fuel cut-off, so you can squeeze the most out of the engine.

Versions

If you want an Abarth 500, you won’t have to rack your brains over which version to choose or which trim. The materials are good quality and there is only one 135 hp version, and a more evolved modification, EsseEsse, which is simply a sportier kit that raises the engine up to 160 hp and adds cosmetic touches. On top of the base price you have to add 2,500 euros of parts plus 14 hours of labour, which in total come to a little under 3,500 euros in extras.

As we have seen recently in the news about the Frankfurt Motor Show, this model is going to be produced in versions for every taste, each more powerful and incredible than the last. So on the road you will be able to see the official 200 hp version, the special 0 to 100 edition, as well as the Abarth 500 Monza and the recent Abarth 500 Homenaje Ferrari.

This toy costs 18,500 euros plus extras and however much we tinker with the configuration, we won’t go beyond 2,500 or 3,000 euros. It comes very well equipped as standard. Registration tax is 4.75% as it emits 155 g/km of CO§h93Fiath94§. Servicing is every 35,000 kilometres.

Personally, I recommend the Abarth 500 to anyone who enjoys driving and likes burning off adrenaline in every corner. It is not excessively expensive (the most complete Fiat 500 sells from 16,000 euros) for what it packs in terms of technology and engine, although perhaps it is so for its segment and size, but it doesn’t aim to compete with other standard compacts. This is a unique, exclusive model that radiates sportiness from every angle.

If we are going to travel (even less so with children) it is certainly not the car to have for the family, but it is great for enjoying a road with twisty bends. I don’t claim to have driven many cars, but of all the ones you have been able to see, it is without doubt the one I liked most by far. It was not the most powerful, nor the most expensive, but it was the most fun, the most exclusive, and the one that left me with the best taste in my mouth.

Photos | Javi Vicente