Review: 2012 Fiat 500 Abarth – Take Two

Alex L. Dykes
by Alex L. Dykes
review 2012 fiat 500 abarth take two

Abarth was founded in 1952 as a “one-stop-shop” for Fiat performance gear. What does that have to do with the 2012 Fiat 500 Abarth? Nothing. Seriously. In 1971 Abarth was purchased by Fiat, by the 1990s the “brand” had deteriorated to a trim level on questionable hatchbacks and by 2000 it was “dead trim walking.” In 2007 Fiat decided they needed a performance brand once again and resurrected Abarth with the inexplicably named “Fiat Grande Punto Abarth” and (more importantly) a complete line of clothing and accessories. Despite the apparent soft start for the brand in the Euro-zone, Fiat tells us they held nothing back for the launch of Abarth in North America. Our own tame racing driver Jack took the Abarth for a spin on the track back in March but this time we’re pitting Italy’s hot hatch against a bigger challenge: the daily commute.

Unlike the Mercedes takeover merger with Chrysler last century, the Fiat/Chrysler tie-up seems to be bearing some interesting fruit. No, I’m not talking about Chrysler’s use of MultiAir in the Dart, or the cozy relationship with ZF Friedrichshafen AG (ZF transmissions), I’m talking about Fiat getting Chrysler’s engineers involved in Fiat designs. Say what? You heard that right, the North American Abarth is not the same car as the Euro model and we can thank Chrysler. Because Fiat knew there had to be some changes for North American consumption, they told the SRT group to think outside the “Americanization” box. The result is an Abarth that borrows heavily from the Euro model but has some significant improvements. Yes, improvements.


With just over 40,000 Fiat 500s of any description driving around on our shores, the design is unique enough to cause traffic to slow and heads to turn. As you would expect, there are plenty of go-fast tweaks on the outside of the small Italian. Out back we get a larger spoiler, ginormous dual-exhaust tips, rear diffuser and a different bumper cover. Up front the changes are more pronounced. In order to make the engine and intercoolers fit, Fiat stretched the nose of the 500 by 2.7 inches. The result of the rhinoplasty is a peculiar “trouty mouth” side profile caused by the hood stamping remaining the same. Despite this faux pas fopah (I kid, I kid), the rest of the 500’s sheetmetal is cohesive and attractive, in a way the MINI Coupé can only dream of. Rounding out the sport treatment is a 15mm reduced ride height with unique 16-inch wheels standard, and optional 17-inch wheels (the 17s are wrapped in low-profile performance rubber.)


Fiat and the SRT team tweaked the interior for Abarth duty, but the basics of the base 500’s $15,500 interior are still here. That being said, all the touch surfaces in the Abarth are close to haptic perfection with one of the best steering wheels and shift knobs available in a vehicle under $40,000. I should point out that the Abarth’s most logical competition comes from MINI, a brand known for blending expensive switchgear and steering wheels with cheesy headliners and carpet. With the Abarth’s interior bits only a notch below MINI, the decidedly lower sticker price forgives just about everything in my mind. When it comes to hauling luggage, the 500 somehow trumps the MINI Cooper with 9.5 cubic feet of cargo space with the seats in place and 26.8 with them folded (vs 5.7 / 24 cubic feet in the Cooper.)

Not all is perfect inside. The American Abarth gets unique front seats that are (oddly enough) more heavily bolstered than the standard Euro seats, but the distinct lack of lumbar support made them uncomfortable for my average sized 6-foot 180lb frame. While the Euro Abarth has optional Recaro-themed sport seats and plenty of after market alternatives, American buyers have somewhat limited options if they choose to replace the seats. This is important if you intend to track you Abarth and need to install a 5-point harness. Still, I keep returning to price. Mini’s JCW seats aren’t more comfortable, and since the Abarth is considerably cheaper, you can more easily afford to fix this deficiency. Like the regular 500, the rear seats are small, but thanks to the 500’s roof profile and the shape of the rear “foot-wells”, it is entirely possible to fit four 6-foot tall adults in the 500.


Like base 500 models, all Abarths are equipped with “Blue & Me.” This system combines Bluetooth integration and rudimentary voice commands. If you were expecting SYNC-like iDevice or USB control, you’ll be disappointed with the 2007-era interface. It’s too complicated to explain in print, so if you’d like to know more, check out o ur TTAC Quick Clips video of the base 500C. Also standard on the Abarth is Fiat’s seven speaker Bose audio system which uses a compact subwoofer under the passenger seat. Sound quality is excellent, not just for the price class the Abarth plays in, but for vehicles twice the Abarth’s $22,000 base price ($25,000 as equipped.) While the audio system’s balance is very good, with such a small driver in the sub, if you are into big bass, install your own beatbox.

Because 6 years is an eternity in the electronics world, you can’t get a fancy integrated navigation system like MINI (and just about everyone else) offers. Fiat’s solution to this problem is an oddly integrated TomTom navigation unit. I say oddly integrated both in terms of the look of the odd dashboard “docking connector” (checkout the video above for more information) as well as the unique way it integrates with the vehicle. Yep, that’s right it integrates with the car in a way your Garmin won’t. Once you pair the TomTom (with the custom Blue & Me software installed) to the 500 you can use the steering wheel buttons to command the TomTom. In addition to remote controls the TomTom will also display trip computer and media player information. While this approach is novel, it is also seriously kludgy.


As with the rest of the 500, the engine isn’t an Italian transplant. Say what? The 1.4L four-clinder turbo engine is built in Michigan. Building a new assembly line in Michigan afforded Fiat the opportunity to make some improvements under the hood. While the basics remain the same with twin intercoolers and MultiAir VVT on tap, the IHI turbo has been swapped for a larger Garrett GT1446 that bumps performance in an important way. Power increases to 160HP from 158 and peaks at a lower 5,500RPM instead of 5,750. The big deal is the torque curve which drops from a sharpish peak at 3,000RPM to a 170lb-ft plateau that stretches from 2,500-4,000RPM (150lb-ft when not in “sport” mode). Thanks to the MultiAir system, the turbo’s 18psi (maximum) of boost can still be enjoyed with 87 octane gasoline (although Fiat is quick to remind us that 91 is recommended if you plan on tracking your Abarth or running in hot climates.) In an interesting nod to performance junkies (as well as those that want their turbo to last a lifetime) Fiat incorporates an “after run” electric water pump to cool the turbo after the car is shut off. Sadly Fiat missed the opportunity to add an extra cog to the 500’s transmission, instead using a heavy-duty version of the same 5-speed manual as the regular 500. Unlike the Euro Abarth models, there is no “automated” version available so working knowledge of a clutch pedal is required.


The Abarth is a flat-out blast to drive. This is not only thanks to the 60% increase in power and 70% increase in torque, but also to the low-profile tires, 40% stiffer springs, and lowered chassis.The Abarth may look like a tall vehicle, but with a curb weight of only 2,512lbs “chuckable” is the best way to describe the handling. As you would expect, Fiat tossed in a quicker 15.1:1 steering ratio and tweaked the power assist for a sportier feel. While the ratio is “no big deal” to me, the tweaked electric power steering is more important. It is still numb, but hints of feedback can now be felt through the tiller. Despite having a less fancy “elegant” suspension setup than the MINI, the little Italian is remarkably planted on poorly paved mountain roads inspiring an unexpected level of confidence.

While all these changes make the Abarth an absolute blast in the corners, they take a serious toll on ride quality for your daily commute. Unless you live in some hitherto-unknown pavement-nirvana, potholes and broken pavement are a way of life in the “land of the free.” After a week with the Abarth, I may still have had a smile on my face, but my back and kidneys had a different opinion. That being said, the Abarth is no harsher than the MINI JCW models and actually handles broken pavement with more finesse.

I’ve saved the final change made for our market for last: the exhaust note. This is perhaps the most controversial facet of the Abarth, since Fiat tuned the system to be louder than the Euro hatch. I found the drone on a long highway commute to be annoying, but passengers and our Facebook fans thought it was pure sex. Go figure.

Much like the MINI competition, straight-line performance isn’t what the Abarth is about. As you would expect with 0nly 160 horses under the hood, the Abarth scooted to 60 in just over 7 seconds. With the right driver I have little doubt a further two tenths could be cut from the time, but managing front wheel spin and traction would be essential to reducing your time. To deal with the increased weight of the North American Abarth, the SRT team cranked up the front camber to a -1.5 degrees up front. Thankfully for those interested in tire life beyond 5,000 miles Fiat has an alignment spec which allows for a decent amount of personal preference.

The Abarth is destined to make Fiat fans very happy. It’s also destined to give MINI shoppers that are willing to look at another brand a serious dilemma: is a comparable MINI worth an $8,000-$10,000 premium? Being the cheap bastard that I am, my answer is no. Consider that the MINI Cooper S scoots to 60 in 6.6 but doesn’t handle quite as well, and the MINI JCW models may get to 60 faster and handle as well as the Abarth, but they cost nearly 50% more. While I find the Abarth just a bit to extreme for my soft-suspension-loving backside, the 2012 Fiat 500 Abarth is one hot little hatch. Fiat: you have my number, call me when you stuff this engine into the 500c with some softer springs.

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Fiat provided the vehicle, one tank of gas, and insurance for this review

Specifications as tested

0-30: 2.63 Seconds

0-60: 7.05 Seconds (6.8 sounds plausible with a professional driver)

1/4 Mile: 15.3 Seconds @ 91 MPH

Average Fuel Economy: 26.71 MPG over 541 miles

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2 of 81 comments
  • Ljmattox Ljmattox on Jul 24, 2012

    Lots of good comments here; I'd cross shopped Turbo Beetle, Abarth 500 and MINI Cooper S. All fwd, "iconic", hatches with some ability to be fun to drive. Fiat wasn't able to get the Abarth 500 to market in time for me to buy one...I took delivery of a MINI Cooper S in March. I enjoyed Alex's review, and I stay interested in these cars. I'd have to comment on this part of the review: "The Abarth is destined to make Fiat fans very happy. It’s also destined to give MINI shoppers that are willing to look at another brand a serious dilemma: is a comparable MINI worth an $8,000-$10,000 premium? Being the cheap bastard that I am, my answer is no. Consider that the MINI Cooper S scoots to 60 in 6.6 but doesn’t handle quite as well, and the MINI JCW models may get to 60 faster and handle as well as the Abarth, but they cost nearly 50% more." This is the first comparison review I've read that stated the MINI Cooper S "doesn't handle quite as well" as the Fiat Abarth 500, and I couldn't discern from the review why the Abarth was preferable. As well, the "dilemma" isn't as dire as painted. A MINI Cooper S is quicker 0-60, quarter-miles in the 14's, not 15's, and has the *very same* suspension as a MINI Cooper JCW. Either can have the factory Sport Suspension option ($500) or the dealer installed JCW Suspension ($1400, plus installation, about $2k all in). So: Buy the MINI Cooper S with Sport Suspension for MSRP $24,500 and there's a comparable MINI that's very much in the ballpark, NOT "an $8000-$10,000 premium" or "50% more". These two could easily be cross-shopped, and should be. Different flavors, each could deliver a lot of fun-to-drive experiences. You can certainly spend more on a MINI, a lot more, but you needn't, and at standard equipment levels these cars compare very well.

  • Billis dewillis Billis dewillis on May 25, 2014

    Necro post... I am currently shopping for a sporty car but I have limiting criteria: - price - ability to carry 4 - reasonable gas mileage ( part of price and all about affordability ) So, on my list is: - Fiat Abarth $26,270 - Ford Mustang V6 $27,500 I have looked into the BRZ and Nismo RS and VW etc, but they are all $34,000 plus... I have taken an Abarth recently out with the family for a test drive, and they fit in great, all comfortable, and it was a blast to drive...the Mustang may be faster but it didn't evoke the same enjoyment.

  • Leonard Ostrander Pet peeve: Drivers who swerve to the left to make a right turn and vice versa. They take up as much space as possible for as long as possible as though they're driving trailer trucks or school busses. It's a Kia people, not a Kenworth! Oh, and use your turn signals if you ever figure out where you're going.
  • Master Baiter This is horrible. Delaying this ban will raise the Earth's temperature by 0.00000001°C in the year 2100.
  • Alan Buy a Skoda Superb.
  • Alan In Australia only hairdressers would buy this Monaro as its known as. Real men had 4 door sedans and well hung men drive 4x4 dual cab utes with bullbars and towbars. I personally think this is butt ugly. Later iterations of the Commodore were far better looking.
  • Jeff As a few commenters on prior articles on this site about the UAW strike mentioned many of the lower tiered suppliers could go bankrupt and some could possibly go out of business if the strike is prolonged. Decades ago Ford and GM owned many of their own suppliers but as we all know over the years manufacturers have been outsourcing more parts and with just in time supply there is little room for any interruptions to production including strikes, natural disasters, and anything unforeseen that could happen. When the strike ends there will be delays in production due to parts shortages. It costs suppliers money to just keep making parts and stockpiling them especially when many parts have razor thin profit margins.