Abarth 595 vs Abarth 500E

What's the difference?

It’s tough to be kind to the Abarth 595. Based on a platform that’s more than a decade old, the car has been left behind by its rivals in many ways, including basic ergonomics and its value equation.

The larger engine does work well in this smaller package, and its road-holding ability belies its size. However, only die-hard fans of the Abarth brand will be able to cope with the uncomfortable seating position and a complete lack of even the most perfunctory features that cars costing $10,000 less are able to offer.

It’s not perfect, but it’s everything a hot hatch should be in the electric era — engaging, exciting, and, above all, fun.

Despite being based on a design that’s a decade old, the Abarths still stand out. Based on the classic Fiat 500 shape of the 1950 and '60s, it’s more cute than cut-throat, with a narrow track and tall roof giving it a toy-like presence.

The Abarth attempts to beef things up with deep front and rear bumper splitters, go-fast stripes, new headlights and alternate-colour wing mirrors.

The 595 rides on 16-inch rims, while the Competizione runs 17s.

Inside, it’s definitely different to most mainstream cars, with colour-coded plastic panels on the dash and a very upright seating position, along with a dual-tone steering wheel.

It’s a love-it-or-hate-it proposition. There’s no middle ground here.

I’m just going to come right out and say it — I love the look of the Abarth 500e, even if the colour of our test car should be renamed Acid Trip, rather than Acid Green. 

I love its perfectly proportioned, hunkered-down hot-hatch styling, the new ABARTH lettering on the body, and the new scorpion logo pasted to the side.

Basically, if you can look at the Abarth and not smile, then you need to find more fun in your life.

Inside, it’s a predictably cramped-feeling space, but it’s all nicely laid out, and the more I use them, the more I like the horizontal drive controllers that don’t eat up the little space you have with a traditional shifter. The materials are a bit hit and miss, though.

This is another area where the Abarth falls down. First and foremost, the seating position for the driver in both cars is utterly compromised.

The seat itself is mounted far, far, too high, and has little adjustment in any direction, and there is no reach adjustment in the steering wheel column to allow a taller (or even an average height) driver to get comfortable.

The more expensive Competizione we tested was fitted with a set of optional sports bucket seats from racing company Sabelt, but even they are mounted literally 10cm too high. They are also ultra firm, and even though they look supportive, lack decent side bolster support.

The tiny multimedia screen is okay to use, but the buttons are miniscule, while there’s a complete lack of storage places in the front. 

There are two cupholders under the centre console, with two more in between the front seats for rear seat passengers. There are no bottle holders in the doors and no storage for rear seaters.

Speaking of the rear seats, they are the very definition of cramped, with little headroom for moderately sized adults and precious little knee or toe room. There are two sets of ISOFIX baby seat mounting points, though, should you fancy wrestling your wriggling toddlers through the narrow aperture.

The seats flip forward to reveal more cargo space (185 litres with the seats up, and 550 litres when the seats are down), but the seat backs don’t fold flat into the floor. Under the boot floor is a can of sealant and a pump, but no space saver spare.

In truth, it was a long day testing this car… at 187cm, I simply could not get comfortable in it at all.

While I like the addition of the central screen, it’s surprisingly annoying to use — I found myself jabbing at the buttons again and again before it reacts. You need a Stephen Hawking-level intellect to figure it all out.

I was trying to turn off the Abarth Sound Generator, which I'm reliably informed is possible, but after about five minutes digging through sub-menus, I abandoned all hope.

Normally I’d spend a bit of time exploring the back seat, but frankly, once in there I didn't really feel like spending excess time back there.

The Abarth 500e is only around 3.6m long, 1.7m wide and 1.5m tall, and suffice it to say, the space is tight, and you’ll only be using the two seats in the back in an emergency, or for the smallest of kids.

The boot is pretty tiny, too, starting at 185 litres (VDA) with the rear seats up, but growing to 550L (VDA) with the split-fold rear seat lowered. 

So, not much to write home about. But criticising the tiny Abarth for a lack of practicality is like criticising a horse because it can’t swim – it’s not really in its job description.

Ok, so bonkers thing number one: This Abarth 500e might look like it could fit in your pocket, but it is priced like a much bigger vehicle, starting at $58,900 plus on-road costs for the Turismo variant, increasing to $60,500 for the limited-edition Scorpionissima.

Outside, either trim gets 18-inch diamond-cut alloys, LED lighting all around, a fixed glass roof, the new e-latch front doors (meaning you can just push a button to open the door) from the 500e, along with some performance-focused add-ons, like a front splitter, greyed-out mirror caps, rear disc brakes and new front and rear bumper treatments.

Inside, there’s a leather-and-Alcantara steering wheel, sports seats, aluminium pedals and climate control, while on the tech front, a central 10.25-inch central screen pairs with a wireless charger and wireless phone mirroring, while a second 7.0-inch Driver Display Screen gives you all your driving data.

Oh, and there’s what the brand calls an Abarth Sound Generator, which is all kinds of crazy, but we’ll touch on that in a moment.

The difference between the Scorpionissima and the Turismo, by the way, is style led, with Abarth decals down the sides, and a certificate of authenticity confirming yours is one of 1949 vehicles sold around the world.

The Abarth 595 pair use the same 1.4-litre 'MultiJet' four-cylinder turbo engine in differing states of tune. The base car makes 107kW/206Nm, while the Competizione makes 132kW/250Nm, thanks to a freer-flowing exhaust, a larger Garrett-branded turbocharger and an ECU re-tune.

The base car can do 0-100km/h in 7.8 seconds, while the Competizione is 1.2 seconds quicker; the optional 'Dualogic' automatic is 0.2sec slower to the mark in both cars.

A five-speed manual gearbox is standard, and neither car is fitted with a limited slip diff.

There’s a single front-mounted electric motor providing the go here, with a total 113.7kW and 235Nm on offer fed through the single-speed gearbox, which is enough to push the 500e from 0-100km/h in 7.0 seconds.

Happily, the way that power is delivered makes it feel faster, and that Sound Generator does a pretty good impersonation of a petrol-powered hot hatch, rising and falling with your inputs.

Over 150km of testing, the Competizione consumed a dash-indicated 8.7 litres per 100km, against a claimed combined fuel economy figure of 6.0L/100km. Our brief test of the 595 revealed a similar number, against the same claimed figure.

The Abarth will only accept 95 octane fuel or better, and its small 35-litre tank is good for a theoretical 583km between fills.

Right, there’s one obvious downside to the Abarth experience, and that is that it is fitted with a 42kWh battery that delivers a claimed 253km of driving range.

It’s worth noting that there are three Drive Modes — Turismo, Scorpion Street and Scorpion Track — and that only the first one will deliver the maximum range, because it limits inputs to 100kW and 220Nm.

Engage the other two — I’ve had it locked in Scorpion Track, for example, which gives you all of the power and deactivates one-pedal driving — and you can expect those numbers to drop.

When it comes time to charge, the Abarth 500e is set up for 85kW DC fast charging, which should take you from flat to 80 percent charged in around 35 minutes, as well as a maximum 11kW AC charging, which takes just over four hours to get to fully charged. Or you can plug it into a regular socket, which means more like 15 hours to recharge.

One last caveat: I actually wasn't able to get it to charge, which curtailed my adventures a little bit. I tried three chargers, all of which conjured an error message on the screen, and after a quick call to the folks at Abarth it transpired that a quick software update is required.

Ergonomics aside, the combination of torquey engine and lightweight car is always a good one, and the 1.4-litre turbocharged four is a good match with the front-drive Abarth.

There’s always enough mid-range urge to give the Abarth the hurry-up, and the longer-legged five-speed gearbox is a good match for the engine.

It also grips and turns surprisingly well, despite the Sport button adding too much artificial weight to the Abarth’s steering feel. 

That same button also firms up the front dampers on the 595 and all four on the Competizione, which works well on smoother terrain, but stiffens it too much over more undulating surfaces.

Around town it can be hard to strike a good balance between ride and comfort. The difference between soft and firm is much more pronounced in the Competizione, but it will still get tiring if your commute is a bumpy one. 

The turning circle, by the by, is ridiculously large for such a small car, making u-turns - already compromised by the lower front bumper - unnecessarily fraught.

The Monza exhaust on the Competizione gives it a bit more presence, but it could easily be louder (or at least more crackly) again; you’re not buying this car to be a wallflower, after all.

Remember what I said about how just looking at the Abarth should put a smile on your face? Well, driving it paints on an even bigger grin, and it starts as soon as you fire it up.

While most EVs start silently, leaving you wondering if they're on at all, the Abarth takes a different approach, instead leaning on its sound generator, modelled on the exhaust note of the 695, to give you a throaty rumble when you fire it up. It even revs! And yes, you can turn it off (apparently), but why would you?

On the road, electric drive has actually improved the Abarth experience, I reckon, because all the harshness of the drivetrain has been ironed out, instead just leaving this smooth, potent flow of power every time you plant your right foot, with no gear changes or harsh vibrations to get in the way.

The steering is predictably direct, too, and the whole vehicle feels nimble and quick to react to your inputs.

It’s honestly the kind of car that’s fun driving anywhere, be it suburban streets or twisty backroads, and despite having a couple of options parked at my house, I found myself pulled to the Abarth for all of my trips.

Downsides? The ride is firm but comfortable on most roads, but downright uncomfortable when you clang over bumps or road imperfections. You’ll have to decide if that’s a price to high to pay, but I can live with it for the trade off. And while the cabin tech looks nice, but is fiddly and annoying to use.

Finally, the range relegates the Abarth to a second car, or for those who rarely leave the city. Which is a big ask at the price point.

The Abarth 500e is fitted with six airbags, and decent suite of active safety stuff, like AEB, Lane Keep Assist, Traffic Sign Recognition, Blind Spot Warning, auto high beam and and an attention monitor. It’s all pretty subtle, though, and it didn't bing or bong at me once, which was wonderful.

It scored four stars when tested by Euro NCAP.

A three-year/150,000km warranty is offered as standard on the Abarth 595 range, with a suggested service interval of 12 months or 15,000km.

Abarth importer Fiat Chrysler Automobiles Australia offers three fixed-priced services for the 595 range at 15,000, 30,000 and 45,000km, with the first costing $275.06, the second $721.03 and the third $275.06.

It’s an interesting ownership proposition, because the car is covered for three years or 150,000km, which is underwhelming and then some compared to the warranty offerings of its competition, but there is capped-price servicing, at $300 per visit, required every 12 months or 15,000km, which lasts 10 years.

The battery is covered for eight years or 160,000km.