Abarth 595 review

The phrase "growing old is mandatory but growing up is optional" applies rather well to the Abarth 595 hot hatch we're reviewing here.

You see, this go-faster version of the petrol Fiat 500 has been on sale since 2008 (initially badged the Abarth 500) but still promises to provide pint-size thrills on any journey. In fact, its basic recipe for the Abarth looks quite tasty: there’s a punchy engine, lowered suspension, an aggressive-looking bodykit, racy sports seats and a lairy-sounding exhaust.

There’s also a more powerful Abarth 695 version, and both cars can be had in convertible form (badged 595C and 695C), with a roof that retracts electronically when you push a button. None of the 595’s rivals can offer that.

In fact, the 595 and 695 don't actually have many rivals. There's the Mini Cooper S at a similar price, otherwise you’ll have to look at something like a VW Polo GTI or cars that are quite a bit bigger. 

So are the Abarth 595 and 695 spicy enough to be worth considering or is it a case of all bark and no bite? In other words, do they stand up against the best hot hatches? Read on to find out...

The Abarth 595 and 695 both get the same 1.4-litre T-Jet engine. The entry-level 595 produces a punchy 165bhp, and with a 0-62mph time of 7.3 seconds straight-line performance isn’t far off that of bigger hot hatches. Meanwhile, the 695 increases power to 180bhp and trims the 0-62mph time to 6.7 seconds, almost matching a Mini Cooper S.

In either version the engine is willing to rev harder than most small turbocharged units, with a progressive delivery and responsive feel even from lower revs.

We wish the five-speed manual gearbox had an extra gear and was a little more slick, but still – it's rare to be able to get a manual hot hatch these days so we won't carp too much. Indeed, even the Cooper S is only available with an automatic gearbox.

Despite its small displacement, the Abarth 595’s exhaust sounds menacing. At low speeds it produces a mixture of gurgling, popping and crackling sounds and certainly isn’t a hot hatch for those who crave anonymity. Want to stand out even more? The Abarth 695 comes with an even louder Record Monza Sovrapposto exhaust system with four tailpipes rather than two. 

The 695 also gets a more powerful Brembo braking system with perforated brake discs to better dissipate heat. It brings the car to a halt with ease.

It’s a shame that neither version is as rewarding to drive when it comes to handling as it could be. There is, though, plenty of grip, which you can sense even at low speeds, and the car’s small size means it feels agile and you can easily nip in and out of small gaps among other traffic. 

The 595 can be hustled down a twisting road quickly and the 695 Competizione version comes with a limited-slip differential to further boost traction. Even so, the car’s grippy handling feels rather one-dimensional and strait-laced compared with the best hot hatches. True, they're more expensive to buy than the Abarth 595, but are also more playful when cornering.

On busier road surfaces, the 595’s very firm suspension means it gets deflected by bumps more than its rivals while the bouncy ride becomes a bit wearing on longer journeys. The upshot is that there’s surprisingly little body lean given the tall, narrow body, although the wider and lower Cooper S feels more naturally planted.

Meanwhile, going for a convertible variant – the 595C or 695C – brings a few small compromises. The slightly less rigid body means occupants will feel a few more shimmies and thumps being transmitted when dealing with bumpy road surfaces.

You’ll also hear a bit more of the outside world when the roof is closed and there will be more wind noise and turbulence with the roof down. The convertibles are not as sweet to drive as the standard hatchbacks, but some will find it a worthy trade for the option of basking in the sun.

Just as the 595 is based on a petrol Fiat 500, you can get an all-electric Abarth based on the Fiat 500e. To read more about it see our Abarth 500e review.

It takes just a glance at the interior of the Abarth 595 or 695 to tell you're not in a regular petrol Fiat 500. True, the general interior layout mirrors that of the Fiat, but there are enough changes and added details to make this feel special.

You’ll find alloy racing pedals in the footwell, sports front seats, a flat-bottomed steering wheel and an Abarth-specific 7.0in digital driver's display. There's also a high-mounted aluminium alloy gear knob and a boost gauge showing you when to shift up or down.

Upgrading to Turismo trim brings a few more luxuries, with black leather upholstery, climate control, sat-nav and a Beats sound system. Alternatively, you could head down a sportier route with the 695 Competizione, which also has a Beats audio system but also comes with Sabelt carbon seats, which hold you tightly in place but have less padding.

Sadly, even with the flourishes of the top trims, you shouldn’t expect these touches to completely transform the interior. The hard plastics and flimsy controls feel a bit cheap. Plus, the driver’s display appears to be tilting down and the graphics are fuzzy and hard to read.

Meanwhile, the infotainment screen is tiny by today’s standards. It has Apple CarPlay but apps mirrored from your phone only fills a small proportion of the screen so they're hard to see at a glance. The flipside to the Abarth 595’s ageing interior is that it still has big physical buttons for the climate control, so it’s far less fiddly than having to rely on a touchscreen, as you have to in the Mini Cooper S.

The 595 shares the Fiat 500’s sit-up-and-beg driving position and finding a comfortable driving position is difficult. The lack of reach adjustment for the steering wheel means you’re always either too close or too far away from it.

Compared with a Cooper S, you feel like you’re sitting on the 595’s seat rather than in it, and you have to contort your left foot to feather the clutch because the pedal area is cramped. Plus, the lack of a proper left-foot rest is annoying on longer motorway journeys.

The raised seating position of the 595 (and 695) does at least mean that you have a good view out of the front and the small dimensions mean that you have a good idea of what’s around you. Parking is easy thanks to the standard rear parking sensors. The convertible version has a large rear windscreen, although when the fabric roof is folded down, it impedes what you see in the rear-view mirror.

Although the front seats are mounted high up, the Abarth 595’s high roof line means you’re only likely to have issues with head room if you're well over six feet tall. They slide back far enough to just about accommodate long-legged drivers.

Unfortunately, storage space is rather limited. There are two cupholders below the dash-mounted gearlever but the long door bins are rather narrow and the few small cubbies that are dotted around don’t accommodate much. The glovebox is tall but not very deep.

Access to the back seats isn’t as easy as in many small cars because the 595 has only two doors. Also, the two rear seats are pretty cramped for full-sized adults – although there is foot space under the front seats for rear passengers' feet.

A 6ft occupant sitting behind someone of equal height will have their knees resting up against the back of the front seat. Plus, their head will be pressing up against the roof lining – although if you go for the convertible 595C or 695C at least it will be soft.

The similarly sized Mini Cooper S suffers from a similar problem and offers even less leg and foot room. If you often carry adult passengers, you’ll be better off with the larger VW Polo GTI.

There’s enough room for a few shopping bags in the 185-litre boot, but most small cars have considerably bigger load areas, with smaller entrance lips and wider boot openings. The boot space grows considerably when you fold down the 50/50 split rear seats, but they lie at a slight angle when lowered, and there’s no false floor to iron out the annoying step they create.

In the convertible versions (595C and 695C) you have to make do with an even smaller boot opening that's low down with a tailgate that flips upwards. It’s also more difficult to fold down the back seats when the roof is raised – you’ll have to slide the front seats forwards and stretch inside to reach the release on the rear backrest.

Whether you go for the entry-level Abarth 595 or one of the higher-spec versions, the list price is competitive against a Mini Cooper S or VW Polo GTI. 

That said, even the entry-level 595 gets plenty of kit, including alloy wheels, a 7.0in infotainment system with DAB radio, Bluetooth and a USB connection, twin exhaust pipes, manual air conditioning, a sporty bodykit and sports seats. 

Turismo trim brings a few more luxuries that are expected to be standard these days and is our pick of the range.

With an official fuel economy of around 39mpg, both the Abarth 595 and 695 will be fairly cheap to fuel. A Cooper S is more economical though, achieving around 45mpg. The Abarths are expected to lose value more quickly than a Cooper S. If you're a company car driver, you'll find the Abarth 500e much cheaper to run because of its lower BIK tax rate.

The 595 and 695 have a decent line-up of safety equipment, including seven airbags, anti-whiplash headrests and electronic stability control, but with those carbon-backed seats fitted, you have to forgo front side airbags.

The model hasn’t been tested for safety by Euro NCAP but the petrol Fiat 500 (which it's based on) scored only three stars out of five in 2017. That’s a poor performance by anyone's standards, and it’s very disappointing that there’s no option of automatic emergency braking (AEB). 

Things don’t get much better when you look at reliability. While the 595 didn’t feature in the 2023 What Car? Reliability Survey, the Fiat 500 finished near the bottom of the small car section, in 15th place out of 19 models. Meanwhile, parent company Fiat finished in 15th place out of the 32 manufacturers we ranked for reliability.

For all the latest reviews, advice and new car deals, sign up to the What Car? newsletter here