Most weeks of the year I drive from my home in Bristol up to the Warwick area, either to go to the office there (which is now physically the nearest office to home) or to visit friends in Coventry, usually managing to achieve both these objectives in every trip. The route I take cuts off from the M5 at Tewkesbury, goes round the Evesham by-pass, around the east of Alcester, and over towards Stratford-on-Avon and crossing the M40 just a couple of miles from the office. The road that connects Alcester to Stratford has a pub on the south side, on the brow of a hill, called The Stag, and whilst I would like to think it took its name from the Triumph car, the sign suggests that the male deer, which you occasionally cross the road in fading light condition was actually the inspiration. In late 2023, I noticed a smaller sign appeared which read “The Piston Club”. Intrigued, once at one end of my journey, I resorted to Google to see if I could learn more, and it quickly became apparent that the inside of the pub was a treasure of motoring memorabilia, mostly race related, for cars and bikes and the Piston Club was a new initiative to offer a meeting place for car and bike owners. With Caffeine & Machine’s initial and still very popular location only a few miles away, the owners clearly had to find some form of differentiation, as simply hoping to entice enthusiasts from a place they’ve heard of to one they’ve not, just in the cause of variety is probably not a very strong business proposition. If you look on the Piston Club’s website or Facebook pages, you will see that they make much of the quality of their food – from hearty breakfasts to traditional Sunday roasts. For now, at least, they also don’t require pre-booking or tickets even on a weekend, which will appeal to those who want to make a last minute decision. It also seemed that several Car Clubs had already held meets there. That was enough to cause me to get in contact with them to see if I could schedule an Abarth meeting there. Needless to say, The Piston Club was enthusiastic about this. In the end we settled on a date in late January, with the thinking being that even if the weather was bad, there would be a homely inside where we could all congregate and warm up with hot drinks and tasty food. I posted the even not just to Abarth Owners Club members but also on the nearest Regional Group pages and was hoping for a big response, especially as not a lot else takes place at the end of January. In the end, around 20 people signed up, and that is roughly how many cars came, so we certainly did not test the capacity of the site. It was that typical sort of grey January day when lingering outside is something you only want to do for a little while, so the idea of being able to look at the cars then go indoors hit the spot for everyone who came.

Although the site was open to anyone who came, and I was rather hoping there might be other interesting cars that were unconnected to our booking, there were none, so the only cars you will see here are Abarth or Fiat models, and here is what we assembled:

THE 500 FAMILY

Most of the Abarths here were 500-based models. These have been on sale now since the end of 2008, following a launch at the Paris Show that year. Since that time there have been a number of detailed changes to the standard cars and a lot of limited editions. Those who really know the marque can spot most of them, but some are so subtle that unless there is a badge you can see, you will not be quite sure which version you are looking at. It used to be relatively easy, when the model was first launched, as there was only one version as shipped ex works called the 500. It had a 135 bhp 1.4 litre turbo-charged engine coupled to a five speed manual gearbox, with 16″ alloys as standard, and the option of 17″ wheels, and a colour palette comprising of two whites (BossaNova White, the standard colour, or the pearlescent Funk White), Red (Pasadoble), Pale Grey (Campovolo) or Black. If you wanted more power – 160 bhp – then you could order an Esseesse kit, which came in a large wooden crate, containing new wheels, springs, an ECU upgrade, the Monza exhaust system and badging. It was dealer fitted and could be applied at any time within the first 12 months or 10,000 miles from registration. Needless to say, it proved popular. As were many of the optional extras, with stickers for the sides, a large scorpion for the bonnet and even a chequered pattern for the roof among the personalisation options offered.

What is known as the Series 4 version of the familiar 595 reached the markets in the middle of 2016. After rumours had circulated all winter following the launch of the facelifted Fiat 500 last year, Abarth finally unveiled the Series 4 at the end of May 2016. Initially, we were told that the cars would not be available in the UK until September, but that came forward somewhat, with dealers all receiving demo cars in June, and the first customers taking delivery in July.  Three regular production versions of both the closed car and the open-topped C were initially available, all badged 595, and called Custom, Turismo and Competizione, as before, though numerous limited edition models have since appeared and in most case disappeared. The most significant changes with the Series 4 are visual, with a couple of new colours, including the much asked for Modena Yellow and a different red, called Abarth Red, which replaces both the non-metallic Officina and – slightly surprisingly – the tri-coat pearlescent Cordolo Red. as well as styling changes front and rear. The jury is still out on these, with many, me included, remaining to be convinced. At the front, the new air intake does apparently allow around 15 – 20 % more air in and out, which will be welcome, as these cars do generate quite a lot of heat under the bonnet. Competizione models for the UK retain the old style headlights, as they have Xenon lights as standard, whereas the Custom and Turismo cars have reshaped units. At the back, there are new light clusters and a new rear bumper and diffuser. Inside, the most notable change is the replacement of the Blue & Me system with a more modern uConnect Audio set up, which brings a new colour screen to the dash. Mechanically, there is an additional 5 bhp on the Custom (now 145) and Turismo (now 165 bhp) and the option of a Limited Slip Diff for the Competizione, which is likely to prove a popular option. Details of the interior trim have changed, with a filled-in glovebox like the US market cars have always had, and electric windows switches that are like the US ones, as well as a part Alcantara trim to the steering wheel in Competizione cars.

THE 124 FAMILY

The Abarth 124 Spider was developed in parallel with the Fiat model. It does cost a lot more, and there are those who think you don’t get enough extra for your money, but those who have driven it will tell you otherwise. You certainly get more power. The 1.4 MultiAir turbo unit jumps up from 138bhp to 168bhp, while torque also increases by a modest 10Nm to 250Nm, which gives it a  0-62mph time of  6.8 seconds, which is half a second quicker than the 2.0-litre Mazda MX-5. The top speed is 143mph. It weighs just 1060kg meaning a power-to-weight ratio of 158bhp-per-tonne, and with the new Record Monza exhaust system it sounds great even at idle. The Abarth version gets a stiffer suspension setup than the regular Fiat 124 Spider, with Bilstein dampers and beefed-up anti-roll bars. Bigger Brembo brakes also feature, with aluminium calipers. It can be had with a six-speed manual or six-speed automatic transmission with paddles, and the latter gets a Sport mode for quicker shifts. Many of the UK cars sport the ‘Heritage Look’ pack, which is a no-cost option. It brings a matt black bonnet and bootlid, plus red exterior trim detailing and has proved popular. The £29,565 starting price gets you standard equipment such as cruise control, climate control, Bluetooth, a DAB radio and satnav, plus Alcantara black and red (or pure black) seat trim. The automatic gearbox is a £2,035 extra, while an optional visibility pack brings LED DRLs, auto lights and wipers and rear parking sensors. Sales ceased during 2019, with around 1800 cars having been brought into the UK, so this is always going to be a rare car, and values are already increasing at a rate reflecting its desirability and the difficulty in finding one.

The Fiat 124 Spider (Type 348) is a front-engine, rear-drive, two-passenger roadster manufactured by Mazda for FCA, having debuted at the 2015 LA Auto Show for model year 2016. Largely based on the fourth generation Mazda MX-5 Miata roadster, and manufactured alongside the MX-5 at Mazda’s Hiroshima plant, the 124 shares its platform, mechanicals, interior and top mechanism with the MX-5 — it is distinguished by an FCA engineered and manufactured turbocharged Multiair engine, uniquely tuned shock absorbers, unique exterior styling and slightly increased length and cargo capacity over the MX-5. In May 2012, Mazda and Alfa Romeo — at the time a subsidiary of the Fiat Group, now Stellantis — announced a joint venture to manufacture a common rear wheel drive platform. The companies would “develop two differentiated, distinctly styled, iconic and brand specific, lightweight roadsters featuring rear wheel drive”, with the two variants offering proprietary engines unique to each brand. In December 2014, FCA’s Sergio Marchionne determined Alfa Romeos would be manufactured only in Italy, saying “some things belong to a place. Alfa belongs to Italy,” adding “I remain committed to that architecture, with our powertrain. I’m not sure it will be with Alfa. But it will be with one of our brands.” At the time, Alfa Romeos were manufactured only in Italy, while Fiats were manufactured in Italy, but also globally — from Tychy, Poland, to Toluca, Mexico. With their prior agreement in place — for FCA to market a roadster based on the MX-5 to be manufactured by Mazda at its Hiroshima factory — FCA conceived of marketing a Fiat badged variant in lieu of the Alfa Romeo variant. In August 2016, FCA formally announced the Fiat 124 Spider based on the Mazda ND platform. In December 2016, the Detroit News said “in partnering with Mazda’s MX-5 Miata to resurrect the classic Fiat 124 Spider, Fiat Chrysler not only gained a halo sports car for its struggling Italian brand, but likely saved the most celebrated small sports car of the past 25 years (the MX-5)” — citing the markedly increased cost of developing a new car at the time and “the costliest wave of government regulation since the 1970s.” The 124 Spider was powered by Fiat’s 1.4 litre MultiAir turbocharged inline-four, producing 140 PS (138 bhp) and 240 Nm (177 lb/ft) of torque in European specification—and 160 bhp and 184 lb/ft (249 Nm) of torque in North American specification. The 124 manual transmission is from the third generation MX-5’s six speed transmission to cope with the turbo’s torque. Multiair is a hydraulically actuated variable valve timing (VVT) engine technology enabling “cylinder by cylinder, stroke by stroke” control of intake air directly via a gasoline engine’s inlet valves. Developed by Fiat Powertrain Technologies, the technology bypasses a primary engine inefficiency: pumping losses caused by restriction of the intake passage by the throttle plate, used to regulate air feeding the cylinders. At the 124’s debut, Fiat marketed a 124 Spider Anniversary edition, with 124 units carrying the designation—to commemorate the 50th anniversary of original 124 Sport Spider. Including features of the 124 Spider Lusso Plus trim, the edition also includes chromed mirrors, red ‘124’ badge on the front grille, interior numbered plaque, red exterior and black leather interior. In January 2019, FCA announced the Fiat 124 Spider was to be withdrawn from the market in the United Kingdom with immediate effect. The Abarth 124 Spider continued to be sold, but this too was withdrawn from the UK market in April 2019. On December 23, 2020, Stellantis announced the 124 Spider and 500 were to be withdrawn from their North American model lineup after the 2020 model year and would not return for 2021, as is the situation with 500L. These models were expected to sell into 2021 until stock depletion.

OTHER

The second generation Panda, codenamed Model 169, debuted in 2003, with almost no direct engineering linkage to the first generation. Until July 31, 2003, the vehicle name was meant to be Fiat Gingo. After a request from Renault because Gingo sounded too similar to the name of its own small car, the Twingo, Fiat eventually changed the name of its city car. In 2004, the new Panda was awarded the Compasso d’Oro industrial design award. Like the smaller Fiat Seicento, the Panda was manufactured only in Tychy, Poland, by Fiat Auto Poland. The high-bodied Panda takes styling cues from mini MPVs and mini SUVs, especially the second generation Fiat Multipla. The Panda won the European Car of the Year award in 2004. The Panda includes an option for split rear seats, which makes the Panda a four-seater. Since September 2005, all Pandas are equipped with ABS, EBD and at least one front airbag. The gear-lever is located high on the central dashboard, which is designed to make changing gears more comfortable than with a conventional floor-mounted gearstick. Financially troubled Fiat needed the new Panda to be a success, and it sold half a million units by October 2005. It sells particularly well in Italy (over half of the cars produced are sold in Italy), being seen as closer to a spiritual successor to the Fiat 500 than a replacement for either the Seicento or the old Panda. The 500,000th new Panda was built on 5 October 2005, a light blue Panda Emotion with the 1.3-litre diesel engine. The 1,000,000th new Panda was built on 5 September 2007, a red Panda 4×4 Climbing with 1.2-litre petrol engine. The 1,500,000th new Panda was built on 21 July 2009, a blue Panda Emotion with 1.3-litre diesel engine. The 2,000,000th new Panda rolled out of factory on 4 July 2011, a red Panda 4×4 Cross with 1.3-litre 75 bhp Multijet diesel engine. Top Gear Motoring Survey in 2006 ranked the Panda 8th out of 152 cars surveyed for reliability, craftsmanship, ownership costs, driving experience and service received. (One of the show’s hosts, James May, went on to purchase one). The Panda is produced for police departments (the Polish police have bought some blue and white Panda Actual models), military agencies (the Italian Army uses several dark green Panda Climbing models), forest services (the Italian forest service has dark green Panda Climbing models), and mail delivery services (the yellow Swiss Post model even comes in a popular toy car format readily available in grocery stores). In September 2005 several changes were made to the Panda, including standard fitment of ABS and a front passenger’s airbag. The Panda range received minor updates in March 2007, including a new, darker dashboard. The Active model also received new darker seat fabrics of better quality and the addition of a CD player as standard. The new dark red Fiat badge replaced the blue roundel on the Panda in Summer 2007. The Panda range was mildly rearranged again in 2009, with the addition of Active Eco and Dynamic Eco models. These models feature revised 1.1 and 1.2 petrol engines respectively, with better fuel economy and CO2 emissions. Both models also qualify for £30 annual road fund licence in the UK, and replace the original standard engines. Dynamic Aircon and SkyDome models were also dropped in favour of simplifying the Panda range. On 4 July 2011, Fiat announced that the 2,000,000th Panda had rolled off of their Tychy, Poland assembly line. The milestone car was a Panda Cross finished in Rosso Sfrontato and equipped with the 75 hp 1.3 L Multijet four-cylinder diesel. Fiat did not say which country it was headed to. The Panda Classic was a second series Fiat Panda renamed and with a reduced list price to distinguish it from the new generation introduced in late 2011. The engine range comprised the 1.2 Fire petrol, 1.2 Fire EasyPower (petrol and LPG), 1.4 Fire Natural Power (petrol and CNG) and 1.3 Multijet diesel. The 4×4 was offered with 1.2 petrol and 1.3 Multijet diesel. The Panda Cross was no longer manufactured. The Panda Classic was produced through 2012.

AND INDOORS

From the outside the property does not look that big, but actually it is. Entrance is at one end, as we wandered through what was actually quite a busy pub with people enjoying a late breakfast, elevenses or an early lunch, we kept finding another room. Whilst doing so, I could admire some of the automobilia that is used to provide additional interest and decoration. It varies from old photos and paintings, to old racing programs, helmets and other motor sport related ephemera as well as more general items such as petrol pumps and oil cans, old maps and even a couple of historic karts and lots else besides.

I can report that the food was indeed excellent and no matter what the Abarth owners selected, there seemed to be universal agreement that eating here is a cut above Caffeine & Machine (though some of it is inevitably more expensive). The combination of that and the appreciation we got of the site, and how nice it would be to sit outside there during the summer, weekend or evening time all lead to the conclusion that this is a place to which we will return.