The 70^th anniversary of the creation of the Abarth company was marked by a huge gathering at the Fiera in Milan, with over 1000 Abarths congregating from all over Europe. It was a spectacular event held over two days in October 2019, and the UK contingent enjoyed a five day trip driving across France, through Switzerland, up over the old Gotthard Pass and down into Milano, with lots of happy memories and new friendships formed. Everyone who went still talks enthusiastically of this event as one of the highest of many high points of being part of the Abarth Community. 70 years is a long time and a significant landmark, but it is more common to celebrate 75, a full three quarters of a century, so we were all intrigued to see what Abarth themselves would do to celebrate. Sadly, in the post-Covid era with Abarth now absorbed into the giant Stellantis organisation, it became increasingly clear that there were no plans to repeat anything like the Milan event and even at a UK level, there did not seem to be much that on the cards. Step in the Abarth Owners Club, to fill the gap!

There’s been an Abarth Festival in the UK for the past three years, a couple of them held at Finedon with the 2023 event relocating a few miles down the road to St Neots. They were organised in conjunction with the ebullient Ciro Ciampi and his Petrolheadonism brand, and were enjoyed by everyone who attended. The first one, in 2021 attracted around 550 cars and was blessed with fabulous summer sunshine, and we did wonder how we were going to evolve and expand, but come 2022, numbers dropped by around 100 cars, and when we launched the 2023 event although interest was high, ticket sales were so dismal that we actually cancelled the event, only for Abarth UK to step in financially as they wanted to use the event as part of the launch program for the all-new all-electric 500e. A hastily resurrected event was pulled together and was a great day out, but the number of cars attending was down again, to around 350. It was clear that, popular though the event was, we needed something different for 2024. Making a big splash for the 75^th anniversary called for a new venue and new format if we were to get more cars and people attending.

With Abarth having a heritage born out of racing, and considerable interest from many Abarth owners in taking their cars on track, the answer was obvious: base the 2024 event around a motor racing circuit. Nice idea on paper, but there were two significant challenges: could we actually afford it? And could we get a date that would work for everyone to attend? Ideally, for a national event, we wanted somewhere in Middle England, which led to a short list of possible circuits with whom to engage. Mallory Park, in Leicestershire was top of the list. Pleasingly, they could offer us a date in June, and their costs were far lower than the other circuits who were approached. Planning could begin. This was January and there was a lot to do, to get the content of the event and to push relentlessly on ticket sales. The idea was that those taking to the track would pay trach day type costs and that would cover most of the cost of the circuit hire, meaning we could offer ordinary admission tickets at a much lower price than had been possible in previous years. Track bookings and ticket sales built up steadily, so all looked set for a memorable weekend.

Mallory Park had said that we could have access on the Saturday evening once they had cleared away the event that had been running there that day. That probably meant from around 5pm, and would allow for a lot of the set up work to be done in advance of the event day itself. I actually arrived in the area earlier than that, and so checked into my hotel, the Leonardo right by the M69 and about 15 minutes from the circuit. Although it was still only mid afternoon, I did spot a few Abarths already in the hotel car park, and duly pulled out the camera for what I knew was going to be a photographically busy weekend.

I duly checked in and then took advantage of the glorious weather to do some photos of my own car, hoping that this sunshine would persist to the following day (it did not!)

Photos complete, I duly head off to the circuit, where I found quite a collection of Abarths queued up waiting for access to be granted, as they were either there for set-up or to take advantage of the circuit’s kind offer of free overnight camping, which several wanted to take advantage of.  Duly granted access, there was quite a lot to do, and with this being my first visit to the site, I had to familiarise myself with the layout, as we planned exactly where everything was going to go. Soon there was a hive of activity with sponsors and traders erecting gazebos and cars being unloaded off trailers.

Some of the cars from that afternoon’s activities were still there. It looked like I had missed out on some nice stuff!

More people arrived and it was feeling like the event was almost underway even though there was one sleep to go before things got really busy.  Eventually, the light fading, it was time to leave the campers to get set in for the night and to head back to the hotel, and grab a couple of drinks with fellow Abarthisti who were in the bar as I walked by.

 

Needing to be onsite as early as possible on the actual day, I headed out of the hotel when most Abarth owners were probably still asleep. There were lots of Abarths in the car park, as well as few other cars which had nothing to with our event, which caught my eye:

The MGA replaced the long running T Series sports cars and presented a complete styling break from MG’s earlier sports cars. Announced on 26 September 1955, the car was officially launched at the Frankfurt Motor Show. A total of 101,081 units were sold through the end of production in July 1962, the vast majority of the 58.750 cars made were exported. Only 5869 cars were sold on the home market, the lowest percentage of any British car. It was replaced by the MGB. The MGA design dates back to 1951, when MG designer Syd Enever created a streamlined body for George Philips’ TD Le Mans car. The problem with this car was the high seating position of the driver because of the limitations of using the TD chassis. A new chassis was designed with the side members further apart and the floor attached to the bottom rather than the top of the frame sections. A prototype was built and shown to the BMC chairman Leonard Lord. He turned down the idea of producing the new car as he had just signed a deal with Donald Healey to produce Austin-Healey cars two weeks before. Falling sales of the traditional MG models caused a change of heart, and the car, initially to be called the UA-series, was brought back. As it was so different from the older MG models it was called the MGA, the “first of a new line” to quote the contemporary advertising. There was also a new engine available, therefore the car did not have the originally intended XPAG unit but was fitted with the BMC corporate B-Series type allowing a lower bonnet line. The MGA convertible had no exterior door handles, however the coupe did. It was a body-on-frame design and used the straight-4 1489cc “B series” engine from the MG Magnette saloon driving the rear wheels through a 4-speed gearbox. Suspension was independent with coil springs and wishbones at the front and a rigid axle with semi-elliptic springs at the rear. Steering was by rack and pinion. The car was available with either wire-spoked or steel-disc road wheels. The 1489 cc engine fitted with twin H4 type SU Carburettors produced 68 hp at first, but was soon uprated to 72 hp. Lockheed hydraulic drum brakes were used on all wheels. A high-performance Twin-Cam model was added for 1958. It used a high-compression (9.9:1 later 8.3:1) DOHC aluminium cylinder head version of the B-Series engine producing 108 hp. Due to detonation problems, a 100 bhp low-compression version was introduced later. Four-wheel disc brakes by Dunlop were fitted, along with Dunlop peg drive knock-off steel wheels similar to wheels used on racing Jaguars, unique to the Twin-Cam and “DeLuxe” MGA 1600 and 1600 MkII roadsters. These wheels and chassis upgrades were used on a small number of the “DeLuxe” models built after Twin-Cam production came to a halt. Aside from the wheels, the only outside identifier was a “Twin-Cam” logo near the vent aside the bonnet. A careful look at the rear wheel vents would also reveal another feature unique to Twin-Cam and DeLuxe: those 4 wheel Dunlop disc brakes . The temperamental engine was notorious for warranty problems during the course of production, and sales dropped quickly. The engine suffered from detonation and burnt oil.  Most of the problems with the Twin-Cam engine were rectified with the low-compression version, but by then the damage had been done. Many restored Twin-Cams are running more reliably today than they ever did during production. The Twin-Cam was dropped in 1960 after 2,111 had been produced. Production ended in April 1960, but had slowed to a trickle long before. In May 1959 the standard cars also received an updated engine, now at 1588 cc producing 79.5 bhp . At the front disc brakes were fitted, but drums remained in the rear. Externally the car was very similar to the 1500 with differences including: amber or white (depending on market) front turn indicators shared with white parking lamps, separate stop/tail and turn lamps in the rear, and 1600 badging on the boot and the cowl. 31,501 of these were produced in less than three years. A number of 1600 De Luxe versions were produced with leftover special wheels and four-wheel disc brakes of the departed Twin-Cam, or using complete modified Twincam chassis left redundant by the discontinuance of that model. Seventy roadsters and 12 coupés were built. The engine size was increased again to 1622 cc by increasing the bore from 75.4 mm to 76.2 mm for the 1961 Mark II MGA. The cylinder head was also revised with larger valves and re-engineered combustion chambers. Horsepower increased to 90 bhp. It also had a higher ratio 4:1 rear axle, which made for more relaxed high-speed driving. An inset grille and Morris Mini tail lamps appearing horizontally below the deck lid were the most obvious visual changes. 8,198 Mark II roadsters and 521 coupés were built. As with the 1600 De Luxe, there were also some Mark II De Luxe versions; 290 roadsters and 23 coupés were produced.

Launched in October 1962, the MGB was produced for the next 18 years and it went on to become Britain’s best selling sports car.  When first announced, the MGB was an innovative, modern design, with a monocoque structure instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB’s rival, the Triumph TR series, though components such as the brakes and suspension were developments of the earlier 1955 MGA and the B-Series engine had its origins back in 1947. The lightweight design reduced manufacturing costs while adding to overall vehicle strength, and with a 95hp 3-bearing 1798cc engine under the bonnet, performance was quite respectable with a 0–60 mph time of just over 11 seconds. The car was rather more civilised than its predecessor, with wind-up windows now fitted as standard, and a comfortable driver’s compartment offered plenty of legroom. The roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare option at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while being 3 inches shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. The four-speed gearbox was an uprated version of the one used in the MGA with an optional (electrically activated) overdrive transmission. A five-bearing engine was introduced in 1964 and a number of other modifications crept into the specification. In late 1967, sufficient changes were introduced for the factory to define a Mark II model. Alterations included synchromesh on all 4 gears with revised ratios, an optional Borg-Warner automatic gearbox, a new rear axle, and an alternator in place of the dynamo with a change to a negative earth system. To accommodate the new gearboxes there were significant changes to the sheet metal in the floorpan, and a new flat-topped transmission tunnel. US market cars got a new safety padded dashboard, but the steel item continued for the rest of the world. Rostyle wheels were introduced to replace the previous pressed steel versions in 1969 and reclining seats were standardised. 1970 also saw a new front grille, recessed, in black aluminium. The more traditional-looking polished grille returned in 1973 with a black “honeycomb” insert. Further changes in 1972 were to the interior with a new fascia. To meet impact regulations, in late 1974, the chrome bumpers were replaced with new, steel-reinforced black rubber bumpers, the one at the front incorporating the grille area as well, giving a major restyling to the B’s nose, and a matching rear bumper completed the change. New US headlight height regulations also meant that the headlamps were now too low. Rather than redesign the front of the car, British Leyland raised the car’s suspension by 1-inch. This, in combination with the new, far heavier bumpers resulted in significantly poorer handling. For the 1975 model year only, the front anti-roll bar was deleted as a cost-saving measure (though still available as an option). The damage done by the British Leyland response to US legislation was partially alleviated by revisions to the suspension geometry in 1977, when a rear anti-roll bar was made standard equipment on all models. US emissions regulations also reduced horsepower. In March 1979 British Leyland started the production of black painted limited edition MGB roadsters for the US market, meant for a total of 500 examples, but due to a high demand, production ended with 6682 examples. The United Kingdom received bronze painted roadsters and a silver GT model limited editions. The production run of home market limited edition MGBs was split between 421 roadsters and 579 GTs. Meanwhile, the fixed-roof MGB GT had been introduced in October 1965, and production continued until 1980, although export to the US ceased in 1974. The MGB GT sported a ground-breaking greenhouse designed by Pininfarina and launched the sporty “hatchback” style. By combining the sloping rear window with the rear deck lid, the B GT offered the utility of a station wagon while retaining the style and shape of a coupe. This new configuration was a 2+2 design with a right-angled rear bench seat and far more luggage space than in the roadster. Relatively few components differed, although the MGB GT did receive different suspension springs and anti-roll bars and a different windscreen which was more easily and inexpensively serviceable. Although acceleration of the GT was slightly slower than that of the roadster, owing to its increased weight, top speed improved by 5 mph to 105 mph because of better aerodynamics. 523,826 examples of the MGB of all model types were built, and although many of these were initially sold new in North America, a lot have been repatriated here.

EVENT DAY

All told, we had sold over 850 tickets and were expecting around 600 display cars, with representation from more than 25 different geographical and interest groups from across the whole of the mainland and even a couple of cars that had come to the UK expressly for the purpose of attending. Getting them all in to the site was no small task and we were very grateful for the fact that there is a long approach once off the public road so there was no danger of the sort of traffic issues we had at Finedon in 2021. Pete Burgess was a willing volunteer to do the initial ticket scanning and he had a very busy couple of hours as cars poured in, with many convoys arriving at the same time, so yes, people did have to queue for quite a while at times to get scanned in. I was on duty at the next point which was to triage the cars into the non-Abarth parking area (we had quite a few of those), those headed to the centre of the track and those who were going to be in the mass display area, which was organised by Group. Each Group was asked to arrange their own parking within a designated area and they all seemed to handle this pretty well. Of course, I had no idea whether any areas were getting full, but after a good couple of hours of greeting everyone and pointing them in the right direction, the flow of cars abated and I was able to start to wander around and take in the spectacle of quite so many Abarths. It was, of course, quite impossible to take photos of very single car but there are still a awful lots of pictures of the various different models, and colours here, so there is more variety than you might perhaps be expecting.

HERITAGE ABARTHS

Any event marking 75 years of brand needs cars that span as much of that time period as possible. So we were keen to get some of the UK’s Heritage Abarths along. In theory that should have been relatively easy as Tony Castle-Miller of Middle Barton Garage is in touch with most of the owners of the pre 1970 cars and he was keen to help out, though sadly, he personally could not attend as another Heritage Abarth owner, Carlo Caccaviello’s son was getting married that day and Tony and others were going to attend that celebration instead. So we amassed some Heritage cars which were showcased in the centre of the track where they generated a lot of interest, of course.

The first Abarth 750 GT appeared in early 1956, and was the first Abarth product to use standard Fiat bodywork, that of the little 600 saloon. Fiat delivered these cars incomplete, to make it easier and more cost effective for Abarth to carry out their performance modifications. Rather than the 633 cc original or Abarth’s own 710 cc model, the engine now displaced 747 cc thanks to a one  millimetre wider bore and a stroke increased by four millimetres. Sharper cams, lighter flywheel, a bigger carburettor, and a myriad other traditional tuning tricks were employed; as a result power nearly doubled, up from 21.5 to 40 bhp. Claimed top speed was 80 mph. As well as the “standard” car, a special model was then built with a Zagato body, known as the Fiat Abarth 750 GT Zagato. It was launched at the 1955 Salon di Torino. The original model was also offered in a more luxurious variant for export (called “America”, as it was almost strictly meant for the United States) and a stripped down model with lower, uncovered headlamps and smaller taillights for the domestic Italian market. The “America” also has a different layout around the rear license plate.  The all-aluminium bodywork has Zagato’s famous “double-bubble” design and Abarth’s tuned derivazione engine with 43 bhp. Aside from the floorpan, not much of the Fiat 600 remains in use for these cars. It had a top speed of around 90 mph and proved popular. Around 600 were sold. By the time of the appearance of the Abarth Zagato Record Monza 750 Bialbero, the bodywork had been unified into a separate model with a rather large hump on the engine lid, made necessary by the taller twin-cam motor. There were then three distinct models 750 “Double Bubble”, 750 Record Monza and 750 “Sestrieie”, this last having a single cam pushrod engine and the majority built with a steel body and a very small number of Alloy cars, just one of which is known to exist today. The 750 GT Bialbero model appeared at the 1958 Turin Show; along with various alterations to the bodywork, it had the new twin-cam engine with 57 bhp at 7000 rpm. The first series constituted 100 cars, enough to homologate the car for the Gran Turismo competition category. The “Record Monza” was the most successful racing Abarth in the USA under the Franklin D. Roosevelt Jr Racing team, (Abarth cars winning over 700 races worldwide), including both Sebring with the 750cc Bialbero engine and Daytona under 1000cc races in 1959 widely believed to have had the first 982cc Bialbero engine. The Sestriere had upright headlights and two very large air intakes on the engine lid much wider than a double bubble. The Sestriere was believed to be the last model produced for Abarth by Zagato, due to disagreements between Abarth and Zagato, so Abarth developed the 750 GTZ with a twin cam engine and the body evolved by Sibona and Basono into the Bialbero 700 and 1000 models. which were first seen in 1960. They are equally rare these days. This 750 Abarth was first bought by John D Sheets in Encino, California in July 1958. A Hollywood producer, he was responsible for early Tarzan productions and the Lassie tv series. The car had fallen into disuse in the late 1970s and found its next owner, Glen Heyenhuis by chance. He’d stopped at a diner en route from California to Arizona when transporting a car and was approached by a man who said that there was a vehicle sitting in the weeds in a storage compound. A few day’s later the 750 was Glen’s. An attempted restoration was never completed and Glen passed away in 2012. Six years later, the Abarth was sold  to its current UK owner, John Chatley, whom I know well, and he has thoroughly restored it.

Of all the performance-oriented models created by Karl Abarth, later known as Carlo Abarth, perhaps the 695 esse esse is the best representation of the scorpion-branded firm’s collaboration with Fiat. Around 1,000 Fiat Abarth 695 SS were produced and only 150 are believed to remain. Abarth introduced its 695 SS version in 1966, after the previous presentation back in 1964. The rear-engine, rear-wheel-drive layout Fiat 500 was the basis of the project. When compared to the production version of the 500, aesthetically the 695 was virtually identical except for the logo, badge on the radiator grille and the coat of arms on both sides of the car. The 695 SS was the only version to feature flared arches and the need to raise the engine cover for extra stability and cooling. Like all Abarths, the differences are found in the mechanical upgrades that helped to increase its top speed to around 140 km/h (87 mph). The OHV 2 valves per cylinder inline-two engine, exhaust pipe, head and valve-springs were upgraded and specially designed pistons and camshaft fitted. It had an equal square bore and stroke ratio of 76 mm × 76 mm for a total displacement of 689.5 cc and the original single Solex 34PBIC carburettor was increased in size with a compression ratio of 9.8:1 developing 38 PS (37 bhp) at 5200 rpm and 57 Nm (42 lb/ft) of torque at 4000 rpm.

This one is based on the slightly larger Fiat 600. The Fiat-Abarth 850TC Berlina (Turismo Competizione, or “touring competition”) was introduced towards the end of 1960. Originally built to Group 2 touring car specifications, it was manufactured between 1961 and 1969. It uses the Fiat 600 bodywork with some modifications, most notably a boxlike structure ahead of the front bumper which held the engine’s oil cooler. The rear fenders were usually blistered, so as to accommodate larger wheels. The engine is a four-cylinder model based on a Fiat unit, with 847 cc capacity and 52 PS (51 bhp) CUNA rating. Overall length is 3,090 mm (122 in), overall width is 1,400 mm (55 in), height is 1,380 mm (54 in), wheelbase is 2,000 mm (80 in), and its front and rear track are 1,160 mm (46 in). The fuel tank holds 5.9 imperial gallons. The 850TC remained in the price lists until 1966. In 1962 the 850TC Nürburgring was introduced, with 55 PS at 6500 rpm. The name was intended to celebrate the class victory of an Abarth 850TC at the 1961 Nürburgring 500 km race.[20] There followed the 850TC/SS with two more horsepower; this was renamed the 850TC Nürburgring Corsa towards the end of the year. Between 1962 and 1971 the 850cc and 1,000cc class cars won hundreds of races all over the World and were commonly called “Giant Killers” due to their superior performance over much larger cars. This culminated in a famous dispute with SCCA authorities in the USA when Alfred Cosentino (FAZA) was banned from running his 1970 Fiat Abarth Berlina Corsa 1000 TCR “Radiale” engine because his car was faster (mainly in wet conditions) than many of its V8-powered contemporaries. The SCCA authorities dictated FAZA and Cosentino be forced to use an earlier, non-Radiale, engine design from the 1962 model in their cars. They still achieved 51 victories from 53 races, the most victories in SCCA racing history, thereby cementing the superiority of the Fiat Abarth Berlina Corsa over larger and more powerful

Abarth made a name for itself by tuning small, rear-engined Fiat models, but it also worked with other car manufacturers, including Simca. The fact that Fiat still owned part of Simca at the turn of the 1960s facilitated the collaboration. Henri Theodore Pigozzi, the man who helped Fiat create Simca and ran it for decades, allegedly contacted Abarth in the months leading up to the 1000’s release to ask for two high-performance variants of the car. The first one needed to be a hotter version of the regular-production model. The second one was a coupe based on the production car, but fitted with a racing-specific body, and upgraded with a wide array of mechanical modifications. The Simca-Abarth 1150’s promising career was cut short when Chrysler began buying into Simca and Pigozzi quit. However, Abarth received a shipment of bare 1000 chassis to turn into race cars. After experimenting with a 1.0-litre engine, Abarth adopted a 1.3-litre that delivered 128 hp thanks in part to a pair of big Weber carburettors. The four shifted through a Simca-sourced four-speed manual transmission, but clients could order an Abarth-designed six-speed manual at an extra cost. Abarth entered four 1300 GTs in the 1962 edition of the 24 Hours of Le Mans. One car finished 14th; the other three dropped out of the race. The model fared better in 1963, when it stunningly earned 90 first-place finishes at a wide variety of events, including the 12 Hours of Sebring. Norman Hawkes, who owns this fabulous car, nearly did not make it, as he ran out of fuel a few miles from the circuit. A rescue mission was dispatched with fuel can to get him mobile again!

500 FAMILY

The vast majority of cars here were the 500-based models which 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 ne 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. Several of the original style of cars were here.

Whilst a sliding glass sunroof (Skydome in Fiat/Abarth parlance) was an option from inception, fans of open air motoring had to wait until Geneva 2010 for the launch of the 500C models, with a roll-back roof which provided the best of open-topped motoring and yet still with the rigidity of the regular body style. The C bodystyle has been offered ever since, and has sold steadily, though in relatively small numbers relative to the fixed roof car.

For the first few months these cars only came with the robotised manual gearbox, which limited the appeal in the eyes of some, but they also introduced us to the “bi-colore”, a series of two tone cars, with upper and lower halves of the body painted in different colours. It took us a while to get used to this, as no other production road cars had been painted like this for some time, but now this is seen as yet another of those marque defining attributes, and (perhaps with the exception of the rarely seen Rally Beige and Officina Red combination that would come for 2014) in the eyes of many this distinctive look enhances the appeal of the cars still further.

in 2007/8, the 500 Abarth Assetto Corse was released, a Works-prepared race car limited to just 49 examples worldwide, stripped back in the factory for a 180kg weight reduction and all in left-hand drive. With the advent of a well-prepared road car came a race series, the Trofeo Race Series to be exact, under the umbrella of the BTCC TOCA. It’s powered by a Punto EsseEsse 1.4-litre 16V producing 200bhp with peak torque standing at 300Nm at 3,000rpm from its Garrett GT 1446 fixed geometry turbocharger and mated to a M32 6-speed manual gearbox. The suspension has a McPherson layout at the front, bespoke racing shock absorbers with co-axial spring and adjustable height, rear inter-connected arms and electric power steering with race tuning. Retardation was courtesy of Brembo radial four-piston front calipers, 305mm x 28mm ventilated front discs, 264mm x 11mm rear discs and high performance pads. The reinforced cage was welded to a bodyshell that sported a front splitter and rear spoiler, whilst the driving position was shifted slightly to the centre and the car sat four square on forged aluminium wheels. BS Marsons own a number of these cars and brough them along, keeping them out on the track most of the day. To see one is rare, to see several these days is almost unprecedented!

Perhaps even more special was this one, known as “Roary”. This is not so much modified as bespoke. It was acquired by Abarth fan Dave Quinn a while back, but took some time to get it so it could be road registered. That happened in 2021 and since then, the car has been seen at a number of UK events and it has also been driven over to Belgium. Effectively this takes its inspiration from the Assetto Corse race cars produced in 2010 and it has a Romeo Ferrari bodykit on it. Just two were created and the other one is in Italy. Not really a long distance car, Dave has driven it all over the place including to Belgium, so get it back to Yorkshire after this event was a really short journey!

The first of the special production models was the 695 Tributo Ferrari and there was one example of the model at the event. Most of these cars are tucked away in collections, never being used, so it was good to see this one. You got more power than was available in the standard cars at the time, with the engine uprated to 180 bhp, thanks to a different Garrett turbocharger. The spec included a MTA (Manual Transmission Automated) electromechanical transmission with paddle shifter, unique to this version 17 inch alloy wheels with performance tyres, Brembo multi-section discs with fixed 4-piston calipers, “Record Monza” variable back-pressure “dual mode” exhaust, Magneti Marelli Automotive Lighting xenon headlights, “Abarth Corsa by Sabelt” seats in black leather upholstery with carbon fibre shell and seat base, black leather steering wheel with red leather inserts and a tricolour hub, Jaeger instrument panel, non-slip aluminium foot wells, Scorpion racing pedals, special kick plates and a plate bearing the vehicle series number. The Tributo Ferrari was unveiled at the 2009 Frankfurt Motor Show, with deliveries starting in 2010. Four colours were offered: Grey, Abu Dhabi Blue, Scuderia Red and finally Yellow. Of these the red and yellow cars were more numerous, but the car remained rare as it was fearsomely expensive. Just how expensive depended on the dealer, as in a move that only the Italians could make, they were all first registered in Italy and so technically were used cars by the time these right hand drive machines arrived on UK soil, which mean that the dealers could charge what they wanted. Most aimed somewhere between £32 and £36,000, a lot for a car of this size. Nevertheless, they all sold, though many ended up on another boat, off to right hand drive Asian markets, which is why they are a rare sight these days.

Having used the legendary 695 badging from the 1960s on the Tributo cars, at the 2012 Geneva Show, Abarth dusted off the 595 name that had been used on the less powerful of the Nuova 500 based cars of the same generation, and created two new versions which we should think of as Series 2 cars, the 595 Turismo and Competizione, both of which could be bought in either closed or open top C guise, with either the 5 speed manual or robotised automated gearshifts. Both models had the 160 bhp engine as standard. Effectively they were a replacement for the Esseesse kit, and it meant that the cars were produced complete at the factory, rather than needing the dealer to undertake the upgrade (and the associated paperwork), though Abarth did not withdraw the Esseesse kits from the market for some while. Turismo, as the name suggests was aimed slightly less extreme in intent, featuring standard leather upholstery, upgraded dampers and climate control, Xenon headlights and Alutex interior details. The sportier Abarth 595 Competizione replaced the leather seats with Sabelt cloth sport seats and Alutex with aluminium, while adding p-cross-drilled brakes and the Record Monza dual-mode exhaust.

Some new colours were introduced, and very soon one of those, Record Grey, frequently combined with a tan interior became one of the most popular choices. There were several examples of this popular colour here and there is no denying that this combination suits the Abarth shape very well. Record Grey remained an option for 10 years before disappearing from the colour chart.

There have been many different paint colours offered during the life of the 500/595 family, some lasting only for a couple of years, others being offered for much longer than that. One of the rarest colours is called Rally Beige, and Ben Au acquired a car in this colour, because it is so rare, a couple of years and it was one of the range of Abarths he brought along. It was the only one at the event in this paint colour.

At the 2012 Geneva Show, Abarth showed the 695C Edizione Maserati, a limited production version of the Abarth 500C convertible with the 1.4 Turbo T-Jet 16v engine rated  at 180 hp,  a 5-speed electrically operated manual Abarth Competizione gearbox with steering wheel controls, Maserati “Neptune” 17″ alloy wheels with performance tyres, Brembo 305 mm brake discs with fixed four-piston caliper and special shock absorbers, Record Modena variable back-pressure “dual mode” exhaust, Pontevecchio Bordeaux body colour, Xenon headlights with dipped and driving light functions, sand beige Poltrona Frau leather seats with containment strips featuring single-layer padding and the pista grey contrasting electro-welding, black leather steering wheel, aluminium pedal unit and sill plate, carbon fibre kick plate, boosted hi-fi audio system. Production was limited to 499 units, and around 20 of them came to the UK, and one of these, until recently belonging to Neil Potter, but now owned by Joe Jones, was here. There were also some grey-painted models, rarer still, of which there are rather fewer in the UK, and Sam Cottenden owns one of these, which she brought along.

Seen by most as the ultimate model, there was the 695 Biposto. First shown at the 2014 Geneva Show, this 2 seater (that’s what Biposto means in Italian) is nothing other than a road legal version of the 695 Assetto Corse Racing car, a vehicle which has its own race series in Europe. Although the car is road legal, it was envisaged that the majority of people who buy one of these cars will use it on the track and quite frequently. So it was conceived accordingly. That means upgrades to all the important bits – engine, brakes, suspension, gearbox – and some fairly drastic measures to save weight which resulted in a car which generates 190 bhp and 199 lb/ft or 250 Nm of torque with a kerb weight of just 997kg. That’s enough to give a 0 – 60 time that is under 6 seconds, and a top speed of 143 mph. Those are supercar figures produced by a city car. There’s more to it than that, though, as the changes that go to make a Biposto are extensive, and they have been well thought through, so this is a long-way from being a hastily conceived or tuned up special. Ignoring the limited edition cars which arrived during 2015, the “regular” Biposto is only offered in Matt Performance Grey paint, and the car is visually distinctive, with a new front bumper, rear diffuser, wider arches, new skirts and bigger roof spoiler. Although the engine is still the same 1.4 T-jet that features in the lesser 500 and 595 cars, it has been reworked here, with a new Garrett turbocharger, larger intercooler, altered fuel rail and an Akrapovic exhaust system. Buyers can choose between the standard five speed gearbox or an optional race-bred dog-ring unit mated to a mechanical limited slip diff. The standard car’s MacPherson strut and torsion beam suspension has been reworked, too, with altered springs, wider tracks adjustable ride height and dampers with more resilient bushings, using Extreme Shox technology shock absorbers. The brakes are upgraded in line with the extra power, featuring  305mm Brembo discs and four pot calipers up front and 240mm discs with single pot calipers at the rear. The wheels are lightened 18″ OZ and attached via a titanium hub, shod with bespoke 215/35 Goodyear tyres. In the interest of weight saving, a number of standard trim items are removed, including the regular door trims, air conditioning, the rear seats and some of the sound deadening material. Even the standard air vents have been changed so they are covered by a simple mesh. In their place is plenty of polished carbon fibre, a titanium strut brace, racing seats and harness, as well as special trim features such as new pedals, tread plates and a race inspired digital display on the dash where the radio usually sits.

Although the Matt Performance Grey car is probably the one you think of when someone says “Biposto”, there were other versions, with a very rare red being a car that is only seen occasionally and the Record Edition being the version you more often see now. There were just 133 of these made, all painted in Modena Yellow, at the time an exclusive Biposto colour.

Without question, the rarest modern Abarth at the event was this one Nick Harper’s 695 Biposto Officine. Just 99 were made, in 2015/6 and initially they were sold to Ferrari dealers to use as courtesy cars much as the earlier Ferrari Dealer Edition car had been and this time there was a clause prohibiting sale for at least 6 months.  No-one is quite sure how many of these are in the UK, but we think probably fewer than 10. They are all numbered and Nick’s car is number 009. Ben Au owns car number 010. but that is currently in Hong Kong. It is known 10 Rosso Officine examples were available in Japan, possibly 30 examples went to Italy, possibly 10 examples to Germany and possibly 8 examples to Switzerland. Just 2 examples were sold and delivered to Australia. Car #1 was an Italian car, now living in Manila, Philippines. And #99 is a UK car. When they were deemed ready for sale, Rosso Officine models sold for around £45,000 in the UK, marking them out as the pinnacle of Bipostos. These cars were all painted in the same shade of Rosso Officina and were mechanically the same as the slightly more numerous Biposto and the Biposto Record. Abarth focused on the two key goals of weight reduction and engine performance. Out went the rear seats, air-conditioning, audio system, door cards, posh headlamps, fog lights et al. In came a Poggipolini tubular titanium roll-cage, cargo nets, 695 Biposto-specific Sabelt seats, Brembo brakes, 18in OZ alloys with bespoke 215/35 Goodyears, Extreme Shox adjustable shock absorbers, an Akrapovic exhaust system, a wider track and a 1.4-litre turbo powerplant lifted pretty much piecemeal from a Formula 4 single-seater. The Garrett turbocharged 1368cc unit spits out a feisty 187bhp at 5500rpm (the company claiming a 139hp-per-litre ‘record for this category’) and 184lb ft of torque at 3000rpm, dropping 0-62mph acceleration one tenth below the targeted 6.0 second mark and offering a top speed of 143 mph.

Rumours started to circulate towards the end of 2014 that Abarth were going to upgrade the Competizione model, so as better to bridge the gap between the Turismo and the 190 bhp 695 Biposto that had been added to the range earlier in the year. It was Geneva 2015 when the result was finally shown to an expectant fan base. Most exciting news was that thanks to a bigger Garrett Turbo, the engine had been tweaked to 180 bhp, and with reduced CO2 emissions. A standard spec that included Koni Dampers, Brembo brakes, Xenon lights, Sabelt seats, Climate Control, parking sensors as well as other refinements that had been added like the TFT instrument display all proved very compelling, so not long after the first cars reached the UK  in June of 2015, I found temptation too hard to resist, and as is well documented here, swapped my 2010 car for one of these. At the time I ordered it, Cordolo Red, a tri-coat pearlescent paint which shimmers in bright sunlight looked set to become one of the most popular colours of the lot, even though it is a cost option. Indeed, the Launch Edition models were all offered either in this colour or Scorpion Black, with black wheels. Surprisingly, the colour was not carried over to the Series 4 cars.

A new colour was announced with the new Competizione cars, called Podium Blue, but it was not going to be immediately available, and there were no accurate representations of exactly what shade it would be. Rumours circulated on Abarth forums and Facebook Groups all summer, with lots of guessing and no real facts, although we had been assured that it was not the same as the Abu Dhabi Blue that had featured on a very small number of 695 Tributo Ferrari models in 2011. It was October 2016 when the first cars reached the UK and those who had taken the gamble could see for themselves whether they had got it right. Common consent is this is a stunning colour. A rich blue, it changes shade in different lights. I think it looks fantastic. It has proved very popular and remains on offer to this day.

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. These cars have now been on offer for around eight years and with it Abarth sales rose considerably so it was no surprise that they were particularly well represented here.

 

A limited edition model, the 695 XSR was created in recognition of the fact that for the third year running, in 2017 Abarth was to be the Official Sponsor and Official Car Supplier of the Yamaha Factory Racing Team, competing in the 2017 FIM MotoGP World Championship. In the wake of the Abarth 595 Yamaha Factory Racing and the 695 biposto Yamaha Factory Racing Edition, the 695 XSR Yamaha Limited Edition special series is available exclusively with a Pista Grey livery: only 695 sedans and 695 convertibles will be made. The new car was created to celebrate the Yamaha XSR900 Abarth, which is the first exclusive motorcycle to spring from the collaboration between the two brands and which sports the same grey livery with red trim as the 695 XSR, as well as sharing many of its features. The special series makes extensive use of carbon fibre to demonstrate its affinity with the front fairing, front mudguard and saddle cover of the two-wheel Yamaha. The Abarth 695 XSR and the Yamaha XSR900 Abarth also share Akrapovič ultralight exhaust developed in the racing world to boost the personality, sound and performance of both vehicles. On the Abarth car, the carbon fibre tailpipes enhance the looks and technology of the exhaust system. The XSR logo on the tailgate distinguishes the Abarth 695 XSR, while an aluminium badge identifies the sequential number of 695 units for each body type. Other carbon fibre details, in addition to the mirror caps and Akrapovič tailpipes, are available as optional equipment, such as dashboard fascia, pedal covers, gear knob and kick plate. The car uses the 1.4 T-Jet engine delivering 165 bhp. Equipment on this special series includes Koni rear suspension and Eibach springs, 17” Supersport alloy rims with Matt Black finish, Satin Chrome accents on handles and badge supports, red details on bumpers and mirrors, red brake callipers and a braking system with perforated discs. This version can be customised even further using the tuning kit to increase the power to 180 HP, improve handling by fitting a Koni front suspension with FSD (Frequency Selective Damping) valve and make braking even prompter with 305x28mm perforated and self-ventilating Brembo floating front discs with high-performance Ferodo HP 1000/1 front brake pads. It also features the new UconnectTM 7″ HD LIVE system integrated with Apple CarPlay allows iPhone users to access contents such as Apple Maps, Messages, telephone calls, Apple Music, also with Siri voice assistance.

More recently, Abarth have produced the 695 Rivale, a celebration of Fiat’s partnership with Riva, which has already seen a special Riva version of the 500,. Described as being “the most sophisticated Abarth ever”, it is available either as a hatch or a cabriolet, with both of them featuring a two-tone Riva Sera Blue and Shark Grey paintwork. The Rivale  is adorned with an aquamarine double stripe, satin chrome finish on the door handles and satin chrome moulding on the tailgate, various aesthetic elements inspired by the Riva 56 Rivale yachts and ‘695 Rivale’ logos, joined by Brembo Brakes, Koni suspension, and 17-inch Supersport alloy wheels. Enhancing the nautical theme the new 695 Rivale features either a carbon fibre or mahogany dashboard, black mats with blue inserts, blue leather seats and door panels, carbon fibre kick plates, special steering wheel wrapped in blue and black leather and with a mahogany badge, blue leather instrument panel cover, and mahogany gear lever knob and kick plate. These are joined by the standard Uconnect infotainment with a 7-inch display, which is compatible with Android Auto and Apple CarPlay, and there is also a hand-written numbered plate that can be customised with the mane of the customer’s yacht on request. Powering the 695 Rivale is the same 1.4-litre turbocharged engine that makes 180PS (177hp) and 184lb/ft of torque, that features in the 595 Competizione, allowing it to go from rest to 100km/h (62mph) in 6.7 seconds and up to a top speed of 225km/h (140mph). This is a regular model in the range, but confusingly, there is also the Abarth 695 Rivale 175 Anniversary, created to celebrate 175 years of the Riva brand. Just 350 of these were produced, half of them the hatch and the other half cabriolets. These featured 17-inch alloy wheels with a special pattern, celebratory badge on the outside, hand-crafted details such as the two-tone colour – blue and black hand-stitched leather seats with a celebratory logo stitched onto the headrest, carbon dashboard silk screen printed with special logo, numbered plate. Standard Rivale cars arrived in the UK in April 2018, and quite a few have been sold. They always attract lots of interest when they do appear.

A top of the range 595 Esseesse model was added in early 2019. These cars have only sold in quite small numbers, so you don’t see them that often, but there were some here. The majority of these cars seem to be Campovolo Grey, though it was available in other colours as well. The most obvious change externally is the adoption of the neat white painted 17inch multi-spoke alloy wheels that are an Esseesse trademark, while elsewhere it gets the same recently reprofiled bumpers as the standard 595. Inside, there’s a pair of bespoke figure-hugging Sabelt high-backed seats with a carbonfibre shell and some natty red stitching, while carbonfibre trim also covers the pedals and the dashboard. Under the bonnet is the familiar 178bhp turbocharged 1.4-litre engine, but here it breathes in through a BMC filter and exhales from a switchable carbonfibre-tipped Akrapovič twin exit exhaust. There’s no more power than the old Competizione, but the Esseesse gets that model’s Brembo callipers for its 305mm front discs, plus a limited-slip differential. The suspension is largely carried over, including Koni’s frequency selective dampers. All this comes at a price though, and so this has remained a relatively rare sighting compared to the Competizione which many still feel offers rather better value for money.

The 695 Anniversario was launched at the brand’s 70th anniversary celebrations in Milan in October 2019, and deliveries of which started around the turn of the year. The Anniversario is in a choice of 5 colours: White, Black, Podium Blue, Grey and 1958 Green, and there were examples of some but not all of these here, including a couple of cars in the 1958 Green which was selected to evoke memories of the 1958 record-breaking 500, though I can advise that the two shades of green are quite different, the older car being much lighter. Online verdicts of the new car at launch were not entirely positive, with many challenging the appearance, others the spec and yet more the price (£29,995 in the UK), but in the metal, it looks far better than those first web pictures portrayed, and there is no doubt that the 1949 buyers of the car are getting something quite distinctive, with the Campovolo Grey accents around the wheelarches and lower body skirts. What they aren’t getting is more than 180 bhp, as it would seem that to get Euro 6d compliance from the T-Jet engine, 180 bhp is the limit. But the Abarth 695 70° Anniversario does have an ace up its sleeve. Look at the back and you’ll notice a rather large roof-mounted spoiler serving as the special edition’s party piece. Manually adjustable in literally a dozen of positions, the spoiler was developed in the wind tunnel to achieve maximum aero efficiency regardless of speed. Its inclination varies from 0 to 60 degrees and helps increase aerodynamic load by 42 kilograms when the car is travelling at speeds of 124 mph (200 km/h) provided the spoiler is at its maximum inclination. Abarth has done the maths and it claims the new aero component will reduce steering corrections by as much as 40% based on the testing they’ve done at FCA’s wind tunnel in the Orbassano municipality located southwest of Turin. Power is provided by the familiar 1.4-litre turbocharged engine with 180 hp and 250 Nm (184 lb-ft) of torque, good enough for a sprint from 0 to 62 mph (100 km/h) in 6.7 seconds before topping out at 140 mph (225 km/h) if the spoiler is in the 0° position. Those 17-inch SuperSport wheels are paired to a Brembo braking system with four-piston aluminium calipers finished in red, hugging the 305-mm front and 240-mm rear self-ventilated discs. Rounding off the changes on the outside is the newly developed Record Monza exhaust with active valve for a better soundtrack. Abarth also spruced up the cabin a bit where the body-hugging seats are exclusive to this special edition, just like the individually numbered plaque reminding you this isn’t an ordinary 695. Onboard tech includes support for both Apple CarPlay and Android Auto, DAB digital radio and a navigation system for that seven-inch touchscreen display. Additional standard equipment includes automatic climate control, daytime running lights, LED fog lights, unique mats, and the Abarth telemetry system if you plan on taking the hot hatch to the track.

Abarth announced two limited edition models in the autumn of 2020 and one of these was here, the 595 Scorpioneoro. Another model which takes its inspiration from a history which few in the Uk will be familiar with, there will be just 2000 units of this distinctive model available globally. The 595 Scorpioneoro was born to continue the legacy of the famous A112 Abarth “Gold Ring” of 1979, better known as the A112 Abarth “Targa Oro”, of which only 150 models produced and, as with the new Abarth 595 Scorpioneoro, what made it so special were its stylistic details. These details included black livery, gold-coloured decorative line contouring the bodywork and the alloy wheels, also painted in the distinctive gold colour. This car is liveried in the same way, marked out by its black livery, decorative gold bodywork lining and gold-painted alloy wheels. It also boasts a matt black chessboard roof and grey finish on the door handles and mirror caps. And to mirror the ‘Gold Scorpion’ name, the car is adorned with gold scorpions on the bonnet and the wheel centres. Inside the cabin of this new exciting new model, you’ll be greeted with a black dashboard which is home to the new gold finished 500 logo. Leather detailing on the seats introduces the original “scorpionflage”. The seats are further embellished with dedicated stitching and personalised headrests with the word “Scorpioneoro”, the Italian flag and Abarth embroidered on them. An additional touch of exclusivity comes from the numbered, gold coloured plaque, available solely on this model. The Scorpioneoro also comes with Abarth’s top-of-the-range seven-inch touchscreen infotainment system, complete with Apple CarPlay and Android Auto, as well as a Beats Audio sound system. Mechanically, there is nothing new, as the car has the 165 bhp version of the familiar T-Jet engine and the other features you get in the regular production Trofeo cars.

This is the Abarth 695 Tributo 131 Rally, and as you may have guessed from the name it pays homage to the fantastically-boxy Abarth 131 Rally. It was launched to mark 40 years since the 131 Rally’s last official race, and that is absolutely a car worth celebrating. In the late 1970s and early 80s, the 131 won three WRC manufacturer titles and two drivers’ championships. It looked ridiculously cool while doing so too. The 695 Tributo is perhaps slightly less cool, with no more power than the standard 178bhp 695 and the same 1.4-litre turbo engine. There’s the same Koni front and rear shocks too, plus Brembo brakes and the adjustable ‘Spoiler ad Assetto Variabile’ that was first shown on the 695 Esseesse. The Tributo 131 Rally was limited to just 695 examples though, with each one costing a fairly hefty £32,325. For that you’ll also get a Record Monza Sovrapposto exhaust, diamond-cut 17-inch alloys and three-layer Blue Rally paint. There’s also plenty of 131 Rally silhouettes to let everyone inside and out know that you’ve bought a very special version of the special Fiat 500. There was a long interval between announcement and the cars hitting the UK, and I’ve only ever seen a couple of them at events, so these look like they are going to be among the rarer of the many special editions of the 500-based car.

Newest of all the numerous is the one that has only just been released, the  695 75^th Anniversary car, and indeed this was the first time any of us would have seen one, as the car on display here is the first in the country. This is a 695 model, which means it has the 180PS engine. Mechanically it is no different to the regular Turismo and Competizione models in the regular range but you do get some special graphics and pretty every item that is available on an Abarth is included in the standard spec, as you would rather hope for a car with a list price of £32,995. You will identify one by its Scorpione Black paint, the Gold Scorpion Sticker on the roof, Gold Abarth lateral stickers, a 75th Abarth Piston Head sticker and the 17″ Formula Gold alloy wheels.  Inside there are Sabelt carbon seats with unique stitching & 75th Logo, an alcantara dashboard and binnacle cover and an aluminium gearknob as well as a sports steering wheel in leather and Alcantara® with carbon fibre detailing. The spec also includes a High Performance BMC air filter, Black Brembo brake calipers, Koni front and rear suspension with FSD technology (Frequency Selective Damping), and an Active “Record Monza Sovrapposto” Exhaust with Rotated Tips

Many Abarth owners spend a lot of time and money on modifying their cars. Some focus on looks, whilst others are interested in what they can do mechanically to add more power, or other mechanical modifications. There were a number of duly modified cars here, all of which attract lots of attention from everyone present. Whilst some of the changes are not entirely to my taste (I can be something of a purist at times!, there can be no doubting the care and attention (and in many cases money) that has gone into their creation).

PUNTO

Of course, the rebirth of the modern Abarth started with the Punto, but with a relatively short production life and limited numbers produced the cars is quite a rare sighting in the UK. Around 750 of them came to the UK but some of these are no longer with us and it is believed that around 600 remain. The Punto Collective were enthusiastic supporters of the event and had an impressive of cars among the other Clubs and there were also a number more Punto models in the centre of the track as the owners had been camping the night before the event and left their cars in situ

The Abarth Grande Punto debuted at the 2007 Frankfurt IAA Show, going on sale in the UK in late summer of 2008. Offering 155 bhp from its 1.4 litre T-Jet engine, coupled to a six speed gearbox, and riding on 45 profile 17″ alloys, the standard car got rave reviews from the journalists when they first tried it, and they were even more impressed by the changes wrought by the optional Esseesse kit. This increased power to 177 bhp, brought 18″ OZ lower profile wheels, whilst new springs lowered the ride height by 15-20mm, and high-performance front brake pads and cross-drilled front disc brakes helped the car to stop more quickly. The most distinctive feature of the car were the white alloy wheels, though, as owners found, keeping these clean is not a job for the uncommitted, and many have a second set of wheels that they use for grubbier conditions. Despite the positive press at launch, the car entered a very competitive sector of the market, and the combination of being relatively unknown, a limited number of dealers and the existence of established rivals from Renault and others meant that this always remained a left-field choice. The owners loved them, though, and they still do. The oldest cars have now had their 10th birthdays, and some have amassed relatively big mileages, but they are still a car for the cognoscenti.

The Punto Evo was launched at the 2010 Geneva Show, with the cars reaching UK buyers in the summer of that year, and it incorporated many of the changes which had been seen a few months earlier on the associated Fiat models, the visual alterations being the most obvious, with the car taking on the nose of the associated Fiat, but adapted to make it distinctively Abarth, new rear lights and new badging. There was more to it than this, though, as under the bonnet, the T-Jet unit was swapped for the 1.4 litre Multi-Air, coupled to a 6 speed gearbox, which meant that the car now had 165 bhp at its disposal. Eventually, Abarth offered an Esseesse kit for these cars, though these are exceedingly rare. Part of the Punto Evo family is the SuperSport, usually identified by the distinctive black bonnet, though not all cars feature it. Just 199 of the SuperSport versions were built, of which around 120 are registered on UK roads. These cars had many of the options from the Punto Evo included as standard. Power came from the 1.4-litre MultiAir turbo engine, tuned to produce 178bhp and 199lb ft of torque, up from 165 of the standard Punto Evo, giving the SuperSport  a 0-62 time of  7.5 seconds and a  top speed of over 132mph. To help put the power down, the SuperSport was fitted with wider 18″ wheels and optional Koni FSD dampers. Standard equipment included the Blue&Me infotainment system with steering wheel controls, automatic climate control and a popular option was the  ‘Abarth Corsa by Sabelt’ sports leather seats. The SuperSport was available in the same colours as the regular Punto Evo, which means white, grey, black and red.

124 SPIDER

Completing the different models from the modern Abarth catalogue were a number of examples of the 124 Spider. Eagerly awaited, the 124 Spider went on sale in September 2016. A quick reminder as to what this car is: 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. Production ceased in 2019 and around 1800 examples came to the UK, so this will always be a rare car. You might not have though so on the evidence of this event, though. As well as plenty of the standard car, there were a number of examples of the GT.

We were very clear in the promotional material for the event that the modern Fiat 124 Spider would be welcome as well, as some of the Abarth 124 Spider owners see more affinity with the Fiat stablemate than they do with the rest of the Abarth community, and extending the invite is one way we repeatedly try to bridge any gap that might exist in the minds of some owners. There were only a couple of the Fiat badged cars here. 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.

THE ELECTRIC ERA

And so to the future, which, whether we like it or not (and many clearly don’t like it and continually voice strong opinions to this effect) is all-electric. Abarth have said that production of the current 500-based cars will end later in 2024 and from then on, this will be an-electric performance brand. There is already one electric Abarth available in the market, the 500e. As the Abarth 500e Scorpionissima, it made its official debut on 22 November 2022, featuring unique scorpion-badged alloy wheels. Initially, it was initially released in a Scorpionissima edition limited to 1,949 examples. Scorpionissima models were available in a choice of Acid Green or Poison Blue colours, bearing unique side graphics and wheels. The first deliveries were scheduled for June 2023. It has a single electric traction motor that produces 114 kW (153 hp) and 235 Nm (173 lb/ft), an increase of 26.7 kW (35.8 hp) and 15 Nm (11 lb/ft) over the standard motor, and accelerates from 0 to 100 km/h (62 mph) in 7 seconds.  The enhancements in power and torque output are derived from improved inverter and battery wiring, and a reduction in the final-drive ratio. The Abarth also swaps the rear drum brakes on the New 500 for discs. Three driving modes are offered: Turismo, Scorpion Street, and Scorpion Track; output power and torque are limited to 100 kW (130 hp) and 220 Nm (160 lb/ft) in Turismo. Scorpion Street maximizes regenerative braking, simulating the engine braking effect of a conventional car equipped with a manual transmission, while Scorpion Track sacrifices range for performance. In manufacturer testing at Balocco, the Abarth 500e is able to complete laps 1 second quicker than the Abarth 695. Total weight is 1,410 kg (3,110 lb), including the 295 kg (650 lb) battery. Charging hardware is carried over from the regular New 500 equipped with the larger battery, at rates up to 85 kW. The Abarth 500e has a battery with a capacity of 42.2 kWh (gross) and 37.3 kWh (net), giving the vehicle a claimed range of 264 km (164 mi) under the WLTP driving cycle with the standard 17-inch wheels; equipping the 18-inch wheels reduces range to 253 km (157 mi). Real-world mixed driving with 18-inch wheels indicated an actual range of 212 km (132 mi), with consumption of 3.4 mi/kWh.

This was not only a chance for people to have a good look at a 500e but also to see one in a different colour, a very smart looking Black.

Marsons brought with them not just the electric Abarth but also the Fiat version, which is a car you do see more often out on the roads and the recently released Fiat 600e. In due course there will be an Abarth version of this larger model, which will provide an Abarth solution for those who need a physically larger car, something Abarth have not been able to offer since the end of Punto production ten years ago.

SPORTING FIATS

Whilst the Abarth badge more or less went into hiding soon after the Fiat acquisition of the brand, with the honourable exception of the Ritmo/Strada 130TC of the mid 80s and the Stilo Abarth of the Noughties, Abarth was still very much alive and was selling performance related parts for Fiat models, much as had been the case right back in the beginnings of the company in the early 1950s. And there were a series of sporting Fiats to which they could be applied. We had a couple of them here taking part in the track action:

The Cinquecento, Tipo 170 in Fiat development parlance, was launched in December 1991, to replace the Fiat 126. It was the first Fiat model to be solely manufactured in the FSM plant in Tychy, Poland, which had been sold to Fiat by the Polish state, and where production of the Polish variant of the Fiat 126, the Polski Fiat 126p, was still running. It took 18 months before the new city car reached the UK, and its success proved that there was a market for very small cars after all, even though Renault had concluded that there was not sufficient demand for their Twingo which appeared around the same time. The Fiat sold well, and it was not long before it had a number of market rivals, such as the Ford Ka, Seat Arosa and Volkswagen Lupo. The smallest engine, intended for sale in Poland only, was a 704 cc OHV two-cylinder unit, delivering 31 bhp, an engine which was inherited from the 126p BIS. For the front-wheel drive Cinquecento, it underwent a major refurbishment (although the engine still employed a carburettor), which resulted, among other changes, in the crankshaft revolving in the opposite direction than in the 126p BIS! The bigger engine was the 903 cc 40 PS version of the veteran Fiat 100 OHV four-cylinder engine, which saw service in many small Fiat models, starting with the Fiat 850, and dating back to the initial 633 cc unit as introduced in the 1955 Fiat 600. It was fitted with single point fuel injection and was the base engine in most markets. Due to fiscal limitations, the displacement of this unit was limited to 899 cc in 1993, with a slight reduction of output, now producing 39 PS. In 1994, Fiat introduced the Cinquecento Sporting, featuring the 1108 cc SOHC FIRE 54 PS engine from the entry-level Punto of the same era, mated to a close-ratio 5 speed gearbox. Other additions were a drop in standard ride height, front anti-roll bar, 13″ alloy wheels, plus colour-coded bumpers and mirrors. The interior saw a tachometer added, along with sports seats, red seatbelts and a leather steering wheel and gear knob. It is the Sporting model which gave birth to a rallying trophy and a Group A Kit-Car version, and the Sporting is the version you see most often these days, and indeed, that was the variant seen here. Production of the Cinquecento ended in early 1998, when it was replaced by the Seicento.

Follow on to the Uno was the Punto, first appearing in 1993 and proving an immediate hit.  Internally codenamed Project 176, the Punto was announced in September 1993 as a replacement for the ageing Fiat Uno and launched in the end of 1993 or the beginning of 1994, depending on the market. The Fiat Punto was voted European Car of the Year for 1995, defeating rival Volkswagen Polo by only 78 points. The Punto was designed by Giorgetto Giugiaro and was available as a three-door or five door hatchback, a two-door cabriolet and a three-door panel van.  As with the majority of the new Fiat group models, suspension was all independent, composed of MacPherson struts at the front and trailing arms at the rear. Entry level in the Punto range were the 1.1 and 1.2 L petrol engines and the 1.7 diesel engine. The 1.2 engine’s actual capacity is 1242 cc, available in three versions. The first, was fitted in the Punto ELX 75 and produced 75 hp at 6000 rpm while the second, fitted to Punto ELX 85 produced 86 hp at 6000 rpm. The third was a 60 hp engine which eventually replaced the 1.1 54 hp engine. A Sporting model was also available with a 1.6 8v updated 128 SOHC engine, producing 88 hp, later replaced in 1997 by the 1.2 16v FIRE engine used in the 85 ELX, and a power drop to 86 hp. The top of the range model was the 136 PS 1.4 GT, using an evolution of the turbocharged 128 SOHC engine originally found in the Fiat Uno Turbo Mk II – capable of running over 200 km/h (120 mph) and reaching 100 km/h (62 mph) in 7.9 seconds, which came fitted with a five speed manual gearbox. During the years the GT was made in three different “series” with power 136 PS (1993–1995),133 PS (1995–1997) and 130 PS (1997–1999).

MAKING AN EVENT OUT OF IT ALL

There was far more to the event than lines of parked Abarths and a paddock area for cars going around the track, of course. As well as selected display cars, the centre of the track contained a stage so there was background music and there were marquees and gazebos for our various sponsors, partners and trade stands.

No Italian car event of any size is complete without the team from Auto Italia magazine, who were delighted to support us and to be able to take in all the find of an event that they did not have to organise themselves. Michael Ward, chief photographer for the magazine and owner, as well as his sister Sarah, known to so many in the community set up stall, probably wishing they had brought more hoodies to sell as the biting wind got to everyone during the day!

Other key partners in the Abarth world we here, too, with TMC MotorSport having come over from Belfast, and Tuning Art also having a busy day. Abarth UK were able to join us, bringing cars and people to talk about the brand and to meet with owners and our headline sponsor, BS Marsons had a large display in addition to the Assetto Corse cars that were out on track almost all day long.

So many people made an effort to do something special……. I mean where else would you get cupcakes with images of special Abarths on the top? Thank you, Lorraine Samwell. And yes, they were delicious!

AWARDS

One element from previous years that we included were some awards which were presented from the stage mid afternoon. Some winners were easier to select than others. We distributed the task between both organisers and sponsors.  BS Marsons, as event sponsors, were given the opportunity to pick out 5 cars that particularly caught their eye. Among those they chose were Greg Ellis’ much modified car, the distinctive pink wrapped car of Lorraine Samwell and Adam Kanner’s amazing 595 with scissor doors and whole host of other modifications

I had two selections to make: Best Heritage Car and Most Unique car of the day. Neither were easy to determine but in the end I chose John Chatley’s 750GT Zagato from the heritage cars and a very delighted Nick Harper won for his fabulous 695 Biposto Officine.

That left just one award: to the Best Represented Club. In 2021 this had gone to North West Abarth and then in 2022 and 2023 the winner had been Abarth Essex who had just scraped victory over a couple of other Clubs. But for 2024 although both of these groups had a strong turnout, it was not enough to beat Abarth West Midlands, who were the clear winners. Ironically, though, the cold had got to them all, and so when I looked around for one of their Admin team, or even any of their members to present the plaque to, none were around. They had all gone home, so only found out they had won some hours later. Needless to say, though, they were utterly delighted and I did eventually get their plaque to them (some weeks later!).

FINAL PARADE

As a grand finale, everyone who had survived the cold – and that was only around a third of the cars that had piled into the site in the morning – was invite to line up and them to take to the track for a couple of parade laps before heading home.

No question, not only was this the largest gathering of Abarths ever seen in the UK, and a fitting way to celebrate the marque’s 75^th birthday, but this was a hugely successful event which brought a lot of pleasure to a lot of people, making all the hard work in conceiving, planning and organising it all worthwhile. There are a few things to tweak and build upon for 2025, things we can change, but the weather will remain something we have to live with, regardless of what it does (though we can remind everyone to bring warm clothes!). Here’s to an even bigger and better Abarth Festival 25!