Abarth transformation
Anybody can stick a turbocharger on a B-segment car and have some fun on a racetrack. Fiat was interested in a more profound transformation, and certainly one that would correctly honour the Abarth name and legacy.
To create the North American Abarth, the team in Turin collaborated with the engineering troops in Auburn Hills, Michigan, including many from the SRT ranks.
They had much to do. Even after the modifications, the Fiat 500 Abarth still has a minivan-like Cd factor of 0.367, a 64/36 front/rear weight distribution split, and front-wheel drive — not typical racecar personality traits.
Compared to the regular 500, the Abarth features a front MacPherson strut suspension design with a 40 percent stiffer spring rate, unique cast-iron front-lower control arms, increased negative camber (-1.5 degrees), and new dual-valve KONI shock absorbers.
Out back, the twist-beam suspension features beefier metal, a reinforced rear axle with stronger coil spring supports, 20 percent stiffer springs, and most importantly, the addition of an Abarth-specific rear stabilizer bar.
The entire car rides 15 mm (0.6-inch) lower to the ground than the regular 500.
Quicker steering is accomplished via a higher steering-gear ratio (15.1:1), and a different calibration for the EPS system. Brakes are bigger and both front and rear calipers are lacquered in red Rosso paint.
Standard wheels are 16 x 6.5-inch cast aluminum rims, fitted with 195/45 Pirelli Cinturato P7 tires. Optional wheels are lighter 17 x 7-inch forged aluminum rims, fitted with 205/40 Pirelli P-Zero Nero tires.
The ESC system has been upgraded to feature three modes: On, Partial Off, Full Off. On the last two settings, Torque Transfer Control (TTC) allows more aggressive throttle during cornering.
The engine features a single turbocharger and two intercoolers located in a novel way behind the front fascia (one by each air inlet).
There is only room for a five-speed manual transmission. The team couldn’t source a small-enough six-speed that could handle the torque. It shifts “okay.” Throws are longish and vaguish.
Anybody can stick a turbocharger on a B-segment car and have some fun on a racetrack. Fiat was interested in a more profound transformation, and certainly one that would correctly honour the Abarth name and legacy.
To create the North American Abarth, the team in Turin collaborated with the engineering troops in Auburn Hills, Michigan, including many from the SRT ranks.
They had much to do. Even after the modifications, the Fiat 500 Abarth still has a minivan-like Cd factor of 0.367, a 64/36 front/rear weight distribution split, and front-wheel drive — not typical racecar personality traits.
Compared to the regular 500, the Abarth features a front MacPherson strut suspension design with a 40 percent stiffer spring rate, unique cast-iron front-lower control arms, increased negative camber (-1.5 degrees), and new dual-valve KONI shock absorbers.
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| Compared to the regular 500, the Abarth features a front MacPherson strut suspension design. (Photo: Mike Goetz/Auto123.com) |
Out back, the twist-beam suspension features beefier metal, a reinforced rear axle with stronger coil spring supports, 20 percent stiffer springs, and most importantly, the addition of an Abarth-specific rear stabilizer bar.
The entire car rides 15 mm (0.6-inch) lower to the ground than the regular 500.
Quicker steering is accomplished via a higher steering-gear ratio (15.1:1), and a different calibration for the EPS system. Brakes are bigger and both front and rear calipers are lacquered in red Rosso paint.
Standard wheels are 16 x 6.5-inch cast aluminum rims, fitted with 195/45 Pirelli Cinturato P7 tires. Optional wheels are lighter 17 x 7-inch forged aluminum rims, fitted with 205/40 Pirelli P-Zero Nero tires.
The ESC system has been upgraded to feature three modes: On, Partial Off, Full Off. On the last two settings, Torque Transfer Control (TTC) allows more aggressive throttle during cornering.
The engine features a single turbocharger and two intercoolers located in a novel way behind the front fascia (one by each air inlet).
There is only room for a five-speed manual transmission. The team couldn’t source a small-enough six-speed that could handle the torque. It shifts “okay.” Throws are longish and vaguish.
 |
| The engine features a single turbocharger and two intercoolers located in a novel way behind the front fascia (one by each air inlet). (Photo: Mike Goetz/Auto123.com) |