Fiat 124 Spider 2017: идеальное сочетание стиля и спорта

Fiat 124 Spider 2017: идеальное сочетание стиля и спорта

Обзор Fiat 124 Spider 2017: внешний вид модели, интерьер, технические характеристики, системы безопасности, цены и комплектации. В конце статьи — тест-драйв Фиат Spider 2017 года!

Содержание обзора:

• Внешний вид
• Салон
• Характеристики Fiat 124 Spider 2017
• Системы безопасности
• Стоимость и комплектации Фиат 124 Spider 2017 года
• Видео

Осенью 2015 года в рамках ежегодного автосалона в Лос-Анджелесе итальянский автомобильный бренд Fiat представил своё новое детище – компактный спорт-родстер 124 Spider, ставший результатом тесного сотрудничества итальянцев с японским автоконцерном Mazda.

С технической точки зрения новинка является братом-близнецом родстера Mazda MX-5 последнего поколения, но благодаря усилиям итальянских дизайнеров автомобиль получил совершенно иную и, как нам кажется, более стильную и сексапильную внешность, навевающую воспоминания об оригинальном «124-м» кабриолете, выпускающимся совместно с Pininfarina в период 60-80-х прошлого столетия.

Таким образом, итальянцы решили не повторять опыт японских брендов Toyota и Subaru, результатом сотрудничества между которыми стал выход двух практически 100% идентичных моделей GT86 и BRZ.

Забегая немного наперёд, хочется похвалить итальянцев за то, что они не ограничились изменением одной лишь внешности Fiat 124 Spider, наградив автомобиль более острой управляемостью и совершенно иным двигателем, полностью раскрывающим потенциал компактного родстера.

from the Cars.com expert editorial team

The 2017 Fiat 124 Spider Abarth gets a slew of upgrades over the other trim levels, including a rear limited-slip differential, sportier suspension, and optional Brembo brakes.

The 124 Spider excels as a touring roadster, with a smooth manual transmission and a turbocharged engine that provides plenty of passing and climbing power. And when the road gets curvy, the 124 remains a willing and able dance partner.

The 124 Spider has only one true convertible competitor, the Mazda MX-5 Miata, and the two are evenly matched both on price and on the spec sheet. The Miata is the sharper of the two, but the 124 Spider is a better all-around vehicle and my choice for a daily driver.

Small, affordable, rear-wheel-drive roadsters are an endangered species; the Mazda MX-5 Miata has been the only remaining candidate for the past several years. So Fiat’s betting there’s room for one more contender, resurrecting the 124 Spider nameplate that hasn’t been seen in the United States since the 1980s.

Interestingly the 124 Spider is very much based on the Miata. It uses the same chassis, many of the same interior parts and even the same key fob as the Mazda. As Fiat loves to point out, though, there are a few differences that make driving each one a unique experience. It gave the 124 Spider different tuning for its steering and suspension, and there’s a different engine under the hood: a turbocharged, 1.4-liter four-cylinder borrowed from the 500 Abarth. Compare the two convertibles here.

The 124 Spider is offered in three trim levels: Classica, Lusso and the performance-oriented Abarth. I drove a Classica with Fiat’s Technology Package on the road and an Abarth in its natural setting: an autocross course.

Exterior and Styling

Put the two competitors side by side and the differences are obvious. The 124 Spider is longer and leaner than the Mazda, with 3 inches added to the front overhang and 2 inches to the rear. This gives the Spider more classic styling than the Miata, which has a more modern, angular look.

Ringed daytime running lights and LED taillights are standard on the Fiat. Classica models have 16-inch alloy wheels, while the Lusso and Abarth get 17-. Show full review

Small, affordable, rear-wheel-drive roadsters are an endangered species; the Mazda MX-5 Miata has been the only remaining candidate for the past several years. So Fiat’s betting there’s room for one more contender, resurrecting the 124 Spider nameplate that hasn’t been seen in the United States since the 1980s.

Interestingly the 124 Spider is very much based on the Miata. It uses the same chassis, many of the same interior parts and even the same key fob as the Mazda. As Fiat loves to point out, though, there are a few differences that make driving each one a unique experience. It gave the 124 Spider different tuning for its steering and suspension, and there’s a different engine under the hood: a turbocharged, 1.4-liter four-cylinder borrowed from the 500 Abarth. Compare the two convertibles here.

The 124 Spider is offered in three trim levels: Classica, Lusso and the performance-oriented Abarth. I drove a Classica with Fiat’s Technology Package on the road and an Abarth in its natural setting: an autocross course.

Exterior and Styling

Put the two competitors side by side and the differences are obvious. The 124 Spider is longer and leaner than the Mazda, with 3 inches added to the front overhang and 2 inches to the rear. This gives the Spider more classic styling than the Miata, which has a more modern, angular look.

Ringed daytime running lights and LED taillights are standard on the Fiat. Classica models have 16-inch alloy wheels, while the Lusso and Abarth get 17-inch alloys. Lusso and Abarth models also add fog lights and automatic headlights. At launch, a manually operated soft-top was the only roof available for all three trims.

The Abarth is a different beast entirely. It’s distinguished from the other two trim levels by a gunmetal matte hood and deck lid, as well as large scorpion Abarth badges both fore and aft.

How It Drives

Under the hood is an engine that will be familiar to Fiat fans. The 1.4-liter, turbocharged four-cylinder is taken from the 500 Abarth and makes 160 horsepower and (more importantly) 184 pounds-feet of torque. Transmission options include a standard six-speed manual or an available six-speed automatic, a $1,350 option.

The Classica model I tested had the manual and it’s a good one, with short throws and a clutch that skews a bit more to the forgiving side than the Miata. I didn’t have a chance to drive the automatic.

Fiat gave the 124 Spider unique suspension and steering tuning, and the setup aims more for comfort, with a bit more body roll and slightly less feedback from the wheel. This removes a lot of the harshness of the Miata’s setup and makes the 124 Spider more livable as an everyday driver. The difference gives the Miata an advantage in the twists but, on any other type of road, I’d prefer the Spider. That’s not to say that the 124 Spider is a slouch when the road gets bendy; it’s still a very good car with great balance.

For me, the highlight of the driving experience was found under the hood. The Spider’s engine fits it like a glove, with the turbocharger giving it a big torque advantage over the Miata (enough to offset the added 100 or so pounds of curb weight). Peak torque happens earlier, at only 2,500 rpm versus 4,600 rpm in the Miata, so it’s much easier to keep the 124 Spider in its power band. And when the road got hilly, the 124 Spider pulled hard even on an incline.

While I didn’t drive it on the street, I did get to sling a 124 Spider Abarth around an autocross course, where it exceled. It has numerous mechanical upgrades, including a rear limited-slip differential, upgraded shocks and sharper tuning for the steering and suspension. Its engine also makes four more horsepower. Brembo brakes are available, as is a Mopar exhaust system with a blow-off valve that makes the exhaust sound even gruffer.

On the autocross course, climbing into the Abarth made me feel a bit like Goldilocks: I found the best of both worlds inside. The Abarth has the more robust engine of the 124 Spider along with the sharpness of the Miata’s handling and suspension. I can’t wait to get one out on the street for a longer drive.

The 124 Spider will run on regular fuel, but premium is recommended. The EPA estimates it will get 26/35/30 mpg city/highway/combined with a manual transmission and 25/36/29 mpg with an automatic.

Interior

Inside, the 124 Spider’s interior is essentially identical to the Miata’s, which means it inherits many of the same quirks. The biggest difference is that the plastic, body-colored trim piece atop both doors in the Miata has been replaced in the Fiat with a black trim piece that matches the rest of the cabin.

Ergonomically, there are some issues. For models equipped with the touch-screen and multimedia system, the controller knob sits directly in the path of your arm when shifting, so you can bump it pretty easily when moving between gears. There’s not a lot of room with the top up, so taller drivers and passengers may find the space pretty cramped.

This being a soft-top convertible, road and wind noise are ever-present in the cabin. Rear visibility is slightly compromised with the top up but (predictably) excellent with the top down.

Ergonomics and Electronics

Classica models come with standard Bluetooth connectivity and a 3-inch display, but our test vehicle had an optional technology package, which adds a 7-inch touch-screen, backup camera and remote proximity keyless entry for $1,295 (all those features are standard on the Lusso and Abarth).

The 124 Spider uses the same multimedia system as the Mazda; just the splash screen showing the company logo has changed. Most inputs are made using a circular control knob between the two seats. The touch-screen won’t allow inputs while the car is in motion, as a safety precaution.

The system isn’t one of my preferred setups; the menus aren’t very intuitive, and even when you learn the location of different functions, it takes many button presses to perform simple tasks. If Fiat had been able to put in the Uconnect system that’s found in many Fiat Chrysler Automobiles products, it would have been a large improvement. Neither Apple CarPlay nor Android Auto is offered on the 124 Spider.

Cargo and Storage

Fiat likes to claim the 124 Spider has “class-leading” cargo room because it has 4.9 cubic feet and the Miata has 4.6 cubic feet. Practically, there’s not much difference between the two. You won’t fit much beyond a small suitcase or some groceries in the trunk of either one.

There isn’t much storage to be found inside the cabin, either. There is no glove box, just a small compartment between the two seats that also stores the removable cupholders. There’s another small compartment in the center tunnel, beneath the arm rest, and a small tray in front of the shift knob that can fit half a smartphone.

Safety

The Classica model I tested came with a backup camera as part of the technology package, but otherwise there aren’t many safety features to speak of. Blind spot monitoring with rear-cross path detection is available on Lusso and Abarth models. The 124 Spider doesn’t offer a forward collision warning system or automatic braking.

See a full list of the 124 Spider’s safety features here. Crash-test results for the 124 Spider weren’t available as of this writing.

Value in Its Class

When the model was announced, many worried the 124 Spider would be more expensive than its rival, but the two have very similar price structures.

The Classica model starts at $25,990, including a $995 destination charge. Lusso models add heated leather seats, rain-sensing wipers and a dual-tip chrome exhaust for $28,490. Rounding things out is the Abarth, which gets numerous styling and mechanical upgrades and goes for $29,190.

For comparison, the Miata starts at slightly less: $25,570 for a Sport model. The Club, which is comparable to the Abarth, goes for $29,435. Topping things off is the Grand Touring at $31,200, which gets a few more standard features, including navigation, blind spot warning and a Bose audio system (all of which are optional on the Lusso).

With the two cars so near each other in price, the deciding factor really becomes what driving experience you prefer. The Miata is the sharper of the two, but that sharpness might be too much to live with on a daily commute. The 124 Spider is a bit softer in the bends, but its engine, more-comfortable suspension and easier clutch action will appeal to many. You can’t go wrong with either roadster; both are stylish and great to drive. It’s nice to finally have choices in this segment again.

“The 2017 Fiat 124 Spider merges Mazda’s tech with Fiat’s flair to create a charming roadster.”

• Proven, light weight sports car chassis
• Brilliant convertible top design
• Turbocharged power plant
• On-track thrills promised from the Abarth model

• Somewhat polarizing design
• Lacking power below 3000 rpm

This year marks the 50th anniversary of the Fiat 124 Spider. Although the car has been out of production for more than three decades, Fiat roadster fans have cause for celebration because the Spider returning to the global market this summer as a 2017 model. Despite the fact that the car now carrying the torch bears little mechanical resemblance to the roadster it derives its namesake from, it’s no less compelling than the original, which has the notable distinction of being the best-selling U.S. market Fiat ever.

If something looks strangely familiar about the shape and proportions of the Fiat 124 Spider, it may be because this car owes just as much to Japan as it does to Italy. The result of an engineering partnership between Fiat and Mazda, the 124 Spider is built alongside the MX-5 in Hiroshima, and much like the Subaru BRZ and Scion FR-S, the Mazda and Fiat share a platform. But unlike Toyobaru twins, the differences here run deeper than just badging, content and minor tuning tweaks.

But can a sports car with the underpinnings of a Miata capture the essence of that iconic Italian ragtop? With 350 miles between Los Angeles and Pebble Beach, a balmy summer day taking shape, and no shortage of narrow, twisting tarmac at my disposal once I arrived in town for Monterey Car Week, I intended to find out.

Italian style meets Japanese engineering

While there’s a number of nuanced differences between the Mazda MX-5 and the Fiat 124 Spider, the most obvious difference between the pair, from a mechanical standpoint, is that the Fiat does not use Mazda’s naturally aspirated 2.0-liter SkyActiv four cylinder motor. Instead, Fiat has festooned their turbocharged 1.4-liter MultiAir four-pot into the chassis.

The boosted mill outputs 160 horsepower and 184 pound-feet of torque in the Classica and Lusso trims, while the performance-focused Abarth model gets a unique exhaust system that bumps peak horsepower up to 164. Comparing the 124 Spider Abarth and its Japanese equivalent in MX-5 Club, that’s a difference of nine horsepower and 36 pound-feet of torque. It also means the 124 Spider is the most powerful four cylinder currently available in its class. Considering the fact that Mazda has stated their intention to leave engine output as-is with this generation of the Miata, opting for the 124 may be the easiest path to a more grunt if you find the MX-5 a bit lacking.

If something looks strangely familiar about the Fiat 124 Spider, it may be because this car owes just as much to Japan as it does to Italy.

But the Fiat 124 Spider’s differentiation from the Mazda MX-5 doesn’t simply begin and end at the power plant. Fiat wanted to give this roadster its own character without losing sight of what’s made the Miata a venerable modern-day sports car icon. Every body panel on the 124 Spider is unique to this model, with the design handled at Fiat’s Centro Stile division in Turin, Italy. While similarities in the proportions of the two cars are unavoidable, the Fiat cuts a decidedly more chiseled figure than the smooth, flowing design of the Mazda, and the 124 Spider’s prominent bug-eye-style headlamps and split grille help give the Fiat a unique visual identity.

Along with suspension tuning that’s more aggressive than the MX-5’s across the lineup, there’s also numerous soft-touch leather options exclusive to the 124 in order to provide the interior with a sense of European flare as well. A bespoke gauge cluster and Sport mode are also on hand for the Abarth model.

On the road

While there are efforts to establish a unique identity for the 124 Spider found throughout the car, from behind the wheel none are more obvious than the engine under the hood. The Multi-Air’s personality is a bit more raucous than the relatively understated nature of the naturally aspirated 2.0-liter in the Mazda. Along with its raspy exhaust note – which is particularly prominent in the Abarth model – how the Italian mill delivers the power is substantially different from Mazda’s SkyActiv power plant.

Because of the Mutli-Air’s heavy reliance on boost to make power, below 3,000 rpm the motor can feel a bit lethargic, and unsuccessful attempts to get underway from second gear in stop and go traffic during the mania of Monterey Car Week in my manual gearbox-equipped tester drove this notion home. Yet if you’re willing to play by the turbocharged rules, this little car can be a legitimate riot to bomb around in, and its curb weight of under 2500 pounds is a refreshing change of pace from the industry-wide bloat we’ve become accustomed to.

When it goes on sale this summer, the 124 Spider will initially be offered in three trim levels – Classica serves as the entry level offering, while Lusso offers more luxury and tech content and the Abarth model caters to enthusiasts with its focus on performance.

If you’re willing to play by the turbocharged rules, this little car can be a legitimate riot to bomb around in.

Like the Miata, the 124 Spider’s size might seem like a daunting proposition to taller drivers. While it normally wouldn’t be my go-to choice for grand touring duty, my 6’3” frame settled into the 124 comfortably for the five hour drive to Monterey. Although adjustment on the 124’s seats is fairly rudimentary, the overall comfort of these buckets – which differ in construction from the MX-5’s – was admirable considering the lengthy stints behind the wheel.

I also got to know the infotainment system well during our journey together, which is essentially unchanged from Mazda’s implementation in the Miata. Although it lacks some of the latest features like Apple CarPlay and Android Auto, the system proved cooperative with my devices and responsive to commands, with a logically laid out and easy to navigate menu system. Inputs can be done either by touchscreen or an iDrive-like pivoting rotary knob and a collection of physical buttons, while basic tasks like volume control, skipping tracks and voice commands can also be done from the steering wheel.

The Bondurant connection

The Fiat 124 Spider gets stiffer suspension tuning than the Mazda across its three trim lines, but it’s unsurprising to learn that the Abarth’s tuning is the most aggressive among them. Serving as a counterpart to the performance-focused MX-5 Club, the Abarth gets Bilstein dampers, bigger wheels with grippier tires, a throatier exhaust system, and the availability of Brembo brakes and Recaro sport seats.

To help drive home the on-track prowess of the Fiat 124 Spider Abarth, Fiat has partnered up with the Bondurant Racing School in Chandler, Arizona, to provide expert performance driving instruction to every new Abarth buyer. Not unlike the SRT Experience offered on high performance Dodge products, Abarth owners will be treated to a day at the purpose built facility learning various high performance driving techniques from Bondurant’s roster of highly skilled instructors, many of which are former professional racers like Bob Bondurant himself. That’s a particularly nice little perk when you consider that even the top-spec Abarth comes in under $30k.

No “wrong” choice

If this has you torn between the MX-5 Club and the 124 Spider Abarth, I can’t say I blame you. Straight-line acceleration is essentially identical between the two cars at about six seconds flat to 60 mph, and while the Abarth undercuts the Club’s price by a few hundred bucks at $28,195, the difference becomes even more negligible when you start considering options like the Brembos and the Recaro seats. Still, the Abarth’s 1.4-liter turbo engine likely provides a bit more performance potential out of the box, yet lacks the linearity of the Mazda’s natural aspiration.

At the end of the day, choosing between a Fiat 124 Spider and a Mazda MX-5 is a subjective exercise – both cars are a blast behind the wheel and offer a genuine performance value along with a surprisingly amount of practicality. Although each cuts a substantially different figure aesthetically, which one is more appealing to the eye comes down to who you ask.

Perhaps the most reassuring takeaway here is that you can’t really go wrong with either one. Whether or not the Fiat suits you more ideally than the Mazda does, the notion of more of these light weight and well-balanced chassis finding their way into production – regardless of the badge on the hood – is a great thing indeed.

Технические характеристики Fiat 124 Spyder 2017

В отличие от японского «брата», полагающегося на оборотистые атмосферные моторы, европейский Fiat 124 Spider приводится в движение с помощью единственно доступного 1,4-литрового турбодвигателя, выдающего 140 «кобыл» и 240 Нм вращательного момента, доступного уже при 2250 об/мин. С таким мотором на разгон от 0 до 100 компактному родстеру требуется 7,5 сек., а максимально возможная скорость составляет 215 км/час. Несмотря на неплохие динамические характеристики, двигатель достаточно экономичен – средний расход топлива варьируется в пределах 5,5-6 л/100 км.

Для американского рынка мотор форсирован до 160 «лошадок», благодаря чему автомобиль обладает более резвой динамикой и сравнимым расходом горючего. При этом, в отличие от европейской версии, которой доступна исключительно 6-уровневая МКПП, американская модификация может комплектоваться его и современной 6-уровневой автоматической КПП.

Родстер «124 Spider» построен на базе заднеприводной тележки, знакомой по Mazda MX-5, предполагающей наличие смещённого к корме двигателя и эталонным распределением массы авто по осям – 50 на 50. Это, вместе с небольшим весом (от 1050 до 1130 кг), идеально настроенным шасси и низким центром тяжести, позволило добиться отличной управляемости, так что рулить автомобилем на горных серпантинах — одно удовольствие.

Рулевое управление представлено электроусилителем и отличается высокой точностью и информативностью, при этом итальянцы наделили руль большей тяжестью, чем это сделали японцы в своей MX-5. Тормозная автомобиля представлена дисковыми тормозами на всех колёсах, при этом колеса передней оси дополнительно снабжены системой вентиляции, увеличивающей эффективность торможения.

В специальной версии «Abarth» машина комплектуется более жёсткими амортизаторами Bilstein, а также более эффективными тормозами от компании Brembo, благодаря чему удалось не только уменьшить крены, но и повысить эффективность замедления.

Технические возможности

А теперь немного информации об итальянском сердце автомобиля Fiat 124 Spider 2016-2017 года. Под капотом обнаруживаем 140-сильный двигатель MultiAir Turbo объемом 1,4 литра. Он работает в паре с 6-диапазонной механикой, а также возможна установка такого же автомата. Установка такого двигателя позволит родстеру разогнаться до сотни за 6,8 секунд.

Спортивный кабриолет имеет независимую подвеску и систему заднего привода. Как вариант, будет возможность установки более мощного двигателя, которым, по предварительным данным, станет 240-сильный Tbi (1,75 литра) от Alfa Romeo 4C.

После первого выпуска модели прошло 50 лет, по этому случаю в этом году будет выпущено 124 юбилейных автомобиля (количество означает индекс модели), на каждом из которых будет находиться специальный значок с номером выпущенной модели.

Отзыв владельца

Личный опыт собственника автомобиля может помочь в его выборе. Особенно если речь идет о таком необычном авто, как Фиат 124 Спайдер.

Итальянский родстер был приобретен в качестве автомобиля выходного дня. Основная машина в семье – это Infiniti FX35, который используется для каждодневных поездок всей семьей и для путешествий.

По сравнению с японским кроссовером премиум-класса Fiat 124 Spider воспринимается немного несерьезно из-за своих маленьких габаритов. Однако с точки зрения удовольствия за рулем – не уступает и ожидаемо превосходит. На родстере приятно ехать по серпантинам и заныривать в крутые повороты, а открытый верх придает ощущение свободы и романтики.

Турбированный мотор мне понравился. Хотя он не слишком экономичен – в комбинированном цикле получается около 7,5 литров.

Эффектный окрас кузова и его дизайн, безусловно, привлекают всеобщее внимание. В то же время ЛКП слабо противостоит ударам дорожных камешков и на месте сколов быстро образуется ржавчина.

Подвеска не терпит эксплуатации по плохим дорогам. Мне пришлось заменить передние стойки амортизаторов и сайлент-блоки.

По части всего остального проблем не возникало. Итог краток – машина своих денег стоит и поможет расслабиться на выходных, хотя и для каждодневной езды в ней нет ничего противоестественного.

Экстерьер

Дизайнеры старались выполнить внешний вид родстера в том же стиле, что и в 60-х годах. Также было желание не делать машину похожей на ту, от которой была взята платформа. В итоге это действительно получилось, модель выглядит стильно и уникально.

Передняя часть получила овальные фары, в которых расположились светодиодные секции. Длинный капот получил множество глубоких выштамповок, которые придают внешнему виду больше агрессии. Узкая радиаторная решетка разделена на 2 одинаковые секции. На самом бампере также присутствуют противотуманные фары и небольшие сигналы поворота. Бампер неплохо продуман в плане аэродинамики.

Боковая часть Фиат 124 Спайдер впечатляет формой выштамповки в верхней части кузова, посмотрите не фото, выглядит действительно необычно. Небольшие расширения колесных арок, массивные зеркала на ножке и форма кузова придает модели агрессивный вид, который привлекает внимание на дороге.

Задняя часть получила слегка углубленную форму и овальные светодиодные фары. Небольшая крышка багажника имеет маленький спойлер, задача которого улучшать аэродинамику, на нем еще присутствует повторитель стоп-сигнала. Задний бампер массивный по размерам, его нижняя часть украшена пластиковой вставкой, на которой находятся светоотражатели Fiat 124 Spider 2017, а под ней мы видим 2 патрубка выхлопной системы. Сзади еще присутствуют хромированные держатели сидений, в принципе это не новшество, ведь это есть практически на каждом родстере.

Размеры машины:

• длина – 4054 мм;
• ширина – 1740 мм;
• высота – 1233 мм;
• колесная база – 2310 мм;
• колеса – R16/R17.

В 2012 году Mazda и Alfa Romeo, в то время два подразделения группы Фиат, объявили о создании совместного предприятия по производству заднеприводного родстера на общей платформе, но отличающихся фирменными стилем и двигателями [7] .

В 2014 году Серджио Маркионне, президент Фиат, говорил, что автомобили Альфа Ромео будут выпускаться только в Италии, [8] [9] Действительно, автомобили Альфа Ромео выпускались только в Италии, в то время как Фиат имел производства кроме Италии по всему миру — от польского Тыхы до мексиканского Толука-де-Лердо. В итоге, родстер на платформе Miata было решено выпускать компанией Mazda на своем заводе в Хиросиме. Продаваться этот автомобиль будет как Фиат, вместо предложенного изначально Альфа Ромео [10] .

В 2015 году Фиат официально объявил о выпуске Fiat 124 Spider, основанного на платформе Mazda ND [11] [12] .

В 2016 году в Detroit News писалось, что «в партнерстве с Маздой был воскрешен классический Fiat 124 Spider, а Фиат не только приобрел ореол спортивного автомобиля итальянской марки, но и, вероятно, спас самый знаменитый маленький спортивный автомобиль последних 25 лет (Miata)». Там же говорилось о заметно возросшей стоимости разработки нового автомобиля [13] .

Base-model 124 Spiders have manual climate controls, while Lusso and Abarth models gain automatic climate control and heated seats, but don’t expect many other luxuries. Cabin space is tight, especially for drivers and passengers measuring more than six feet tall. The top, when raised, arcs tightly over the cabin, and the small rear window contributes to the interior’s confining nature. At least when the soft top is folded behind the seats, as it should be as often as possible—remember, this is a roadster!—the sky’s the limit on headroom.

If you were holding out hope that the 124 Spider might swallow cargo better than it gulps two people, dash that optimism here and now. The Spider has a small trunk and barely any cabin storage for phones, knickknacks, and the like. We fit just one carry-on suitcase inside the Fiat’s trunk.

2020 Fiat 124 Spider Abarth Review | Miata Arrabbiata

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• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

• Fiat 124 Spider Abarth
• Fiat 124 Spider Abarth in blue
• Image Credit: Joel Stocksdale

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Autoblog Rating

The Fiat 124 Spider makes great use of its Miata chassis and adds a unique flavor with its raucous, torque-y Fiat engine. It lacks some of the polish of the Miata’s powertrain and design, but is still a blast

Industry

The Mazda MX-5 Miata is one of our favorite sports cars, and it’s hard to imagine how it could be improved – especially after Mazda added a revvier, more powerful engine for 2019. That presents a potential issue for its platform mate, the 2020 Fiat 124 Spider, which hasn’t received a similar update. So we spent some time behind the wheel of an Abarth version on the road and on a track to see if there’s a reason to choose it over its new-and-improved twin.

While it’s unchanged for 2020, the 124 Abarth’s engine does the lion’s share of the work charming the driver. The 164-horsepower 1.4-liter turbocharged inline-four is no longer more powerful than the Miata’s 181-hp 2.0-liter naturally aspirated engine, but the Abarth remains the torque king, packing 184 pound-feet to the Miata’s 151 lb-ft. More importantly, the Abarth makes its power down low, feeling punchier at low rpm and taking far less work with the shifter to keep it in the power band. That’s particularly nice around town when you might not want to push the car to redline repeatedly. The trade-off is that it feels much less exciting near redline, and the throttle response is lethargic compared with the snappy Mazda engine. And on a racetrack, that extra precision and power at the top end makes for a more rewarding experience.

Besides user-friendly torque, what sets the 124 Spider Abarth from the Mazda is the sound. The Abarth is the only 124 available with the special Record Monza exhaust, and it makes the Fiat growl and snarl like only Italian cars can. And of course, it’s all the better when you drop the top, expediting the sound to your ears. It makes the car feel more expensive and unusual than it is. Now, the Miata has its own more refined purr that’s lovely, too, but the Fiat’s soundtrack is giggle-inducing at every drop of the throttle.

Capping off the powertrain is the Fiat’s transmission that I found to be just a bit better than the ND Miata’s. It has heavier, more mechanical shifts that aren’t as notchy as the Miata’s. That’s still a compliment to Mazda, though, as the Fiat’s transmission comes from the previous-generation NC Miata. It was chosen to handle the turbo engine’s torque. The only complaint is the bizarrely shaped shift knob that never felt comfortable regardless of my grip.

The Abarth’s styling is another point of differentiation. Fiat deserves an enormous amount of credit for creating a generally handsome tribute to the 124 Spider of the ‘60s and ‘70s using Miata bones. If you didn’t know the connection between the two cars, you might think the Fiat was a completely original car. The Abarth is particularly attractive with its more aggressive lower grille, side skirts and rear bumper compared to what you’d get with the base 124. These changes make it look more substantial and road-hugging. The available matte black stripe down the middle is cool, too, and is actually painted, rather than a vinyl decal. In contrast to the Miata, its collection of bulges and grilles is fussier, and the longer overhangs make it less taut and tidy, but they’re minor complaints of an otherwise handsome car.

As for the rest of the 124, there isn’t much different from the Mazda, which is good in some ways and disappointing in others. It’s all good news with handling, as both cars feel light and eager to turn. They lean a good amount in corners, and they tell you well in advance when the back end starts sliding. The steering is light, precise and sensitive.

On the disappointing side, the interiors are nearly identical save for some different colors and upholstery. This is an area where the Fiat could have differentiated itself and possibly improved compared to the Miata. Perhaps more useful cupholders or a completely different design would’ve been too expensive to implement, but more Italian-inspired material or color flourishes would be nice. Even better, it could have added a Fiat-Chrysler UConnect infotainment system, which would likely run faster and look better than the increasingly antiquated Mazda system. But at the very least, the Fiat’s interior isn’t any worse than the Miata’s.

Taken altogether, the Fiat 124 Spider Abarth is still a compelling option to the Mazda Miata. The Miata is a bit more rewarding when driven hard, especially with its zingy new engine. But the Fiat makes up for that with a stunning soundtrack, slick transmission and easy-to-use torque. It’s a different flavor that’s just as delicious as the original dish.