► 237bhp or 278bhp
► Same trick LSD as the Alfa Junior Veloce
► 0-62mph in 6.2 or 5.9 seconds
Stellantis is turning up the heat! First there was the Alfa Romeo Junior Veloce, now this; the Abarth 600e. It’s a larger electric hot hatch designed to sit above the Abarth 500e and take over from where the old Abarth Punto left off. It adds significantly more power than its Fiat donor car – north of 100bhp in the top Scorpionissima model – and the brand’s engineers say it’s significantly sharper too. This is an Abarth, after all.
It’ll come in two trims, including one with a Junior Veloce matching 278bhp, and both feature the same clever JTEKT Torsen differential as Milan’s hot hatch. But just how different is Abarth’s take on the e-CMP platform, and does the most powerful Abarth ever really make sense in 2024? Also, will it sell Abarth’s intended target of 10% of all 600e sales?
To find out just how good it is, we drove both versions of the Abarth on Stellantis’ Balocco proving ground, but also took them out on the roads nearby.
At a glance
Pros: Aggressive looks, strong performance, likeable character
Cons: Poor range, base model interior feels bare
What’s new?
The Abarth 600e is an all-new car, but it’s essentially just a harder, more extreme version of the Fiat 600e we’ve already seen. On the outside, this 600e gets a blockier, more aggressive front end, with Abarth’s designers drawing inspiration from the 850 TC. In person it’s surprisingly well-proportioned and looks a little like a touring car. Walk around the back and there’s huge rear wing along with a black rear apron and diffuser, but sadly the somewhat sleepy-looking headlights remain.
It measures 4187mm, but the track has been stretched an additional 30mm wider at the front and 25mm at the rear. The whole thing also sits on 20-inch alloy-wheels.
The base level 600e comes in Acid Green, Antidote White, Shock Orange, and Venom Black. A more powerful but limited-edition Scorpionissima trim is available in Acid Green and the exclusive Hypnotic Purple. Only 1949 models worldwide will be made initially, though Abarth bosses hinted there could be more if there’s demand.
What are the specs?
Abarth is offering in the 600e in two distinct flavours: a ‘standard’ and Scorpionissima. Both use the same 54 kWh battery (51 kWh useable), produce the same 254lb ft of torque and have identical top speeds of 124mph. However, where the standard motor is able to produce 237bhp, the limited-edition Scorpionissima puts out a Veloce-matching 278bhp.
That translates to a 0-62mph sprint of 6.2 seconds for the standard car and 5.9 seconds (5.85) for the Scorpionissima. The extra performance in both has also necessitated an upgraded heat rejection system for the lithium-ion battery and control electronics. Abarth says it uses Formula E tech – which is a trend for this car.
As for range and charging? A 100kW fast-charge from 20-80% takes 27 minutes in both cars, while the range on performance tyres is a relatively low c200miles for both.
Both models get a raft of chassis improvements: The suspension is 41% firmer, and engineers have added a new rear anti-roll bar to improve stiffness over the standard 600e by 140%. The brakes have been upgraded as well, so you’ll now find Alcon four-piston 380mm brakes on the front axle. The steering has been tuned to be more direct. Plus, to create a purer feel on the left pedal, the Abarth doesn’t combine the friction brakes with regen on the faster modes.
The biggest upgrade, however, comes with a JTEKT Torsen mechanical limited slip differential, identical to the one in the Alfa Romeo Junior Veloce. Fitted to both the 237bhp and 278bhp Abarths, it provides extra torque on the outside wheel for improved handling and traction when turning. JTEKT states its locking-effect setup rates at 36% during acceleration and 34% during braking.
This is the second Stellantis EV we’ve seen the LSD appear in, and we expect at least one more; CAR understands we’ll see the same tech in an upcoming Lancia Ypsilon HF.
The Abarth 600e also gets high-spec tyres that feature a smidge of crossover from Formula E. Made from a softer compound and with a stiffer core, they’re also around 20% quieter than the tyres on the normal 600e.
How does it drive?
Stellantis’ Balocco proving ground features a variety of different driving conditions in one compact facility, and that meant we were able to test the 600e on range of roads. First a quick road course, then a fast circuit before a final drive on the public road. Let’s start with the road course, as it aligns best with the 600e’s sporty mission statement.
Before we even get into the chassis dynamics, it’s worth talking about the power of the 600e. On these twisty roads the top spec’s 278bhp, 5.85 second 0-62mph sprint feels faster than you’d expect. In Track mode, the throttle feels precise and responsive and punches the 600e out of corners.
Before we got in the car, Abarth suits were keen state the 600e only uses the hydraulic system for braking, and not a mixture of regen and discs. And after a few corners it’s easy to see why. The braking performance is strong, but so much more predictable and easier to modulate than in many other EVs. Braking just feels purer, and it means we can trail brake into corners with confidence.
There’s a similar level of feedback in the steering too. In the two sportier modes; Scorpion Track and Scorpion Street, it feels just about heavy enough. It’s also precise, so it’s easy to hug the armco barriers as we go up hill and place the car where we want.
Mid-corner, the stiffness of the chassis comes to the fore, as does that lowered ride height and stiffened suspension. There’s just far less movement than you’d expect, given the car’s 1640kg kerb weight and, when combined with the tyres, everything feels very user-friendly and very flat.
Linking it altogether and adding further sparkle is the trick JTEKT LSD on the front axle. Drive out of a corner still turning, nail the throttle and the LSD will gather up your nonsense, tighten your line, and transfer as much power as possible to the tarmac. Tyre screech aside, it’s serene and clinical. On these roads, performance is limited, but that limit is accessible and easy to get to – exactly what you want.
Track work exposed the limited performance of 600e somewhat, but with faster more flowing corners and longer to set up the car for entry, the Abarth felt even more stable.
We also got to drive the car on a mixture of motorways and urban roads, and here it was possible to feel the engineering compromises at play. Even on Italian roads the 600e felt stiff and sporty, but good damping means it was firm but not distractingly uncomfortable.
We’ll see what the ride is like in the UK, and also get a better idea of the range while we’re at it.
And what about the difference between the top spec and the standard car? In practice, it was hard to really notice the extra 40bhp, especially on the road. The chassis and LSD are shared on both, and it’s those components that really bring the entertainment.
What about the interior?
If you’ve been in the Jeep Avenger or the Alfa Romeo Junior – or any other e-CMP-based product – the interior here will seem quite familiar. However, the Abarth strikes a good mixture of premium and sporty, despite the relatively cheap plastics used. It’s dark and svelte and there are nice touches such as aluminium pedal covers. The only places you really notice cost-cutting are on the door cards, which are just as disappointing as the Junior.
Aside from that, you’re greeted by a 10.25-inch infotainment screen and cockpit dials that stretch over the Alcantara-clad wheel. Most of the cabin is dominated by an oval-shape that extends across the width of the interior whilst incorporating the air vents. It’ll almost certainly get covered in fingerprints, but it does the job and gives the Abarth a different feel to other Stellantis products.
The interior differs slightly depending on the trim you go for; the Scorpionissima uses firmer Sabelt sports seats that lock you in with four types of high-density foam, and there are other bits as standard such as wireless charging, floor mats and a cubby hole cover. The standard car’s seats work out just fine but there’s a lot missing compared to the top-spec car. The Scorpionissima also separates itself with a faux-engine noise you can turn off if needed.
As you’d expect, you get the usual tech such as adaptive cruise control, USB-C and -A ports, as well as a rear parking aid, keyless start and Android Auto and Apple CarPlay functionality. The Scorpionissima comes with other extra bits as standard such as lane positioning and traffic jam assist, though they’re also optional on the standard car. Finally, an optional safety pack includes driver alertness monitoring, along with an AEB system, lane departure warning and six airbags.
Before you buy
The range-topping Scorpionissima model gets bespoke 20-inch alloys and exclusive ‘Hypnotic Purple’ paint, in addition the power hike. It’s limited to just 1949 units and will cost £41,975. That’s almost identical to its Veloce-sibling, as Stellantis doesn’t really differentiate its brands by price.
Move down and prices for the regular Abarth 600e kick off at £36,975. That’s halfway between the bog-standard 154bhp Fiat 600e and the Scorpionissima. Interestingly, it’s only Abarth that offers a 237bhp powertrain on the e-CMP platform so far; there’s a 154bhp and 278bhp Alfa – but nothing in the middle.
Verdict
Get past the marketing and the Abarth 600e is an impressive bit of kit. Even with 237bhp, it provides just enough performance to make driving on more demanding roads thoroughly entertaining. Trick diff aside the 600e’s chassis helps you get to the limit in an accessible and engaging way. Throw in the LSD and it gets an extra layer of performance and fun.
On the road, you feel the compromises creep in, but on Italian roads at least the ride isn’t unbearable by any means; this just feels like a firm, sporty car – not a skateboard.
Which one should you get? The standard car offers enough straight-line punch and the same capable chassis for a good amount less money, but its interior has been stripped back to make that happen. The limited model could be the one to get, then, for the interior spec – not the extra 41bhp.
(Specs are for non-limited 237bhp model)