Abarth 500E vs Fiat 500

What's the difference?

It’s not perfect, but it’s everything a hot hatch should be in the electric era — engaging, exciting, and, above all, fun.

It feels like the Fiat 500 is coming of age in this new-generation EV form. Electric power perfectly suits this compact hatch’s unique personality. It’s comparatively well priced and the design shouts Italian cool. It’s a niche model, but the 500e’s undoubted charisma could broaden its appeal as electric vehicle adoption begins to pick up pace. 

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

I’m just going to come right out and say it — I love the look of the Abarth 500e, even if the colour of our test car should be renamed Acid Trip, rather than Acid Green. 

I love its perfectly proportioned, hunkered-down hot-hatch styling, the new ABARTH lettering on the body, and the new scorpion logo pasted to the side.

Basically, if you can look at the Abarth and not smile, then you need to find more fun in your life.

Inside, it’s a predictably cramped-feeling space, but it’s all nicely laid out, and the more I use them, the more I like the horizontal drive controllers that don’t eat up the little space you have with a traditional shifter. The materials are a bit hit and miss, though.

In its latest electronic guise, the 500e stays loyal to its 1950s cinque­cento roots, with the addition of contemporary touches like this distinctive split headlight and DRL design, beautiful 17-inch alloys that look like they’ve come out of a jewellery box, and a simple, curved rear end treatment with classic 500-style LED tail-lights. 

There are six colours to choose from, with ‘Ice White’ being the only no-cost option.  Premium shades - ‘Onyx Black’, ‘Ocean Green’, ‘Mineral Grey’ and ‘Rose Gold’ cost $700 extra, while the ‘Tri-coat’ ‘Celestial Blue’ adds $1600 to the price.

The interior also evokes 500s of old with a familiar elongated central panel across the dash, a two-spoke steering wheel and a circular instrument binnacle. 

Woven material across the dash (made from recycled plastic) is a nice touch, and there are fun Easter eggs around the car like Turin’s skyline embossed in the wireless charging pad and an outline of the original 500 in the armrest recesses.

The single trim option is ‘Ice Beige’ synthetic leather on the seats and door panel, with a super-cool ‘FIAT’ monogram pattern, throwing back to the brand’s typography from the 1960s and ‘70s. 

Overall, the cabin design is neat and ultra-clean with a high-quality attention to detail.

While I like the addition of the central screen, it’s surprisingly annoying to use — I found myself jabbing at the buttons again and again before it reacts. You need a Stephen Hawking-level intellect to figure it all out.

I was trying to turn off the Abarth Sound Generator, which I'm reliably informed is possible, but after about five minutes digging through sub-menus, I abandoned all hope.

Normally I’d spend a bit of time exploring the back seat, but frankly, once in there I didn't really feel like spending excess time back there.

The Abarth 500e is only around 3.6m long, 1.7m wide and 1.5m tall, and suffice it to say, the space is tight, and you’ll only be using the two seats in the back in an emergency, or for the smallest of kids.

The boot is pretty tiny, too, starting at 185 litres (VDA) with the rear seats up, but growing to 550L (VDA) with the split-fold rear seat lowered. 

So, not much to write home about. But criticising the tiny Abarth for a lack of practicality is like criticising a horse because it can’t swim – it’s not really in its job description.

It might be 61mm longer than the combustion 500, but at just over 3.6m long, a little under 1.7m wide and a bit more than 1.5m tall, the 500e is still right-sized for the city.

A four-seater, it offers adequate space for the driver and front seat passenger, but with a wheelbase of just over 2.3 metres, something’s got to give, and that turns out to be room in the rear. 

Realistically, it’s a kids-only zone, and even then, those in front will need to give ground to free up some legroom. 

Storage runs to a tray between the front seats complete with roll-top lid, another storage box/armrest above that, a small glove box and bins in the doors with just enough room for a decent-size bottle. 

For connectivity, there are USB-A and USB-C ports for power and media, plus a 12V socket in the centre storage tray and another in the boot. No charging options in the back.

Speaking of the boot, it's only 185 litres (VDA) with four seats up. Enough room for a limited number of (preferably) soft bags, although the rear seat split-folds 50/50 to open up 550L.

Given the front engine, FWD configuration, it’s no surprise there’s no ‘frunk’, the 500e is a no-tow zone, and don’t bother looking for a spare of any description your only option is a repair/inflator kit.

Offered locally in a single ‘La Prima’ coupe spec the 500e is priced at $52,500, before on-road costs. Although it's available in other markets, there’s no cabriolet-style convertible for Australia this time around.

At that price point EV rivals include the entry-level ‘Classic’ version of the Mini Cooper Electric and just-released five-door Cupra Born.

And the standard features list includes a 10.25-inch multimedia display (running the latest ‘UConnect 5’ software with ‘Hey Fiat’ voice recognition), built-in navigation, a 7.0-inch digital instrument cluster, climate control air, wireless Android Auto and Apple CarPlay, a panoramic fixed glass sunroof, synthetic leather seat trim, a wireless charging pad, heated front seats and six-speaker audio with digital radio.

There’s also 17-inch alloy wheels, LED headlights, tail-lights and daytime running lights, plus keyless entry and start.

Bear in mind you’ll be adjusting the front seats manually, and the climate control is single zone, the latter not such a big deal in a small car. And the only options relate to the paint, which is detailed in the Design section.

There’s a single front-mounted electric motor providing the go here, with a total 113.7kW and 235Nm on offer fed through the single-speed gearbox, which is enough to push the 500e from 0-100km/h in 7.0 seconds.

Happily, the way that power is delivered makes it feel faster, and that Sound Generator does a pretty good impersonation of a petrol-powered hot hatch, rising and falling with your inputs.

Power is provided by a traction electric motor sending 87kW/220Nm to the front wheels via a single-speed reduction gear automatic transmission.

It’s fed by a 42kWh lithium-ion battery, the set-up running on a 400-volt electric architecture.

Right, there’s one obvious downside to the Abarth experience, and that is that it is fitted with a 42kWh battery that delivers a claimed 253km of driving range.

It’s worth noting that there are three Drive Modes — Turismo, Scorpion Street and Scorpion Track — and that only the first one will deliver the maximum range, because it limits inputs to 100kW and 220Nm.

Engage the other two — I’ve had it locked in Scorpion Track, for example, which gives you all of the power and deactivates one-pedal driving — and you can expect those numbers to drop.

When it comes time to charge, the Abarth 500e is set up for 85kW DC fast charging, which should take you from flat to 80 percent charged in around 35 minutes, as well as a maximum 11kW AC charging, which takes just over four hours to get to fully charged. Or you can plug it into a regular socket, which means more like 15 hours to recharge.

One last caveat: I actually wasn't able to get it to charge, which curtailed my adventures a little bit. I tried three chargers, all of which conjured an error message on the screen, and after a quick call to the folks at Abarth it transpired that a quick software update is required.

That 42kWh battery is connected to an 85kW DC charging system, with Fiat claiming it makes 50km of range available after five minutes, and 80 per cent of range in 35 minutes.

The charging port is a CCS Type 2 combo, and the AC maximum is 11kW, taking four hours for a full charge. An 11kW Mode 3 charging cable is included as standard.

Maximum range is 311km which is pretty handy, with the benefit that the relatively small battery delivers those quick recharge times.

Energy consumption on the WLTP cycle is 14.3kWh/100km, however our relatively brief steer around Turin didn’t allow for a meaningful test figure. That will have to wait for evaluation on local soil. 

Remember what I said about how just looking at the Abarth should put a smile on your face? Well, driving it paints on an even bigger grin, and it starts as soon as you fire it up.

While most EVs start silently, leaving you wondering if they're on at all, the Abarth takes a different approach, instead leaning on its sound generator, modelled on the exhaust note of the 695, to give you a throaty rumble when you fire it up. It even revs! And yes, you can turn it off (apparently), but why would you?

On the road, electric drive has actually improved the Abarth experience, I reckon, because all the harshness of the drivetrain has been ironed out, instead just leaving this smooth, potent flow of power every time you plant your right foot, with no gear changes or harsh vibrations to get in the way.

The steering is predictably direct, too, and the whole vehicle feels nimble and quick to react to your inputs.

It’s honestly the kind of car that’s fun driving anywhere, be it suburban streets or twisty backroads, and despite having a couple of options parked at my house, I found myself pulled to the Abarth for all of my trips.

Downsides? The ride is firm but comfortable on most roads, but downright uncomfortable when you clang over bumps or road imperfections. You’ll have to decide if that’s a price to high to pay, but I can live with it for the trade off. And while the cabin tech looks nice, but is fiddly and annoying to use.

Finally, the range relegates the Abarth to a second car, or for those who rarely leave the city. Which is a big ask at the price point.

Fiat claims the 500e will dash from 0-100km/h is 9.0sec which is pretty handy, and in typical EV fashion it’s cheekily rapid around town.

Given the transmission is a single-ratio auto, the placement of buttons in the centre of the dash to control its operation makes a lot of sense. 

Acceleration is impossibly smooth, whether that’s from rest or in the cut-and-thrust of city traffic. 

There are three available drive modes. As the name implies, ‘Normal’ doesn’t place any performance limitations on the motor, while ‘Range’ shifts to more aggressive single-pedal regenerative braking and even slicker accelerator response.

Then, if you’re low on charge, ‘Sherpa’ limits maximum speed to 80 km/h and softens accelerator response while cutting the climate control and seat heaters to ensure you get to your destination in best Nepalese mountaineering fashion. 

We tried a stint in all three, and Range proved the most effective around town, the regen braking being strong but never abrupt (and able to bring you to a complete stop).  

The disc front/drum rear mechanical brakes are a bit sharp on initial bite but nice and progressive from there. 

A note for left-foot brakers, though. Apply pressure to the accelerator and brake pedals at the same time and the car bogs down in a case of minor paralysis. A quick dab on the brake is required to get things going again.  

Of course, noise levels are low, with the motor just a background hum. But Fiat has installed an unusual (mandatory) ‘Acoustic Vehicle Alert System’ warning for pedestrians at speeds up to 20 km/h.

Rather than the generic space-age tone favoured by many brands, the 500e plays the music of Amarcord by Italian composer Nino Rota. Wow. Turning the car on or off can also be set to produce a guitar sequence inside the cabin.

Suspension is strut front/torsion beam rear and over decidedly ordinary surfaces through inner Turin the 500e was impressively refined, retaining its composure over some nasty ruts and bumps. 

A roughly 300kg battery under the floor makes for a low centre of gravity, and thanks to wide tracks for its size, the 500e feels well planted and stable even in sharp cornering manoeuvres.

Steering feel is good, the 205/40 Continental EcoContact 6 rubber is agreeably quiet and grippy and a 9.7m turning circle makes reverse parking or a 180-degree change of course pretty straight forward. 

In terms of ergonomics, operating the car is stress-free with a sensible mix of on-screen and physical controls, although a minor black mark goes against small opening levers located low down in the door panels. Not exactly easy to get to.    

The Fiat 500e scored four from a maximum five stars when it was assessed by Euro NCAP in 2021, thanks in part to relatively low ratings in the ‘Vulnerable Road User’ and ‘Safety Assist’ categories.

That said, it performed well in adult and child occupant protection, and active crash-avoidance tech includes AEB (with pedestrian and cyclist detection), a reversing camera with 360-degree overhead view, ‘Intelligent Speed Assist’ (with traffic sign recognition), blind spot monitoring, lane-keeping assist, ‘Electronic Rollover Mitigation’ (manages the brakes and motor power during “extreme manoeuvres”), attention assist, tyre pressure monitoring and auto high/low beam LED headlights.

If a crash is unavoidable there are six airbags - dual front, front side, and curtains, although the increasingly prevalent front centre bag is missing in action.

There’s a back-to-base emergency call function triggered by airbag deployment, as well as top tethers and ISOFIX anchors in the two rear seat positions.