The base Abarth 595 with 145 PS uses a 1.4-litre T-Jet engine and a small IHI RHF3-P turbocharger, sitting on the Fiat 500 platform. It is the entry point into the 595 range, available as a 5-speed manual or 5-speed MTA automated manual, and was introduced in May 2016 and stayed on European price lists to at least 2022, with the exact end date varying by market. The IHI turbo is considered more durable than the larger Garrett unit fitted to the higher-output Turismo and Competizione, which makes the 145 PS variant the most pragmatic choice in the range.· more· less
Robust IHI turbo, lower stressCheap parts and big community
Suspension bushes wear quicklyMTA gearbox slow and fragile
Buy if: You want a small, characterful hot hatch with a well-proven engine and can commit to annual oil changes and regular suspension checks.
Avoid if: You need a comfortable motorway commuter, an MTA automatic version, or a small car with a modern infotainment system.
Price & maintenance
Used price
€14,000
median asking price, typically 60,000 km
Typical range€12,000 – €16,400
Kilometres drivenAll
Maintenance cost
€650 – €1,250/year
at 15,000 km/year
Fixed costsservice, tyres, brakes€400 – €750 /yr
Risk bufferunplanned repairs€250 – €500 /yr
Price estimates are based on German asking prices. Prices and costs vary by vehicle condition and location.
Ownership costs
Maintenance assumes 15,000 km a year. Price estimates are based on German asking prices. Prices and costs vary by vehicle condition and location.
Used price
€14,000
Typically €12,000 – €16,400, at around 60,000 km.
Kilometres driven
Maintenance
€650 – €1,250per year
€400 – €750
service, tyres, brakes
€250 – €500
repair buffer
Price & maintenance
Used price
€14,000
median asking price, typically 70,000 km
Typical range€12,500 – €16,000
Kilometres drivenAll
Maintenance cost
€650 – €1,250/year
at 15,000 km/year
Fixed costsservice, tyres, brakes€400 – €750 /yr
Risk bufferunplanned repairs€250 – €500 /yr
Price estimates are based on French asking prices. Prices and costs vary by vehicle condition and location.
Ownership costs
Maintenance assumes 15,000 km a year. Price estimates are based on French asking prices. Prices and costs vary by vehicle condition and location.
Wastegate solenoid sticks from carbon buildup, triggering limp mode at around 0.4 bar boost · more· less
The turbo boost control solenoid is one of the most commonly reported faults on the 1.4 T-Jet. Carbon and oil mist build up on the solenoid plunger, particularly on cars driven gently or mainly on short trips, causing it to stick. When it fails, the ECU drops the engine into limp mode and limits boost to roughly 0.4 bar (6 psi), often accompanied by fault code P0299 (underboost). The solenoid itself is around €50-80, and an independent shop will usually replace it within 1-2 hours for a total of €150-300. Where the sticking solenoid has caused the wastegate actuator rod or arm to seize, the work extends to the turbo side and totals can climb to €400-600. A restart often clears the limp mode temporarily, which is a useful diagnostic clue but not a fix. Regular spirited driving and quality fuel help keep the solenoid clean.
Clutch hydraulics failure
up to €1,2002 of 8
Master and slave cylinder seals degrade if clutch fluid is not changed every 2 years · more· less
The hydraulic clutch system shares fluid with the brake reservoir, and the seals are sensitive to moisture absorption in old fluid. If clutch fluid is not flushed every 2 years, seal failure within 5-7 years is widely reported. The slave cylinder sits exposed on top of the gearbox, which accelerates wear. Symptoms include a soft or spongy clutch pedal, gears becoming hard to engage, or the pedal staying on the floor. Master cylinder replacement is around €200-400; the slave cylinder typically adds €300-500 because of gearbox proximity. On neglected cars both fail in quick succession. Preventive fluid changes every 2 years cost €50-80 and are by far the cheapest fix.
Suspension bush and strut mount wear
up to €6003 of 8
Front strut mounts, rear shock bushes, and drop links wear quickly on the Fiat 500 platform · more· less
The Fiat 500 platform uses cost-engineered suspension components that wear faster than competitors, and the stiffer Abarth setup makes them work harder. Front strut top mounts and rear shock bushings are the most common culprits, producing knocking or clunking noises over bumps and expansion joints. Strut mount replacement is around €80-120 per side including parts and labor. Rear shock bushes are €50-80 per side, and drop links are typically €40-60 each. On cars driven over poor road surfaces, expect to attend to these items every 40,000-60,000 km. The base 595 uses standard Fiat suspension rather than the Turismo's Koni rear dampers, so wear at the rear can be slightly more pronounced.
Door handle hinge breakage
up to €1504 of 8
Steel pin in the zinc handle casting rusts and fatigues, causing the handle to snap or flop · more· less
This is one of the most commonly reported Fiat 500 / Abarth 595 issues. The exterior door handle uses a steel pin inside a zinc alloy casting; the pin rusts, and each pull flexes the weakened casting until it cracks from metal fatigue. Forum reports of multiple replacements on the same car are common. DIY repair kits and improved aftermarket handles are widely available for around €15-30 in parts, with professional repair around €80-150. Periodic lubrication of the hinge pivot with white lithium grease delays the failure. Expect almost every long-term owner to encounter this at least once.
Tailgate wiring harness cracking
up to €3505 of 8
Wires in the tailgate loom crack and break from repeated flexing, especially in cold weather · more· less
The wiring harness running through the rubber grommet between body and tailgate flexes every time the boot is opened. Over years the insulation cracks and individual conductors snap, causing intermittent or permanent failure of the rear wiper, rear wash, number plate lights or boot lock. Cold weather accelerates the problem because the insulation becomes brittle. On inspection it is common to find several wires partially split with one or two broken through. OEM replacement looms cost €80-150, while upgraded silicone-insulated aftermarket harnesses are €50-100 and a popular fix. Fitting is straightforward and takes 1-2 hours.
Gearbox 3rd/4th synchro wear
up to €3,5006 of 8
A batch of faulty 3rd and 4th gear synchros caused notchy or crunching shifts on a minority of cars · more· less
Abarth had a documented batch issue with faulty 3rd and 4th gear synchro rings, affecting a limited number of production runs. Affected cars exhibit notchy shifting or crunching when selecting these gears, particularly when the gearbox is cold. The fix requires gearbox removal and a strip-down. Dealer quotes for this work can reach €3,500, while independent gearbox specialists typically charge €1,500-2,000 using exchange units. This is a manufacturing batch problem rather than a design flaw on every car, so most 595s are unaffected. A thorough cold-and-hot test drive paying close attention to 3rd and 4th gear engagement is the best protection.
MTA automated manual issues (if equipped)
up to €2,5007 of 8
5-speed MTA actuator and clutch position sensor fail, causing harsh shifts or no gear engagement · more· less
If the car is fitted with the 5-speed MTA (Manual Transmission Automatic) instead of the manual, the robotised gearbox brings its own headaches. The hydraulic actuator unit, accumulator, and clutch position sensor are the usual suspects. Symptoms include very harsh shifts, slow engagement, refusal to select a gear, or warning lights. Recalibration via a Fiat-capable diagnostic tool sometimes clears short-lived issues at low cost. Actuator and sensor replacements at independents typically run €400-1,200, while a full TCU/actuator rebuild can reach €1,500-2,500. The MTA is widely considered the weak point of the range; many buyers steer toward the manual to avoid this exposure entirely.
Record Monza exhaust valve seizure
up to €5008 of 8
If fitted, the dual-mode exhaust valve seizes from carbon and corrosion · more· less
Not every base 595 has the Record Monza dual-mode exhaust, but where fitted the spring-loaded valve is widely reported to seize shut. Carbon and corrosion build up on the valve pivot, preventing it from opening. Pre-September 2018 cars use a passive valve operated by exhaust backpressure and are particularly prone; cars from the September 2018 update have a solenoid-actuated valve which is somewhat more reliable. Owners report that periodic application of high-temperature anti-seize grease or penetrating oil to the pivot points helps prevent seizure. If the valve mechanism breaks completely, a replacement exhaust section costs €300-500. A common workaround is to wire the valve open permanently.
Characterful but reliant on attentive maintenance
The 145 PS 1.4 T-Jet with the IHI RHF3-P turbo is one of the more durable Abarth variants, and the engine itself is fundamentally robust when fed quality oil and serviced annually. Most ownership concerns are small-cost items that add up over time: suspension bushes, clutch hydraulics, door handles, and tailgate wiring. The gearbox synchro batch issue is the biggest single repair but affects only a minority of cars. The MTA automated manual is the weakest part of the drivetrain and best avoided in favour of the 5-speed manual.
Service history
Complete Abarth/Fiat dealer or specialist records essential. Verify oil changes at maximum 12 months or 15,000 km.
Tires
Check tread depth, age (date codes), and uneven wear on all four tires. The base 595 was offered with 195/45 R16 and 205/40 R17 fitments, so confirm the fitted size matches the papers. Front tires wear noticeably faster on driver's cars.
Cold start
Start the engine completely cold and listen for unusual rattling or whining from the turbo and timing belt area in the first 30 seconds.
Test drive
Drive at least 20 minutes including town, A-road and stop-start traffic to check boost response, gear selection, and clutch feel hot and cold.
Specific for this vehicle
Check 3rd and 4th gear shifts cold and hot
Shift through every gear deliberately, especially 3rd and 4th. Any crunching or resistance points to synchro wear from the known batch issue.
Test clutch pedal feel and ask about fluid history
The clutch pedal should feel firm and consistent. A soft or spongy pedal signals failing hydraulics. Ask when the clutch fluid was last changed.
Listen for suspension knocks over bumps
Drive slowly over speed bumps and rough surfaces. Knocking or clunking from either axle points to worn strut mounts, bushes or drop links.
+ 5 more checksShow less
Check both door handles for play
Pull both exterior door handles gently and feel for excessive wobble or looseness. A floppy handle means the hinge pin has rusted and cracked.
Test all tailgate electrical functions
Operate the rear wiper, rear wash, central locking from the tailgate switch, and check number plate lights. Intermittent failures point to the wiring harness issue.
Verify boost builds smoothly with no limp mode
On the test drive, accelerate hard in 3rd and 4th gear and confirm boost builds progressively. Sudden power cuts, or the injection and EOBD system warning light, point to boost solenoid problems. That light is a general engine management and emissions warning rather than a boost-specific indicator.
Avoid the MTA gearbox if possible
If the car has the 5-speed MTA automated manual, drive it for at least 15 minutes in stop-start traffic. Harsh, slow or hesitant shifts are warning signs of imminent actuator or sensor work.
Check oil level and condition
Some 1.4 T-Jets consume oil between changes. Low oil on the dipstick or very dark oil suggests missed service intervals or active consumption.
Recalls and Technical Service Bulletins
Steering gear rod lock nut incorrectly tightened (campaign 6451, cars built 21-30 March 2022; applicability by VIN and participating market)Verify completed
Sport mode proxy file incorrectly configured (UK campaign R/2021/019, 500 Abarth cars built 20 March - 27 July 2020; UK and VIN specific)Verify completed
Contact an Abarth or Fiat dealer with the VIN to verify all recalls have been completed. The steering lock nut recall is particularly important as it affects steering safety.
Warranty Status
Factory warranty (2-3 years by market)Expired on all used 595 1.4 T-Jet 145 models
Rust perforation warranty (8 years)May still apply to 2018+ cars
Extended warrantyAvailable through Fiat/Abarth Maximum Care plans
The standard Abarth factory warranty was 2 years with no mileage limit in markets such as Italy, while UK cars had 3 years. All pre-2024 cars are now outside this warranty. Extended warranty plans are available through Fiat dealers but typically exclude wear items and pre-existing conditions. The 8-year rust perforation warranty may still be active on the most recent examples.
Sources: Research draws on model-specific owner forums and owner communities, recall information from official authorities, German automotive press, and multiple workshop cost references cross-checked against each other.
This report is for informational purposes only and does not constitute professional advice. Estimates may be inaccurate. Always have a qualified specialist inspect the vehicle before purchase. We accept no liability for decisions made based on this information.
