Abarth 595 Competizione

The Competizione uses a Garrett turbo running at higher boost than the base 595's IHI unit. This turbo is more sensitive to oil quality and service intervals. Restricted oil supply lines can starve the bearings of lubrication, particularly if oil changes are stretched beyond 12 months or 15,000 km, or if cheap oil is used. Symptoms include excessive whining from the turbo area and blue smoke on overrun, indicating bearing wear. A replacement Garrett turbo unit costs approximately €500-800 for the part, with 4-6 hours of labor pushing total cost to €800-1,500 at a specialist. If turbo failure sends debris into the engine, costs can escalate to €2,500 or more. Prevention is straightforward: use quality 5W-40 oil, change it annually or every 10,000 km, and let the turbo cool down by idling briefly after spirited driving.

The turbo boost control solenoid can stick due to carbon buildup, particularly on cars driven gently or mostly on short trips. When it fails, the ECU triggers limp mode and limits boost to approximately 0.4 bar (6 psi), often accompanied by fault code P0299. Pre-September 2018 cars use a passive exhaust-backpressure valve that is particularly prone to sticking. Post-2018 cars have an active solenoid-operated valve that is somewhat more reliable. The solenoid itself costs around €50-80, with labor of 1-2 hours for replacement (€150-300 total). In some cases, the sticking solenoid causes the wastegate actuator to seize, pushing costs to €400-600 if turbo-side work is needed. A restart often temporarily clears the fault but the issue will return. Regular spirited driving and quality fuel help prevent carbon buildup.

The Record Monza quad-exhaust is standard on the Competizione and its spring-loaded bypass valve is notorious for seizing shut. Carbon and corrosion build up on the valve pivot points, preventing it from opening. Owners report this happening within 6 months to 2 years on some cars. Pre-September 2018 cars use a passive valve operated by exhaust backpressure, which is particularly prone to sticking. Post-2018 cars have an active solenoid-operated valve that is somewhat better. Regular application of high-temperature anti-seize grease or copper grease on the pivot points is essential preventive maintenance. If the valve mechanism breaks completely, a replacement exhaust section costs €300-500. Many owners simply wire the valve permanently open, which changes the exhaust note but is functionally harmless. A DIY cleaning and re-greasing costs under €20.

The Fiat 500 platform uses relatively cheap suspension components that wear faster than competitors. The Competizione adds Koni FSD (Frequency Selective Damping) shock absorbers which are more expensive to replace than standard units. OEM Koni FSD front shocks cost approximately €200-250 each, rears €120-150 each. Front strut top mounts and rear shock absorber bushings produce knocking or clunking noises over bumps. Strut mount replacement costs around €80-120 per side. Drop links are another frequent replacement at €40-60 each. On cars driven over poor road surfaces, expect strut mounts and bushes every 40,000-60,000 km. Some owners report Koni FSD shocks showing wear signs (slow return) at under 60,000 km.

The hydraulic clutch system uses a master cylinder and slave cylinder with seals sensitive to moisture absorption in old brake fluid. Without fluid changes every 2 years, seal failure is common within 5-7 years. The slave cylinder sits atop the gearbox, exposed to road grit, accelerating seal wear. Symptoms include a soft or spongy clutch pedal, difficulty engaging gears, or the pedal staying on the floor. Master cylinder replacement costs €200-400, slave cylinder adds €300-500 due to gearbox proximity. On neglected cars both may fail in quick succession. The 180 hp Competizione puts more load through the clutch, potentially accelerating wear on hard-driven examples. Preventive fluid changes every 2 years cost only €50-80.

Abarth had a documented batch issue with faulty 3rd and 4th gear synchro rings. Affected cars exhibit notchy shifting or crunching when selecting these gears, particularly when the gearbox is cold. The gearbox must be removed and stripped to replace the synchro rings. Dealer quotes for this work can reach €3,500, while independent gearbox specialists typically charge €1,500-2,000 using exchange units. This was a manufacturing batch problem rather than a design flaw, so most 595s are unaffected. The higher torque of the Competizione means synchros work harder than on the base 595, but the defect relates to the batch quality, not the power level. Test drive both cold and hot, paying close attention to 3rd and 4th gear engagement.

One of the most common Fiat 500/Abarth 595 issues. The exterior door handle uses a steel pin inside a zinc alloy casting. The pin rusts, and each door opening flexes the weakened casting until it cracks from metal fatigue. Some owners report replacing handles multiple times. DIY repair kits cost approximately €15-30 and are widely available. Professional repair costs €80-150. Prevention involves periodic lubrication with white lithium grease on the hinge pivot points. Almost every long-term owner will encounter this at least once.

The wiring harness running through the tailgate rubber grommet is poorly routed and flexes with each opening and closing of the hatch. Over time the insulation cracks and wires snap, causing the rear wiper, number plate lights, rear wash, or boot lock to fail intermittently. Cold weather accelerates the problem as the insulation becomes brittle. OEM replacement harnesses cost €80-150, and upgraded silicone-insulated aftermarket harnesses are available for around €50-100. Fitting is straightforward and takes 1-2 hours.