Abarth 595 Esseesse Mk1

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. Forum reports suggest the Esseesse is more prone than other 595 variants, possibly because the 180 hp output and mechanical LSD put more stress on the synchros. A 2021 Esseesse with fewer than 30,000 km was reported with gearbox rattle traced to the 3rd gear selector. The gearbox must be removed and stripped to replace the synchro rings. Dealer quotes can reach 3,500 euros while independent gearbox specialists typically charge 1,500-2,000 euros using exchange units. This was a batch problem rather than a universal design flaw, so most cars are unaffected. Test drive both cold and hot, paying close attention to 3rd and 4th gear engagement. Any cold-start gearbox chatter is a warning sign.

The 180 hp Garrett GT1446 turbo on the Esseesse requires consistent oil flow to survive. Restricted or coked-up oil feed lines are the primary cause of premature turbo failure, and the risk increases significantly when service intervals are stretched beyond 15,000 km or cheap oil is used. Aftermarket upgraded PTFE oil feed lines are available specifically for this turbo, which suggests the OEM lines are a known weak point. Symptoms include blue smoke, whining noises from the turbo area, and loss of boost. A replacement Garrett unit costs approximately 500-800 euros for the part alone, with labor of 4-6 hours due to the tight engine bay. Total repair at an independent specialist runs 800-1,500 euros, while dealer quotes can reach 2,000-2,500 euros. Prevention is straightforward: use quality 5W-40 oil, change it annually or every 10,000 km, and allow the turbo to cool down after hard driving before switching off.

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, often accompanied by fault code P0299 (underboost). The solenoid itself costs around 50-80 euros, with labor of 1-2 hours for replacement (150-300 euros total). In some cases, the sticking solenoid causes the wastegate actuator to seize, pushing costs to 400-600 euros if turbo-side work is needed. A restart often temporarily clears the limp mode, but the issue will return. Regular spirited driving and quality fuel help prevent carbon buildup. Given the Esseesse is typically driven harder than other 595 variants, this may occur less frequently.

The hydraulic clutch system uses a master cylinder and slave cylinder with seals that are 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 euros, slave cylinder adds 300-500 euros due to gearbox proximity. On neglected cars both may fail in quick succession. Preventive fluid changes every 2 years cost only 50-80 euros and effectively prevent this issue.

The Fiat 500 platform uses relatively cheap suspension bushings that wear faster than competitors. Front strut top mounts and rear shock absorber bushings are the most common culprits, producing knocking or clunking noises over bumps. The Esseesse's Koni FSD dampers are better quality than standard units, but the rubber bushings and mounts still deteriorate. Strut mount replacement costs around 80-120 euros per side including parts and labor. Rear shock bushes are 50-80 euros per side. Drop links are another frequent replacement at 40-60 euros each. On cars driven over poor road surfaces, expect these items every 40,000-60,000 km. The Esseesse's stiffer setup may marginally accelerate bush wear.

The Koni FSD (Frequency Selective Damping) dampers fitted as standard to the Esseesse are a sophisticated unit that adjusts damping based on road input frequency. Over time and mileage, the FSD valve mechanism can lose its adaptive characteristics, resulting in either overly soft or overly harsh behavior. Genuine Koni FSD replacements cost approximately 150-190 euros per corner for fronts and 100-130 euros per corner for rears. A full set of four with labor runs approximately 600-1,200 euros depending on whether an independent shop or dealer performs the work. Standard non-FSD Koni dampers can be fitted as a cheaper alternative, but the ride character changes noticeably. Typical replacement interval is around 60,000-100,000 km depending on road conditions.

This is 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. Almost every long-term owner will encounter this at least once. DIY repair kits cost approximately 15-30 euros and are widely available. Professional repair costs 80-150 euros. Prevention involves periodic lubrication with white lithium grease on the hinge pivot points.

The wiring harness running through the tailgate rubber grommet 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. Upon inspection, every wire can have split insulation with some broken through entirely. This is a design flaw that has persisted across the entire Fiat 500 platform for over a decade. OEM replacement harnesses cost 80-150 euros, and upgraded aftermarket harnesses with more flexible insulation are available for 50-100 euros. Fitting is straightforward and takes 1-2 hours.