Abarth 595 Turismo Mk1

The 165 hp Garrett turbo on the Turismo requires consistent oil flow. Restricted or coked-up oil feed lines are the primary cause of premature turbo failure. The risk increases significantly when service intervals are stretched beyond 15,000 km or cheap oil is used. Symptoms include blue smoke, whining noises, and loss of boost. A replacement turbo (OEM Garrett unit) costs approximately €500-800 for the part alone, with labor of 4-6 hours due to the tight engine bay packaging. Total repair at an independent specialist runs €800-1,500, while dealer quotes can reach €2,000-2,500. Prevention is straightforward: use quality 5W-40 oil, change it annually or every 10,000 km, and avoid switching the engine off immediately after hard driving.

Abarth had a documented issue with a batch of faulty 3rd and 4th gear synchros. Affected cars exhibit notchy shifting, crunching when selecting these gears, or difficulty engaging them. The gearbox must be removed and stripped to replace the synchro rings. One owner was quoted £3,500 for a dealer repair. Independent gearbox specialists can perform the work for around €1,500-2,000 using exchange units. This was a batch problem rather than a design flaw, so most 595s are unaffected. Check for smooth gear selection during a thorough test drive, especially when the gearbox is cold and again when hot.

The turbo boost control solenoid can stick due to carbon buildup, especially on cars driven gently or mostly on short trips. When it fails, the car enters limp mode with boost limited to around 0.4 bar (6 psi). Fault code P0299 (underboost) is common. 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, requiring turbo-side work that pushes costs to €400-600. Regular spirited driving and using quality fuel helps prevent carbon buildup. A restart often temporarily clears the limp mode.

The hydraulic clutch system uses a master cylinder and slave cylinder that are sensitive to old brake fluid absorbing moisture. If the clutch fluid is not changed every 2 years, seal failure is common within the first 5-7 years. Symptoms include a soft or spongy clutch pedal, difficulty engaging gears, or the clutch pedal staying on the floor. Master cylinder replacement costs €200-400, while a slave cylinder adds €300-500 due to gearbox proximity. On cars that have been neglected, both may fail in quick succession. Preventive fluid changes every 2 years cost only €50-80 and effectively prevent this issue.

Fiat uses relatively cheap suspension components 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 Turismo benefits from Koni rear dampers which are better than the base car's units, but the rubber bushings still deteriorate. Strut mount replacement costs around €80-120 per side including parts and labor. Rear shock bushes are €50-80 per side. Drop links are another frequent replacement at €40-60 each. On cars driven regularly over poor road surfaces, expect to replace these items every 40,000-60,000 km.

The Record Monza dual-mode exhaust (if fitted, standard on Competizione but optional or fitted to some Turismo models) has a spring-loaded valve that controls the exhaust note. This valve is notorious for seizing shut, sometimes within just a few thousand km. 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 more reliable. Lubrication with copper anti-seize or WD-40 on the valve pivot points is a common owner fix. If the valve mechanism breaks completely, a replacement exhaust section costs €300-500. Many owners choose to wire the valve open permanently.