As expected, the new Punto Evo will be the first Abarth to receive Fiat Powertrain’s new 1.4-litre MultiAir engine. MultiAir uses a new electro-hydraulic valve control system to directly control the flow of air via the engine’s intake valves without using the throttle. This technique leads to a finer degree of control than is possible using conventional mechanical cam-operated valves – indeed, the system can even close and re-open the intake valve several times during the same intake cycle – and it’s this control that leads to greater combustion efficiency, and therefore improved economy, emissions and power.

MultiAir Technology: how it works

MultiAir valve assembly

A piston, acted upon by the intake lobe on the camshaft, is contained within an oil-filled chamber. Hydraulic pressure created in this chamber is relayed to hydraulic actuators mounted above the intake valves, via a solenoid control valve.

When the valve is closed, the oil in the hydraulic chamber behaves like a solid and transmits the movement of the intake cam directly to the intake valves.

When the valve is open, the hydraulic chamber and intake valves are decoupled; the intake valves do not follow the intake cam, and the valves close under pressure from the valve springs.

By controlling the operation and timing of the solenoid valve, a wider range of intake valve schedules can be created.

For instance, to achieve maximum power, the solenoid valve is closed and intake valve opening is regulated entirely by the camshaft lobes, which have been designed specifically to maximise power at high engine speeds.

To achieve low-rpm torque, the solenoid valve is opened towards the end of the cam profile, leading to early intake valve closing. This eliminates unwanted backflow into the manifold and maximises the air mass trapped in the cylinders.

During engine part load, the solenoid valve is opened earlier causing partial valve openings to control the trapped air mass as a function of the required torque. Alternatively the intake valves can be partially opened by closing the solenoid valve once the mechanical cam action has already started. In this case the air stream into the cylinder is faster and results in higher in-cylinder turbulence.

The last two actuation modes can be combined in the same intake stroke, generating a so-called “Multi-lift” mode that enhances turbulence and combustion rate at very low loads.

MultiAir intake valve actuation modes

In addition to MultiAir, the Abarth Punto Evo uses the Garrett GT1446 turbocharger that previously saw service only on the Abarth Grande Punto esseesse and Assetto Corse race car, and peak power is now quoted as 165 hp at 5,500 rpm, with peak torque of 250 Nm (184 lb/ft) at 2,250 rpm.

Curiously, the MultiAir-equipped Alfa MiTo is quoted at 170 hp. We’re not sure why Abarth appear to be holding back on the final 5 hp.

Despite missing a few horses, the Evo is faster, with 62 mph arriving in 7.9 seconds vs. 8.2 for the current model, before maxing out at 132 mph (a 3 mph increase).

CO2 emissions have been reduced, with the Evo now producing 142 g/km – enough to drop into Band F and a £125 annual bill for road tax.

Fuel economy sees a substantial improvement, too, with preliminary figures for the new Evo reporting 47.1 mpg on the combined cycle, versus 42.2 mpg for the Grande Punto. Urban and extra-urban figures continue the upward trend, with 34.8 mpg vs. 30.1 mpg and 58.8 mpg vs. 54.3 mpg respectively.

As standard, the Abarth Evo features 20% stiffer springs and a larger anti-roll bar than its Fiat brother, and makes use of the same Brembo dual-piston calipers as the Abarth Grande Punto.

A new ‘SS’ kit will be available, although this only adds a rather disappointing 15 hp bringing the total to 180 hp. The kit is supplied in a wooden crate to be installed by the dealer, just as before. The bulk of the kit’s contents are made up of lower springs, drilled and vented brake discs, high-performance brake pads, a BMC air filter, and four wheels and tyres in a choice of white or titanium.

Start&Stop appears on the Punto for the first time, and the company claims the system can improve economy and emissions by up to 10% in some situations. The system works by turning off the engine when the car stops at idle, automatically re-starting when you take your foot off the brake pedal or engage first gear. If you accidentally stall the engine while pulling away, the system will re-start it for you if you depress the clutch pedal. Those that prefer to have full control over what their engine is up to can disable the system with a dash-mounted button.

TTC (Torque Transfer Control), which uses the braking system to rein-in a spinning inside wheel, is now standard, and is activated when Sport mode is engaged – now billed as a ‘mode’ selector, and relocated down by the gear lever.

Abarth Punto Evo interior

GSI (Gear Shift Indicator) has also made the jump from the 500 to the Punto, and is ready to nag you into obscenely early gear changes ostensibly to improve economy. The gearbox itself is the same M32 six-speed unit from the outgoing car – no word yet on the new C635 dual-clutch transmission.

Inside, materials are said to have been upgraded, with Jaeger-designed instruments, red stitching on the new two-level leather dash and part-leather seats. The Sabelt seats will still be available as an option.

For the safety conscious, there are now seven airbags, including a new driver’s knee air bag.

It’s the outside that’s likely to divide opinion, however. While we’d been led to believe the Abarth version would receive its own unique front-end treatment, it appears that the changes from the Fiat Punto Evo are more minor.

The front bumper is slightly wider, with new side vents ahead of the front wheels, and a larger central grille to match. The chrome ‘wings’ on the bonnet’s leading edge have been replaced with black vents and, at the rear, there are more side vents and a larger diffuser that incorporates the reversing and fog lights. The rear spoiler is now larger and body-coloured, rather than black, as are the side skirts and wheel-arch extensions. The front-mounted Abarth badge is now the more traditional shield shape, as on the 500.

Of course, the most obvious new feature is the large, black bar that runs across the nose of the car, and it’s this that draws the most opinion. Whether you feel this makes the car look like it’s crashed into an Armco barrier, or adds a welcome extra element to the design, will be largely down to personal opinion, but it’s probably fair to say it’s not universally loved.

Pricing has yet to be confirmed, but given the £15,295 price tag of the 135 bhp Fiat Punto Evo Sporting, we’d expect the new Abarth Punto Evo to figure in around the £17,000 mark.

Update: The UK price has been announced as £16,500.

• New MultiAir engine should add improved drivability, slightly faster to 62mph
• Reduced emissions, lower road tax and improved fuel economy
• Start&Stop, TTC now standard
• Upgraded interior

• Engine appears to be in weaker state of tune than other Fiat Group products
• SS kit a disappointing upgrade
• Divisive looks
• Price up-lift

The 500C’s raison d’être is, of course, it’s folding fabric roof. The electrically-operated roof slides along guides in the car’s sides and features an electrically-heated glass rear window and high-level brake light built into the spoiler.

The Abarth 500C's rear spoiler

The top is available in a choice of two colours – black or titanium grey – to match a pair of new two-tone colour schemes created specifically for the 500C – black with race white, and two contrasting grey tones.

There’s also a new design for the 17” diamond-finished ‘petal’ alloy wheels.

Powered by the same 1.4-litre 135 hp engine as the standard Abarth 500, the extra weight of the convertible modifications do blunt performance slightly, with the 0-62mph dash finished off in 8.1 seconds versus 7.9 for the hard-top car.

Top speed remains the same at 127 mph.

There’s no mention of the inclusion of Start&Stop technology, as had been suggested, although there is a new transmission.

Dubbed “Abarth Competizione” and fitted as standard, the new unit is an automated manual (MTA) version of the existing C510 transmission. While the official Abarth press materials referred to this unit as having six speeds, we believe it features only five ratios and is shared with the impending Abarth 695 Tributo Ferrari.

"Abarth Competizione" MTA transmission selector

Two modes of operation are included: fully automatic, where the unit decides upon the most appropriate gear for the conditions, and a manual mode for maximum performance, with gear changes activated via steering wheel-mounted paddles.

The gear lever has been replaced by a new panel with buttons for 1st, neutral, reverse and auto/manual mode selection.

A dedicated ‘SS’ kit for the 500C is currently in development.

The 500C carries the same safety features as the Abarth 500, plus a few new ones. For the first time, the 500C benefits from a driver knee airbag, taking the total airbag count to seven. Plus, there’s Hydraulic Brake Assistance (HBA) which provides additional braking force in emergency situations.

Prices have yet to be announced, but the Fiat 500C’s £3,000 uplift over the standard Fiat 500 would seem to indicate a £16,500 starting price for an Abarth 500C.

Our specially-reserved area directly outside the American Air Museum quickly filled with angry scorpions and drew intrigued glances from passers-by.

Pulce Racing Abarth 500 front splitter (Photo: Dave Clark)

Despite what some believe to be a rather restrictive array of choices in the Abarth colour chart, no two cars were identical, and some – thanks to artfully-applied vinyl and aftermarket goodies – were more different than others.

Our friends at Pulce Racing, who manage the Abarthisti-sponsored Assetto Corse competing in the Trofeo Abarth 500 GB championship, brought along their race truck and a few of their latest developments to show us – including the particularly well-received front splitter for the Abarth 500 and an array of OZ Racing wheels.

Our next meet will be the Auto Italia Italian Car Day, held in the historic surroundings of the famous Brooklands circuit, on Saturday 1st May. Will you be with us?

» 2010 Event Calendar