“I admit it – I fell for the seduction of the name. The words ‘Abarth’ and ‘convertible’ were like music to my ears. When the chance arose to drive the new Abarth 500C at the Goodwood Moving Motor Show – its first UK appearance – how could I possibly refuse?

As we rolled out of the exhibition centre I felt as if I was in another world. This wasn’t just any convertible. It was an Abarth convertible. We reached the beginning of the test route and was told it was my turn to drive. I could barely contain my excitement!

As we know, the 500C features a robotised manual gearbox as standard; in other words, no gearstick. In its place is a circular panel with four buttons: Auto/Manual, 1st, Neutral and Reverse. Having driven Ferraris and Lamborghinis with an F1-style shift, I had a good idea of the procedure. I planted my foot on the brake pedal and pressed ‘Auto’. There was no creep to speak of, so, with gentle pressure on the accelerator, we approached the start line.

I pressed the A/M button again to engage manual mode, tightened my grip on the wheel, and waited.

The Abarth 500C leaps off the line and disappears up the hill in a sequence of pops and bangs

The flag dropped, and I floored the throttle. The 500C didn’t scrabble for grip thanks to its electronics working overtime. I reached 60mph seemingly in no time, with the host keeping a keen eye on the rev counter while instructing me not to shoot into the red zone. The car had only clocked up about 360 miles, so I could understand his nervousness.

Keeping my eyes on the track, and my foot on the throttle, I flicked the gear-change paddle. There was a slight pause and the needle moved quickly away from the redline. Into the corner and the ‘C’ held its line well, despite its rumoured softer set-up than its hatchback brother.

Down-shifting and up-shifting before and after each bend was great fun, with the bonus of the throttle being blipped automatically to match road speed with revs. While I generally prefer manuals, the MTA gearbox was a revelation.

While 10 minutes up the hill doesn’t allow you to explore the full experience that a real test drive might, it was enough to convince me. I returned home, and placed an order for an Abarth 500C of my own. You can’t beat the uniqueness of open air Abarth motoring.”

- Exoticaholic

The Abarth 500C at the Goodwood Moving Motor Show

“With the sun shining and a pair of tickets for Goodwood in my hand, what more could you possibly ask for? Well, how about a test drive in a convertible?

As an Abarth 500 owner, I was already keen to see the new 500C in the flesh. And I have to admit, I was pleasantly surprised.

The roof folds neatly without obstructing the view too much. And, from inside, having acres of blue sky above you, and the sound of the popping and burbling exhaust behind you, is quite a compelling combination. Abarth have even managed to keep buffeting for rear-seat passengers to a minimum, too.

The ‘C’ is the first 500 to be fitted with the new MTA gearbox. Based on the same five-speed unit, it has not just a fully-automatic mode, but also a pair of ‘flappy paddles’ mounted behind the steering wheel.

It seems strange at first to press a button on a panel where the gear stick should be, but once on the move I found the trick was not to lift off the accelerator pedal when changing gear. And boy, was it worth it, with the exhaust popping and banging with every shift.

It would have been interesting to see a Bi-colour car at Goodwood. The tan leather interior of one of the demonstrators didn’t appeal to me, but the rest of the spec – including Xenon headlights and parking sensors – seemed like a good choice.

First impressions, then? A thumbs up from me. I look forward to trying one on the road.”

- NinjaUK

He folds in his thumb – four seconds – as his expression softens a little, the intense scowl dissipating into a look of mild concern.

Taking a step back and tilting his head to one side, he’s clearly re-appraising his opinion. His brow unfurrows, the creases slowly dispersing like waves on the shoreline. Three seconds.

With two fingers extended sideways, he glances down the side of the car. His eyes widen, and ridges appear in his forehead as a look of appreciation washes over him.

One second. As he looks through the windscreen we briefly catch each other’s eyes. Is that a smile I see appearing at the corners of his mouth?

There’s no time to find out as, with his fingers clenched into a fist to mark the beginning of my slot, I dump the clutch and leave him standing on the start line, pondering the brief emotional journey he’s just completed.

Four pages of Goodwood Moving Motor Show briefing notes

It’s a journey familiar to many who’ve followed the impending arrival of the new Abarth Punto Evo.

It starts with disbelief at the hands of the first official photos released in February ahead of the car’s unveiling at the Geneva Motor Show. As the car reveals some of its more subtle details – the red and yellow stitching on the leather instrument cowl, the ‘Scorpion’ alloy wheels, the LED rear lights – the concern fades a little. But it’s still there – even when those in the know relay their assertion that “it looks so much better in the flesh.”

They’re right.

Five minutes ago, I was enjoying a coffee on the Abarth stand within the Moving Motor Show pavilion. I’d read the four pages of Goodwood-supplied rules and regulations, and was studying the Campovolo Grey Punto Evo parked centre stage.

In the metal, it looks sharper, fresher. It seems larger, too, perhaps a function of the now body-coloured wheel arch extensions and side skirts. The wheels are every bit as appealing as they look in the photos.

Straw bales funnel your attention up Goodwood hill

While it may have taken some of us five months to grow accustomed to the Evo’s looks, it bodes well that an orange-suited marshal managed it in just five seconds.

As he disappears in the rear-view mirror, I concentrate on the view ahead. Until today, it’s a view enjoyed only by the few – straw bales funnel your attention up the hill as Goodwood House appears on your left, before the stone wall focuses your mind and tests the Evo’s Brembos as you turn in to the right-hander and blast your way up the last section of the hillclimb.

Our route turns off to the left close to where the Festival of Speed’s finish line would normally be, and we follow a narrow tree- and marshal-lined road that takes us to the rear of Goodwood race course. Here, there’s a brief spell on public roads before returning to the private lanes of the estate.

We’ve bunched a little by now, but I’m keeping a respectful distance from the Citroen in front. The Audi R8 behind me, however, looks somewhat less patient. With a mix of cars that ranges from small hybrid-engined hatchbacks to 600 bhp snorting saloons, a few hold-ups were inevitable.

Abarth Punto Evo returning to the Moving Motor Show pavilion

Still, it gives me a chance to re-discover a feature of the new Evo that I’d forgotten about. While waiting patiently in a queue, I select neutral and step off the clutch. Silence fills the cabin as the engine stops, and a flash of nervousness sweeps across my chaperone’s face. Embarrassing thoughts of bringing the show to a stand-still with a broken-down Abarth blocking the test route are thankfully quickly replaced with the realisation that Start&Stop is now standard.

Casting an eye around the interior reveals more that’s new – the ‘technical’ fabric used in the centre sections of the part-leather seats, the Jaeger instruments, and the conveniently located USB slot. There are less convincing changes in almost equal measure, though – the loss of the leather dashboard, replaced by a new ‘asfalto’ finish, and the shiny black plastic of the stereo surround, for instance.

The latter may only feature in the minds of Abarth Grande Punto owners who’ll be quick to make a direct comparison. But with stylistic doubts aside, it’s the drive that reveals the greatest degree of change. Crawling behind a slow-moving Citroen isn’t conducive to forming a meaningful opinion of the new MultiAir engine, although it is certainly eager. But to my mind, it’s the steering that feels most improved over its predecessor, with better judged assistance at all speeds, and with a much improved transition away from the straight-ahead.

After three miles and a little less than 10 minutes, we pick our way through the crowd and park up next to the Abarth stand.

Glancing at the queue of eager test pilots, I wonder how long each will need to complete their own Evo journey.

Firstly, the event would play host to the UK debut of the new Abarth Punto Evo and Abarth 500C.

And secondly, this year saw the introduction of the Moving Motor Show, a new concept billed as a replacement for the now defunct British Motor Show and taking place on the Thursday before the Festival of Speed.

The Moving Motor Show provided an opportunity to preview much of what would be available during the festival, with a fine selection of rare and historic metal, the usual smattering of supercars, and enough trade stands to empty your wallet several times over.

The real appeal, though, came from the ‘Moving’ element of the event. Visitors could climb aboard cars from the likes of Alfa Romeo, BMW, Jaguar, Mercedes-Benz, Volvo and, of course, Abarth, to experience the vehicles first hand. The cars undertook hundreds of runs on a special evaluation route that included the world famous Goodwood hillclimb, following in the wheel tracks of many celebrated racing drivers, including Lewis Hamilton, Jenson Button and Sir Stirling Moss.

The new Abarth 500C and Abarth Punto Evo were both available to drive at Goodwood

You can read our thoughts on the test drive experience elsewhere in the Abarthisti Magazine.

The Abarth presence at the show generated much interest, and I fielded questions from new-to-the-brand converts and returning-to-the-fold old-timers in almost equal measure.

As with any new concept, there were lessons to be learnt. While the ‘moving’ element of the show added a welcome USP over events such as those at ExCeL in London, it wasn’t perfect. The central roadway through the Moving Motor Show pavilion quickly became saturated with visitors, making it difficult for test drivers to get in or out.

The biggest lesson, however, came around lunchtime. The driver of the Honda Civic Type-R Mugen blacked out soon after starting the engine, leaving the car to roll into two Jaguars (one of which was reportedly the oldest E-Type in existence) and into the pavilion wall. Four bystanders were injured in the incident, although thankfully not seriously, and the pavilion was closed for several hours while an investigation took place.

Honda Civic Type-R Mugen crashes through the pavilion at Goodwood (Photo: Domc)

Two hours later, with the investigation concluded and the damage cleared, the pavilion re-opened. This time, however, under better organisation, with marshals at both ends preventing pedestrian access to the central roadway.

That incident aside, the event proved extremely popular, with Goodwood reporting nearly 30,000 visitors for Thursday’s event alone.

It’s a format that deserves to be repeated next year.

Our sincere thanks to Abarth UK for providing so many Abarthisti with free tickets.

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

Abarth 500 Launch

Of course 2009 was dominated by the launch of the Abarth 500. After a long and painful wait, prices were announced in late January and the official launch held over the weekend of 7th-8th February. While a number of ‘launch edition’ cars were made available (Bossa Nova White, red stripes, red leather, 17-inch 10-spoke alloy wheels, etc), there was still an anxious time ahead for those preferring to spec their own cars.

Abarth Grande Punto “SuperSport”

Abarth Grande Punto 'SuperSport'

Late February saw the reveal of the Abarth Grande Punto “SuperSport”. Powered by the familiar 1.4-litre turbocharged engine but with the esseesse kit fitted from the factory, the SuperSport showcased the new Sabelt racing seats, variable back-pressure exhaust system, and Blue&Me Map satellite navigation with telemetry for the first time. After a mysteriously long gestation period, the car finally went on sale elsewhere in Europe in September – we’re still waiting for news on whether the car will ever make an appearance on our shores.

Abarth Corse by Sabelt Seats

Having made their debut on the SuperSport, the “Abarth Corse by Sabelt” seats were launched as an accessory in May for both Abarth 500 and Grande Punto, although it took a while for the somewhat alarming prices (£2,250 for leather, £1,760 for fabric) to finally show themselves.

Abarth Grande Punto Revisions

August saw a number of small revisions to the Abarth Grande Punto – the front centre armrest and tyre pressure monitoring system became available, while the previously standard Interscope hi-fi upgrade became an option. Emissions were reduced (from 162 to 159 g/km), while prices rose to £13,800, with many options also seeing increases.

Xenon Headlights for Abarth 500, Blue&Me Update

Record Monza Abarth 500 Exhaust

Xenon headlights appeared as a £500 option on the Abarth 500 at the same time, and a Blue&Me software update was released, together with a new adaptor, to improve iPod and iPhone compatibility.

Record Monza Abarth 500 Exhaust

The variable back-pressure exhaust system first shown on the SuperSport was finally released in September for the Abarth 500, now dubbed the “Record Monza” system and priced at £873.85. We’re still waiting for the elusive Punto version to arrive.

As a special Christmas bonus, we’ve negotiated a reduced price of £799.99 for Abarthisti members until the end of the year. Orders can be placed through the Abarthisti Shop.

Abarth 695 “Tributo Ferrari”

Abarth 695 'Tributo Ferrari'

September also saw the arrival of the Abarth 695 “Tributo Ferrari”. Based on a standard Abarth 500 but featuring many of the engine improvements used in the Assetto Corse race cars, the 695 pumps out over 180 bhp through a new MTA (automated manual) transmission. Externally, the car is finished in Scuderia Red with carbon fibre door mirrors, unique 17-inch alloy wheels and four-piston Brembo brakes. Inside, there are Sabelt racing seats, Jaeger instruments, non-slip aluminium foot wells, carbon fibre dash board, unique pedals and steering wheel, and a special identification plaque. While prices haven’t been announced, it is expected to be coming to the UK by special order during late 2010, with some dealers accepting deposits now.

Abarth 500 R3T Rally Car

Completing the announcements for a busy September was news of the Abarth 500 R3T rally car. Featuring a sequential six-speed gearbox, a self-locking differential, special half-shafts, and 180 bhp from its 1.4-litre turbocharged engine, the car will compete in the R3T group of a new promotional rally trophy launching in 2010.

Abarthisti Events

Abarth Hillclimb Challenge

It’s been a busy year for the Abarthisti, too. Our February event at the Gaydon Heritage Motor Centre was the one and only time the AGPs outnumbered the 500s. The Auto Italia events at Brooklands (May), Stanford Hall (June) and Gaydon (September) were all well attended and demonstrated our strong link with Abarth UK with combined display areas.

Our member-organised Driving Days made it out into Wales, Scotland, the Yorkshire Dales and anywhere else where there’s an abundance of curves and a sparsity of traffic.

The Abarth Hillclimb Challenge, which saw the Abarth Grande Punto compete in six events across the country from April to September, proved popular with many, and even managed to claim a class win at Goodwood with Autocar Magazine’s Matt Rigby at the wheel.

The Abarth 500 Trophy Europe nipped across the water to Brands Hatch in July, and we were ready with fistfuls of free tickets, reserved parking, paddock access and, for lucky forum member JKDesign80, a ride around the Brands Hatch circuit in an Assetto Corse driven by ex-BTCC driver and double 500 Trophy race-winner Adam Jones.

The launch of the British version of the series, the Trofeo Abarth 500 GB, took place at Silverstone in October, and we were exclusively invited not just to witness the unveiling of the championship and enjoy a little Italian hospitality, but also the chance to hit the track in our own cars. Tyres were tortured, and brakes were punished, but everything stood up well.

And next year?

Trofeo Abarth 500 GB

Abarthisti supports the Trofeo Abarth 500 GB

We’re most looking forward to following the Abarthisti-sponsored Assetto Corse’s progress in the Trofeo Abarth 500 GB throughout 2010, and we anticipate that our involvement will lead to unprecedented access to the Trofeo series for all Abarthisti members, including ticket give-aways, pit-lane access, the chance to meet drivers and engineers, and more.

Duxford 31/1/2010

Our Duxford event on 31st January kicks off the calendar for the year, and we have several irons in the fire for interesting events during the rest of 2010, including track days, motorsport events, and social get-togethers.

2010 Abarth 500C

It’ll be a busy year for Abarth, too, with the launch of the convertible Abarth 500C currently pencilled-in for June 2010. The rag-top version will closely match the specification of the standard Abarth 500, but with the addition of Xenon headlights, rear parking sensors, and Start&Stop as standard.

Pricing hasn’t been confirmed, but using the Fiat 500C as a guide suggests a starting price around £17,000.

2010 Abarth Grande Punto face-lift

The new and nervously-awaited Abarth Grande Punto will show its face in July 2010. Rumours suggest its design will move further away from the Fiat Punto Evo on which it’s based. Power will come from the new 1.4-litre 170 bhp MultiAir engine with Start&Stop technology and, while it won’t be available from launch, it will be the first car to offer the new C635 MTA automated six-speed manual transmission as an option. Assetto handling kits will be available from launch, but the esseesse kit will follow later.

There’s no official word on pricing yet. However, the 135 bhp Fiat Punto Evo Sporting will be priced at £15,295 when it arrives in January; clearly the 170 bhp Abarth version will be higher still.

The last piece of news is that the Abarth hillclimb challenge, using the Abarth Grande Punto, will likely make a repeat appearance for 2010, with an anticipated eight events across the country.

Phew!

All that remains now is to thank you for supporting us through 2009, to wish you and your family the very best for the festive period, and to hope the New Year brings you good health, good luck, a full tank of Super Unleaded and a fresh set of tyres.

A few of the more expensive items have had their prices slashed, most notably the Vintage driving gloves, the Scorpion USB stick and the White Gold Scorpion cuff links (£100 off!).

Blue&Me iPod/iPhone Adaptor now available

Blue&Me iPod/iPhone Adaptor

There are a couple of new additions, too. Genuine Abarth carpet mats for both 500 and GP have been added, and the new Blue&Me iPod/iPhone Adaptor is now available at the reduced price of £66.99.

The adaptor allows iPod and iPhone users to play music through the car’s Blue&Me system without having to convert the library to MP3 format. The adaptor requires the Blue&Me software to be updated to version 5.4, and details of the process can be found here: Blue&Me Software Upgrade.

Record Monza Abarth 500 Exhaust

We’ve also managed to negotiate a special price for the recently-released Abarth 500 ‘Record Monza’ Exhaust (details here). Until the end of the year, it’s available for £799.99 excluding shipping and fitting.

With the exception of the exhaust which is special order and a couple of the slower-selling T-shirt sizes that are still to come in, everything’s in stock, too.

And, as a bit of fun for Christmas, we’ve made the Abarth shopping bags available so you’ve got something to wrap your goodies in.

» Abarth Merchandise Shop

Here’s the full 2010 event calendar as it stands today:

A regularly-updated events calendar can also be found on the Abarthisti website: Abarthisti Events.

Photo credit: Scuderia Sitar.

Bang! The lights have changed, and my driver drops the clutch, propelling the car towards the horizon and compressing my spine into the seat. Bang! Snatching second, we lurch across the road. Bang! We’re millimetres away from the car in front as we grab third, but still we’re accelerating. Slam! A jab at the brakes just before we turn into the right-hand bend, forcing my innards to retreat further into my rib-cage. Nnaaaarrrrrr! We’re accelerating harder now, and my spine is being compressed again – downward, this time, as we hit the bottom of the hill and begin the climb back up the other side. Slam again! More eyeball-popping braking, this time just before we nip up the inside of the car in front and beat them through the next corner.

In any normal circumstances, this would be considered the behaviour of a pair of hooligans on their way to a court appearance and a public burning of their driving licences. But I’m sitting in the passenger seat of a brand new Abarth 500 Assetto Corse, my driver is Giles Dawson, who’s made quite a name for himself in the Ginetta G20 Challenge among other series, and we’re at the Brands Hatch circuit in Kent.

Giles Dawson and I chat calmly before the Scorpion is unleashed

Giles is testing the car with a view to competing in the Trofeo Abarth 500 GB launching in 2010. This is his first time in the Assetto Corse, too, and despite this allegedly being our slow ‘out’ lap, I fear I may have lost a couple of inches in height and maybe a stone or two in weight.

I can’t hear him over the angry noises coming from the engine bay, or the crackling and popping from the straight-through exhaust, but Giles is providing a running commentary as we rip from corner to corner.

The tight right-hander at the top of Druids becomes a favourite over-taking spot for us, suiting the 500’s ankle-biter character as we nip past the bigger cars on their inside.

We build up speed on the run down into Graham Hill Bend where the rear begins to drift, and carry it through Cooper Straight, before grabbing some kerb at the entry to Surtees but go easy on the brakes while the back end unloads. We’re tight up behind an MR2 now, despite its serious power advantage over us. The 500 holds its line tightly through Clearways while the Toyota drifts wide and, ever the cheeky up-start, we nip through.

We hold our advantage on the Brabham Straight, too, claiming another scalp – a Legends Championship car – just before we cross the start-finish line. I make brief eye-contact with the driver as we slip past, and imagine to myself the words running through his head: “Damn that infernal shopping car!”

The Assetto Corse overtaking at warp speed

It’s Paddock Hill Bend that Brands is famous for, though. With a wide entry, blind apex and negative camber, there’s a choice of lines before it plunges down into the compression.

In the Assetto Corse, it’s like driving a post box through Alton Towers – the sky disappears from view, your lunch tries to hide in the corners of your stomach and, with the suspension compressed onto its bump stops, you can’t help but run wide towards the impending doom of the gravel trap. Just as I’m praying for Carlo to rescue me from this petrol-fired hell, the 500 claws its way off the kerb, my vital organs stop fighting with each other for position, and blue sky fills the windscreen.

After a handful of laps, its time to return to the pit lane. I’d have happily stayed out there all day, being alternately tortured and elated. I shake Giles by the hand, unfold myself from the car, and undo my helmet. My first words?

“I gotta get me one of those!”