# data.attributes.metatag[].attributes.content
It looks the part and it's fun to drive, but Abarth’s 600e can't escape its roots

# data.attributes.metatag[].attributes.content
It looks the part and it's fun to drive, but Abarth’s 600e can't escape its roots

# data.attributes.metatag[].attributes.content
It looks the part and it's fun to drive, but Abarth’s 600e can't escape its roots

# data.attributes.metatag[].attributes.content
It looks the part and it's fun to drive, but Abarth’s 600e can't escape its roots

# data.attributes.metatag[].attributes.content.description[]
but Abarth’s 600e can't escape its roots

# data.attributes.metatag[].attributes.content[]
"description":"It looks the part and it's fun to drive

# data.attributes.metatag[].attributes.content[]
but Abarth’s 600e can't escape its roots"

# data.attributes.field_cars_chosen_derivative_v2.model_name
600E Electric Hatchback Special Editions (2024)

# data.attributes.field_cars_driving.value
Let’s start on the track with the Scorpionissima, where the new LSD, Formula E-bred tyres, racing brakes and tuned chassis combine to make the 600e a hoot around Abarth's Bolocco test circuit. There’s a wide grip band to explore, and when you feel the understeer shoving its way in, the diff works hard to wrestle the nose back.

Even in a tight corner sequence, the 1.6-tonne weight shifts from side to side with comedic ease. There's body roll, but it’s surprisingly agile for its size. There’s very little dead space in the steering too, so full opposite lock means full opposite lock. Abarth claims you can pull a whole g in the corners... we believe it.

The ride is supple enough on the road with everything kept tightly in check, but none of the thonk of overly firm suspension when you meet a pothole or speed bump – Abarth has done a good job on the damping. You do have to work the modes to get the best out of the 600e though, as it dishes the power out very stingily.

Explain...

There are three modes available: Turismo, Scorpion Street and Scorpion Track. Each boosts power, sharpens the throttle response, stiffens the suspension and balances the torque delivery more keenly.

Scorpion Track dials down most of the car’s intervention aids and regenerative braking to make the 600e feel more natural. It’s the only opportunity to really enjoy those upgraded brakes, because you’ll want to use the regen around town for maximum efficiency.

Is the sound generator tragic?

It’s down to personal taste here, but at least compared to the 500e the artificial engine noise is a little more subtle. Where the smaller sibling sounds comically bad, the 600e has a much more refined sound. At idle, it's a bassy burble that could be mistaken for a quirky combustion engine. That noise then builds up on your way to 50mph before settling down.

You’ll turn it off straight away, of course, but there might be the odd occasion when you want to switch it back on so you can pretend you’re driving something better.

What's the battery range really like?

As with all EVs you get out what you put in, but the inherent tension with a performance electric car is that you’re forced to trash your range if you want to have any fun.

Over a couple of hundred miles of mixed UK roads we got 3.4mi/kWh out of the 600e, which really feels like a best case scenario. That would mean 184 miles from the 54kWh battery, short of the official 207-mile figure. But if you’ve got somewhere to be… get a different electric car. The 600e isn’t a tourer.

# data.attributes.field_cars_driving.processed
Let’s start on the track with the Scorpionissima, where the new LSD, Formula E-bred tyres, racing brakes and tuned chassis combine to make the 600e a hoot around Abarth's Bolocco test circuit. There’s a wide grip band to explore, and when you feel the understeer shoving its way in, the diff works hard to wrestle the nose back.

Even in a tight corner sequence, the 1.6-tonne weight shifts from side to side with comedic ease. There's body roll, but it’s surprisingly agile for its size. There’s very little dead space in the steering too, so full opposite lock means full opposite lock. Abarth claims you can pull a whole g in the corners... we believe it.

The ride is supple enough on the road with everything kept tightly in check, but none of the thonk of overly firm suspension when you meet a pothole or speed bump – Abarth has done a good job on the damping. You do have to work the modes to get the best out of the 600e though, as it dishes the power out very stingily.

Explain...

There are three modes available: Turismo, Scorpion Street and Scorpion Track. Each boosts power, sharpens the throttle response, stiffens the suspension and balances the torque delivery more keenly.

Scorpion Track dials down most of the car’s intervention aids and regenerative braking to make the 600e feel more natural. It’s the only opportunity to really enjoy those upgraded brakes, because you’ll want to use the regen around town for maximum efficiency.

Is the sound generator tragic?

It’s down to personal taste here, but at least compared to the 500e the artificial engine noise is a little more subtle. Where the smaller sibling sounds comically bad, the 600e has a much more refined sound. At idle, it's a bassy burble that could be mistaken for a quirky combustion engine. That noise then builds up on your way to 50mph before settling down.

You’ll turn it off straight away, of course, but there might be the odd occasion when you want to switch it back on so you can pretend you’re driving something better.

What's the battery range really like?

As with all EVs you get out what you put in, but the inherent tension with a performance electric car is that you’re forced to trash your range if you want to have any fun.

Over a couple of hundred miles of mixed UK roads we got 3.4mi/kWh out of the 600e, which really feels like a best case scenario. That would mean 184 miles from the 54kWh battery, short of the official 207-mile figure. But if you’ve got somewhere to be… get a different electric car. The 600e isn’t a tourer.

# data.attributes.field_cars_editor_title
Abarth 600e review: a good effort from such a boring donor car

# data.attributes.field_cars_inside.value
As you probably realise by now, this largely depends on which trim you've chosen. The Scorpionissima gains bucket seats with the swankier upholstery, which does more to create a sense of occasion over the Fiat version.

One niggle is the vents in the backs of the bucket seats: should you be at odds with your rear passengers (and you will, because they won’t have any legroom), they've got easy access to your kidneys. Death by a thousand pokes.

The Scorpionissima also gets more badging and Alcantara in places like the centre console cover, whereas the 600e makes do with vanilla Stellantis parts. It's a shame only 1,949 will be getting the top treatment.

How’s the tech?

The 10.25in infotainment screen is responsive and easy to navigate. There’s a TomTom-backed satnav as standard, but we found that the map display wasn’t very intuitive to follow. Fortunately there’s Apple/Android connectivity as standard too, so you can deploy your app of choice.

The menus are laid out well though, and Abarth has even thrown in some funky game-like gauges and readouts for when (!) you hit the track, measuring things like g forces and torque. You also get ambient lighting, a six-speaker audio kit and a few USB slots – though only one for your back passengers to fight over.

The interior SFX need some work – the indicators sound like a slow handclap and the warning bongs from the safety kit are infernally loud. Fortunately you can program the latter to turn off with a long press of a dashboard switch.

Electrical gremlins raised their ugly little heads too – on our UK test the car spent a couple of days turning the speed limit warnings straight back on after we’d switched them off, the electric tailgate worked two times out of five, and the start button was a lottery too. This is what will pass for character in the EV era.

Is it spacious?

A lot of small crossovers look bigger than they actually are, and the same goes for the 600e: there’s lots of headroom but a questionable amount of legroom. Front seat passengers have decent footwell space but at the cost of any meaningful room in the rear. So either those up front are happy, or nobody’s happy.

In the Scorpionissima those cutouts in the bucket seats add a little nook for you to stick your knees in, but you’d have to be a glass-half-full type to see that as a win.

The boot measures 360 litres – 40 less than the Alfa Junior – and 1,231 litres with the seats popped down. It’s bigger than the Alpine A290’s boot, but nothing to write home about.

# data.attributes.field_cars_inside.processed
As you probably realise by now, this largely depends on which trim you've chosen. The Scorpionissima gains bucket seats with the swankier upholstery, which does more to create a sense of occasion over the Fiat version.

One niggle is the vents in the backs of the bucket seats: should you be at odds with your rear passengers (and you will, because they won’t have any legroom), they've got easy access to your kidneys. Death by a thousand pokes.

The Scorpionissima also gets more badging and Alcantara in places like the centre console cover, whereas the 600e makes do with vanilla Stellantis parts. It's a shame only 1,949 will be getting the top treatment.

How’s the tech?

The 10.25in infotainment screen is responsive and easy to navigate. There’s a TomTom-backed satnav as standard, but we found that the map display wasn’t very intuitive to follow. Fortunately there’s Apple/Android connectivity as standard too, so you can deploy your app of choice.

The menus are laid out well though, and Abarth has even thrown in some funky game-like gauges and readouts for when (!) you hit the track, measuring things like g forces and torque. You also get ambient lighting, a six-speaker audio kit and a few USB slots – though only one for your back passengers to fight over.

The interior SFX need some work – the indicators sound like a slow handclap and the warning bongs from the safety kit are infernally loud. Fortunately you can program the latter to turn off with a long press of a dashboard switch.

Electrical gremlins raised their ugly little heads too – on our UK test the car spent a couple of days turning the speed limit warnings straight back on after we’d switched them off, the electric tailgate worked two times out of five, and the start button was a lottery too. This is what will pass for character in the EV era.

Is it spacious?

A lot of small crossovers look bigger than they actually are, and the same goes for the 600e: there’s lots of headroom but a questionable amount of legroom. Front seat passengers have decent footwell space but at the cost of any meaningful room in the rear. So either those up front are happy, or nobody’s happy.

In the Scorpionissima those cutouts in the bucket seats add a little nook for you to stick your knees in, but you’d have to be a glass-half-full type to see that as a win.

The boot measures 360 litres – 40 less than the Alfa Junior – and 1,231 litres with the seats popped down. It’s bigger than the Alpine A290’s boot, but nothing to write home about.

# data.attributes.field_cars_owning.value
The Abarth 600e range has been overtly priced to skirt in under the new £40k ‘expensive car supplement’ that adds £410 a year to your annual VED bill for the first five years of ownership.

It starts at £36,975 for the standard version and it’s £39,875 for the Scorpionissima, until all 1,949 of them have been shifted. That number is a nod to the year Abarth was founded, incidentally. Not a number plucked out of the thin Turin air.

What are the key differences?

Aside from the performance-y bits, the Abarth 600e makes some proper gains in the cabin over the Fiat. You still get the same 10.25in infotainment screen (which you’ll recognise from the fancier versions of the 500e) and 7.0in digital instrument panel, but they’ve been upgraded with bespoke Abarth graphics.

There’s a new, partially Alcantara clad steering wheel, aluminium pedals and privacy glass, while the darkened interior theme has yellow accents dotted around so it doesn’t feel overly turgid.

And the Scorpionissima?

That gets more power and builds on the 600e with an even sportier interior, including heated bucket seats, new seatbelts and matte black dashboard trim with glossy patterns (as opposed to a plain black theme).

You also get more scorpion badging (the ‘mind the scorpion’ graphics feel a little like something has been lost in translation) and an iPad style folding cover for the storage compartment under the gear selector buttons.

Which one should I go for?

If you really want an Abarth 600e and the Scorpionissima is still available (the brand only sold 1,027 total cars in the UK in 2024, so your odds are good), that version is the only one to go for.

The equipment is better, there’s a decent slug more power (if you want range then just go for the standard Fiat) and it looks the part too. The Abarth 600e range will look distinctly half-hearted once the Scorpionissima does go off sale...

# data.attributes.field_cars_owning.processed
The Abarth 600e range has been overtly priced to skirt in under the new £40k ‘expensive car supplement’ that adds £410 a year to your annual VED bill for the first five years of ownership.

It starts at £36,975 for the standard version and it’s £39,875 for the Scorpionissima, until all 1,949 of them have been shifted. That number is a nod to the year Abarth was founded, incidentally. Not a number plucked out of the thin Turin air.

What are the key differences?

Aside from the performance-y bits, the Abarth 600e makes some proper gains in the cabin over the Fiat. You still get the same 10.25in infotainment screen (which you’ll recognise from the fancier versions of the 500e) and 7.0in digital instrument panel, but they’ve been upgraded with bespoke Abarth graphics.

There’s a new, partially Alcantara clad steering wheel, aluminium pedals and privacy glass, while the darkened interior theme has yellow accents dotted around so it doesn’t feel overly turgid.

And the Scorpionissima?

That gets more power and builds on the 600e with an even sportier interior, including heated bucket seats, new seatbelts and matte black dashboard trim with glossy patterns (as opposed to a plain black theme).

You also get more scorpion badging (the ‘mind the scorpion’ graphics feel a little like something has been lost in translation) and an iPad style folding cover for the storage compartment under the gear selector buttons.

Which one should I go for?

If you really want an Abarth 600e and the Scorpionissima is still available (the brand only sold 1,027 total cars in the UK in 2024, so your odds are good), that version is the only one to go for.

The equipment is better, there’s a decent slug more power (if you want range then just go for the standard Fiat) and it looks the part too. The Abarth 600e range will look distinctly half-hearted once the Scorpionissima does go off sale...

# data.attributes.field_cars_stand_first
The range-topper is the best one... too bad that it's a limited edition

# data.attributes.field_cars_verdict.value
Abarth has done a lovely job spiffing up the Fiat 600e’s driving experience, it’s just a shame it had so little to work with in the first place. What does it have to do to be allowed to make its own bespoke car? Most impressively, the best of the drive comes from mechanical upgrades, not slick EV trickery and software tweaks – sometimes the old ways are the best.

The big issue is that the best version of the car is a limited run special. It offers more performance and a significantly better interior, but once it's gone, we’ll be left with something that doesn't differentiate itself enough from Fiat's original blueprint. Come on Abarth, bucket seats should be for the many, not the few.

# data.attributes.field_cars_verdict.processed
Abarth has done a lovely job spiffing up the Fiat 600e’s driving experience, it’s just a shame it had so little to work with in the first place. What does it have to do to be allowed to make its own bespoke car? Most impressively, the best of the drive comes from mechanical upgrades, not slick EV trickery and software tweaks – sometimes the old ways are the best.

The big issue is that the best version of the car is a limited run special. It offers more performance and a significantly better interior, but once it's gone, we’ll be left with something that doesn't differentiate itself enough from Fiat's original blueprint. Come on Abarth, bucket seats should be for the many, not the few.

# data.attributes.field_cars_verdict_against
Best trim is a limited edition, poor range, cramped in the back

# data.attributes.field_cars_verdict_for
Fun to drive, looks distinctive, VED-ducking price

# data.attributes.field_cars_verdict_text
Most impressively, the best of the drive comes from mechanical upgrades, not slick EV trickery

# data.attributes.field_cars_what_is_it.value
Abarth has doubled its UK model line-up in one fell swoop with this hot version of Fiat’s 600 SUV (some countries still get the souped up old petrol 500), complementing its extremely high-vis 500e.

In similar style, this one's been given more bling over the Fiat 600e upon which it’s based (aggressive styling updates on the outside, some bright paint options and a warmed-over interior), and the numbers have been ramped up accordingly – 235bhp, 255lb ft and 0-62mph in 6.2 seconds en route to 124mph flat out. Warm hatch territory.

But that’s only if you go for the base-level Abarth 600e: 1,949 build slots have been allocated for the ‘Scorpionissima’ launch version too, which ups the power to 278bhp and cuts the 0-62mph down to 5.9s. It also gets an artificial sound generator, but there’s a touch more bass and character than in the 500e’s aggressive PA system.

Either way, both versions come with a host of sporty mechanical upgrades thrown in, like a Torsen limited slip differential, Michelin Pilot Sport EV tyres and thick 380mm monobloc brakes.

Fiat's 600e is a bit boring isn't it?

Harsh, but fair. It’s a shame Abarth's had to start with a rather dull base vehicle – the 600e suffers from the modern plague of platform sharing that’s made cars cheaper to build and more profitable for carmakers but homogenous and lacking in personality when it comes to driving.

The bumpers and huge rear spoiler do all of the heavy lifting in terms of making the 600e stand out, along with the lurid purple and yellow shades you can order it in.

Underneath though, it’s the same car as the Vauxhall Mokka Electric, Peugeot e-2008, Alfa Junior Elettrica and Jeep Avenger EV. Each offers a touch of surface design flair but the same bland drive. A bit of a tall order then for Abarth to work its tuning magic.

Has Abarth managed to make it fun?

Surprisingly, yes... mostly. The 600e is a more convincing effort than the 500e’s milder performance (the smaller hatch is almost a second slower than the entry 600e to 62mph), and the LSD does a lot of the hard work getting the car through a bend. It’s crazy how much speed you can tip into a corner with – any initial understeer is quickly defeated and you can feel the car dragging you through and out the other end.

You’ve got to be on top of your drive modes, mind – you’ve got Turismo, Scorpion Street and Scorpion Track to choose from. You start with 146bhp, rising to 201bhp in Scorpion Street, then 237bhp in Scorpion Track mode.

The Scorpionissima model starts with 195 horses, turns the wick up to 224 then bumps you all the way to 276bhp for max performance. Makes a big difference when you want the oomph.

The range must be dreadful then…

Well, it’s not great. Over a couple of hundred miles on mixed UK roads in warm weather we got 3.4mi/kWh out of the Scorpionissima, which works out at 184 miles from a full battery and is really the best case scenario. Have too much fun or dare to take it out in wintry weather and you’ll see vastly diminishing returns.

The official WLTP range is 207 miles from its 54kWh battery, which is only a realistic figure if you’re in the entry car wearing slippers.

What about rivals?

The Cupra Born VZ is the e-hot hatch of the moment that doesn't cost silly money – a la Hyundai Ioniq 5 N – and has more of a sense of occasion inside. Then there's the Volkswagen ID.3 GTX, and closer to home the Alfa Romeo Junior offers similar performance from almost identical underpinnings. Shocker.

Otherwise you’ll be looking at the Alpine A290, which is less sharp to drive but more fun over a B road, and is a better basic car. That undercuts the Abarth by a few grand - the 600e starts from £36,975. Or there's the MG4 XPower, which is massively overpowered with its 400bhp and doesn’t have the driving chops to keep up with this.

If you're not wedded to electric power, dare you look longingly in the direction of the Toyota GR Yaris? That's only a smidge more expensive than the Abarth but blows it out of the water in almost every respect. Except the boot, that’s tiny.

# data.attributes.field_cars_what_is_it.processed
Abarth has doubled its UK model line-up in one fell swoop with this hot version of Fiat’s 600 SUV (some countries still get the souped up old petrol 500), complementing its extremely high-vis 500e.

In similar style, this one's been given more bling over the Fiat 600e upon which it’s based (aggressive styling updates on the outside, some bright paint options and a warmed-over interior), and the numbers have been ramped up accordingly – 235bhp, 255lb ft and 0-62mph in 6.2 seconds en route to 124mph flat out. Warm hatch territory.

But that’s only if you go for the base-level Abarth 600e: 1,949 build slots have been allocated for the ‘Scorpionissima’ launch version too, which ups the power to 278bhp and cuts the 0-62mph down to 5.9s. It also gets an artificial sound generator, but there’s a touch more bass and character than in the 500e’s aggressive PA system.

Either way, both versions come with a host of sporty mechanical upgrades thrown in, like a Torsen limited slip differential, Michelin Pilot Sport EV tyres and thick 380mm monobloc brakes.

Fiat's 600e is a bit boring isn't it?

Harsh, but fair. It’s a shame Abarth's had to start with a rather dull base vehicle – the 600e suffers from the modern plague of platform sharing that’s made cars cheaper to build and more profitable for carmakers but homogenous and lacking in personality when it comes to driving.

The bumpers and huge rear spoiler do all of the heavy lifting in terms of making the 600e stand out, along with the lurid purple and yellow shades you can order it in.

Underneath though, it’s the same car as the Vauxhall Mokka Electric, Peugeot e-2008, Alfa Junior Elettrica and Jeep Avenger EV. Each offers a touch of surface design flair but the same bland drive. A bit of a tall order then for Abarth to work its tuning magic.

Has Abarth managed to make it fun?

Surprisingly, yes... mostly. The 600e is a more convincing effort than the 500e’s milder performance (the smaller hatch is almost a second slower than the entry 600e to 62mph), and the LSD does a lot of the hard work getting the car through a bend. It’s crazy how much speed you can tip into a corner with – any initial understeer is quickly defeated and you can feel the car dragging you through and out the other end.

You’ve got to be on top of your drive modes, mind – you’ve got Turismo, Scorpion Street and Scorpion Track to choose from. You start with 146bhp, rising to 201bhp in Scorpion Street, then 237bhp in Scorpion Track mode.

The Scorpionissima model starts with 195 horses, turns the wick up to 224 then bumps you all the way to 276bhp for max performance. Makes a big difference when you want the oomph.

The range must be dreadful then…

Well, it’s not great. Over a couple of hundred miles on mixed UK roads in warm weather we got 3.4mi/kWh out of the Scorpionissima, which works out at 184 miles from a full battery and is really the best case scenario. Have too much fun or dare to take it out in wintry weather and you’ll see vastly diminishing returns.

The official WLTP range is 207 miles from its 54kWh battery, which is only a realistic figure if you’re in the entry car wearing slippers.

What about rivals?

The Cupra Born VZ is the e-hot hatch of the moment that doesn't cost silly money – a la Hyundai Ioniq 5 N – and has more of a sense of occasion inside. Then there's the Volkswagen ID.3 GTX, and closer to home the Alfa Romeo Junior offers similar performance from almost identical underpinnings. Shocker.

Otherwise you’ll be looking at the Alpine A290, which is less sharp to drive but more fun over a B road, and is a better basic car. That undercuts the Abarth by a few grand - the 600e starts from £36,975. Or there's the MG4 XPower, which is massively overpowered with its 400bhp and doesn’t have the driving chops to keep up with this.

If you're not wedded to electric power, dare you look longingly in the direction of the Toyota GR Yaris? That's only a smidge more expensive than the Abarth but blows it out of the water in almost every respect. Except the boot, that’s tiny.

# data.attributes.field_cars_what_we_say
It looks the part and it's fun to drive, but Abarth’s 600e can't escape its roots