ABARTH 124 SPIDER
Rare and rorty, the ‘Italian MX-5’ has simplicity on its side
ABARTH IS KEEN ON MAKING ITS RICH ITALIAN heritage known, and for good reason, but its modern-day 124 Spider began life in Hiroshima, Japan. Launched in 2016 as an homage to the marque’s iconic ’70s Group 4 rally car, it was in fact based on the same platform as Mazda’s talented ND MX-5, with Abarth adding its touch during final assembly in Turin.
Though its rowdy ‘Record Monza’ exhaust system might suggest otherwise, its turbocharged 1.4-litre four-cylinder produces a modest 168bhp and 184lb ft of torque. Sent to the rear wheels through a six-speed manual transmission (an automated manual was also offered) and a standard limited-slip differential, the 0-62mph sprint happens in a quoted 6.8sec with top speed at 143mph – respectable, but hardly earth-shattering.
Over its relatively short production run the model received mixed reviews, with its high price-point difficult to justify for some. The steering is also a sticking point for many, with a lack of feel making it difficult to place the car when the surface gets tricky. Nevertheless, the 124’s chassis is noticeably stiffer than the MX-5’S, with spring rates also increased to reduce roll. Combine this with the responsive engine and the amusing sound it produces and you have yourself a surprisingly satisfying drop-top machine.
Despite its trusty Mazda underpinnings, the 124 isn’t without issues. Overall reliability is perhaps stronger than its Abarth 500 relatives, and the Multiair engine they share is relatively trouble free, but electrical gremlins have been known to make an appearance. While we would always opt for the manual, some automatic cars have been known to shift down erroneously at speed, while fuel pump failures are also not uncommon. Both of these problems were rectified with a recall though, meaning you shouldn’t experience them if the car has been updated.
With the same wonderfully simplistic manual roof as the MX-5, there aren’t the potential issues of a complex powered mechanism, and once you’ve mastered the action you can lower the roof far quicker than electric motors could. While soft-tops will always require some level of care and attention if left outdoors for extended periods, the simple nature of the roof adds appeal as a used buy. For just shy of £5000 you can purchase the carbonfibre hard-top of the 124 GT, but that rather defeats the purpose…
The United Kingdom has proven to be Abarth’s biggest market worldwide, but it seems the 124 did little to contribute to this. In 2019, just three years after its launch, FCA axed the Fiat and Abarth 124 Spider for the UK market, citing poor profitability. Towards the end of that run you’d pay just shy of £30,000 for a factoryfresh Abarth 124, before options, but almost four years later you can find examples in the classifieds for close to half that sum. It might be wise to spend a little more, mind, and £18,000 is enough for a manual car with 25,000 miles, while automatic examples command a slight premium. The only issue with searching for an Abarth 124 Spider is the lack of choice – perhaps an indicator of the low sales volume. There were just 30 examples on the market as we went to press, with only half of those manual, so if you’re looking for a particular spec you might need to be patient.
LAUNCHED IN 2013 AS JAGUAR’S FIRST TRULY competitive sports car since the E-type, the F-type replaced the XK to go head-to-head with established heavyweights such as the Porsche 911, Aston Martin V8 Vantage and Audi R8 V8. There are duds throughout its extensive range, but if an entertaining, desirable, top-down machine is what you’re looking for, the F-type Convertible is a strong contender.
While Jaguar has sold the F-type in a bewildering number of variants and trim levels since its launch, its sleek design and dramatic proportions have remained largely constant. Despite their increasing affordability, early cars still turn heads a decade on, a testament to Ian Callum’s timeless design.
In early form, the F’s long, sculpted bonnet covers either JLR’S ubiquitous 5-litre supercharged V8 or a 3-litre supercharged V6. While the V8 (especially in earlier, non-gpf cars) has one of the best soundtracks of any car in this class, the V6 S has become the sweet spot of the range as far as value for money is concerned.
Its outputs of 375bhp and 339lb ft of torque eclipsed those of the contemporary 911 Carrera Cabriolet and are still healthy today, getting the car from standstill to 62mph in a quoted 4.9sec and on to a 171mph top speed. With a claimed kerb weight of 1614kg – although every F-type we’ve put on our scales has exceeded Jaguar’s official figure for it by around 100kg or more – it was heavier than its obvious rivals, but, especially in rear-drive form, the F-type has plenty to offer in the dynamics department. While some of its competitors are more composed, the Jaguar has just as much pace, with its traditional front-engine, rear-drive balance bringing the entertainment.
Opting for the drop-top undoubtedly compromises structural rigidity, but the F-type manages to disguise this well – take in the sights of your surroundings and the sound of that vocal V6 and this disadvantage pales into insignificance. Pity, then, that in 2019 Jaguar axed the V6 altogether, a 2-litre Ingenium four-cylinder taking its place. Lower 297bhp output aside, this new unit lacks the character and enthusiasm of the V6 it replaced, with little top end and a complete lack of auditory feedback.
Being a relatively modern offering, refinement in the F-type Convertible is very strong with the roof up, with cabin noise nearidentical to its coupe counterpart. Aside from a small cabin and a lack of luggage space, owners have few complaints with the model. Mechanically they’re sound, but as is the case with many JLR products, they can occasionally suffer from electrical gremlins. A small number of owners have reported a faulty folding roof, while troublesome retracting centre dashboard vents and sticking exhaust valves are more common issues. All are worth keeping an eye out for when buying used, and specialists recommend putting aside up to £1500 a year for maintenance, this being enough to cover the likes of a gearbox service, which is recommended at around 70,000 miles. (Jaguar says the unit is ‘sealed for life’, but it’s probably wise to ignore this.)
Punt on an early, high-mileage V6 S and you’ll need just £23,000, but spare up to £30,000 and you’ll have yourself a fine example with anything from 20,000 miles on the clock. If you’re brave enough to run a 5-litre V8 in 2023, an early V8 S can be had from £27,000, with prices rising to around £35,000 for lower-mileage cars with more desirable options.