Likes
- Phenomenal driving experience.
- Shares plenty with the Mazda MX-5 (ND).
- Unique styling highly appreciated by the fans.
- More exclusive than plenty of the (more expensive) alternatives.
Used Abarth 124 Spider review
2016 - 2019
Dislikes
- Parts availability and costs are concerning.
- Build quality and reliability not outstanding.
- Short of a little more torque, minimal advantages over an MX-5.
- Requires meticulous maintenance to be at its best (unlike an MX-5)
Stuff you should know
Blending the build quality and precision of a Mazda MX-5 with the turbocharged soul of Abarth should, in theory, create the ultimate lightweight sports car. But while you’d assume an Abarth 124 Spider delivers the perfect fusion of Italian flair and Japanese engineering, does it simply end up as a passionless roadster, or worse, an unreliable Italian twist on a rock-solid Japanese platform?
Introduced to the Australian market in 2016, the Abarth 124 Spider is a two-door, rear-wheel-drive convertible with a manually operated soft-top roof. Built alongside the ND-generation Mazda MX-5 at Mazda’s Hiroshima plant in Japan, the 124 Spider shares much of its underpinnings with its Japanese sibling but sets itself apart through styling, drivetrain, and suspension tuning.
Powering the Abarth 124 Spider is a 1.4-litre turbocharged four-cylinder engine (the same as featured in the Abarth 595 and 695), an Abarth-tuned unit that brings more trque and a distinct personality compared to the naturally aspirated engines found in the MX-5. This engine is paired with either a six-speed manual transmission, or a six-speed ‘Sequenziale Sportivo’ automatic, which features paddle shifters mounted on the steering wheel for manual control. Unlike the MX-5, the Abarth features a mechanical limited-slip differential as standard, ensuring improved traction and dynamic handling characteristics.
Inside, the 124 Spider differentiates itself with an interior that leans a little more toward premium accomodation compared to the Mazda. Additional leather trim extends across the dashboard, seats, steering wheel, and gear selector, while ‘eco leather’ is applied to the door panels and instrument cluster surround. Standard equipment includes a four-speaker audio system with USB connectivity, Bluetooth hands-free phone pairing (with Apple CarPlay and Android Auto easily retrofitted), air conditioning, cruise control, daytime running lights, remote central locking and more.
While the Abarth 124 Spider inherits much of the MX-5’s exceptional handling and lightweight agility, ownership does present unique challenges. Despite being mechanically related to the Mazda, parts availability is becoming an increasing concern, especially as production has ceased and the partnership between Mazda and Fiat (Abarth) has ended. As a result, some replacement parts can be extraordinarily expensive or, in some cases, extremely difficult to source, some apparently impossible.
Further compounding this is Fiat and Abarth’s less-than-stellar reputation for long-term reliability and interesting approach to after sales customer service. While the 124 Spider offers a thrilling driving experience and an undeniable sense of character, potential buyers need to weigh the risks carefully. Read on to discover what you need to consider before purchasing one.
What goes wrong
Thanks to the Abarth 124 Spider being built alongside the ND Mazda MX-5, it not only inherits many of the MX-5’s exterior quirks and issues but also brings a few unique challenges of its own.
Exterior:
- Starting with the paint, a common concern among MX-5 owners, it is noticeably thin and easily prone to marking and scratching. Given the car’s low ride height, stone chips are inevitable, particularly on the front end. Owners strongly recommend getting at least the front end protected with paint protection film (PPF), and it’s not uncommon to see used examples with resprayed front bumpers, just be sure any respray has been done to the highest standard.
- On the subject of repairs, the Abarth 124 Spider’s body panels are predominantly aluminium to help keep weight down, which is great for performance but can make repairs both expensive and, in some cases, nearly impossible.
- Unlike the MX-5, which was produced in far greater numbers, the 124 Spider was built in relatively limited quantities, meaning that 124-specific body panels are already becoming difficult to source. Owners report that if you need a new front bumper, you could be looking at a six-month wait, a new bonnet might take closer to nine months, and something like a radiator support panel could be on backorder for up to a year.
- And with Fiat and Mazda’s partnership coming to an end in 2020, things have only gotten worse. Many components are being discontinued entirely. Take the front grille, for example, which is no longer in production. This is leading to some cars being written off purely due to a lack of available replacement parts for what should be minor cosmetic repairs.
- A particularly frustrating example of this is the bonnet’s pedestrian safety system. The 124 Spider, like many modern cars, is fitted with explosive bonnet actuators that deploy in the event of a pedestrian impact, raising the bonnet to help cushion the blow. Unfortunately, even a relatively minor front-end bump can trigger this system, and if replacement parts aren’t available, it could mean the end of the road for the car.
- Even when parts are available, prices can be astronomical. Despite many of the components being manufactured in Japan, they’re shipped to Italy first, then ordered through Abarth’s parent company, Stellantis (a company not exactly known for efficiency or stellar customer service) before finally making their way back to Australia.
- Even everyday repairs can be frustratingly expensive. Like the MX-5, a replacement windscreen is typically a $2,000–$3,000 job. The windscreen surround trims, which must be replaced when swapping the glass, are the same shape as those on the MX-5, but because the
Thanks to the Abarth 124 Spider being built alongside the ND Mazda MX-5, it not only inherits many of the MX-5’s exterior quirks and issues but also brings a few unique challenges of its own.
Exterior:
- Starting with the paint, a common concern among MX-5 owners, it is noticeably thin and easily prone to marking and scratching. Given the car’s low ride height, stone chips are inevitable, particularly on the front end. Owners strongly recommend getting at least the front end protected with paint protection film (PPF), and it’s not uncommon to see used examples with resprayed front bumpers, just be sure any respray has been done to the highest standard.
- On the subject of repairs, the Abarth 124 Spider’s body panels are predominantly aluminium to help keep weight down, which is great for performance but can make repairs both expensive and, in some cases, nearly impossible.
- Unlike the MX-5, which was produced in far greater numbers, the 124 Spider was built in relatively limited quantities, meaning that 124-specific body panels are already becoming difficult to source. Owners report that if you need a new front bumper, you could be looking at a six-month wait, a new bonnet might take closer to nine months, and something like a radiator support panel could be on backorder for up to a year.
- And with Fiat and Mazda’s partnership coming to an end in 2020, things have only gotten worse. Many components are being discontinued entirely. Take the front grille, for example, which is no longer in production. This is leading to some cars being written off purely due to a lack of available replacement parts for what should be minor cosmetic repairs.
- A particularly frustrating example of this is the bonnet’s pedestrian safety system. The 124 Spider, like many modern cars, is fitted with explosive bonnet actuators that deploy in the event of a pedestrian impact, raising the bonnet to help cushion the blow. Unfortunately, even a relatively minor front-end bump can trigger this system, and if replacement parts aren’t available, it could mean the end of the road for the car.
- Even when parts are available, prices can be astronomical. Despite many of the components being manufactured in Japan, they’re shipped to Italy first, then ordered through Abarth’s parent company, Stellantis (a company not exactly known for efficiency or stellar customer service) before finally making their way back to Australia.
- Even everyday repairs can be frustratingly expensive. Like the MX-5, a replacement windscreen is typically a $2,000–$3,000 job. The windscreen surround trims, which must be replaced when swapping the glass, are the same shape as those on the MX-5, but because the 124 Spider uses a unique colour, they’re on worldwide backorder. And before you think an aftermarket windscreen might save you money, owners have reported issues with optical distortion and waviness in clarity. If you’re thinking of reusing the old surrounds by gluing them back on, be aware that many owners who’ve tried this have found that they eventually detach and fly off.
- And the expensive parts don’t stop there—if you ever need replacement LED headlights, prepare yourself for an eye-watering bill, as some owners have been quoted over $10,000.
- Even something as simple as a window regulator, which costs about $110 from Mazda, is marked up to around $1,200 through Fiat, despite being the exact same part. Obviously, in this case, just buy the Mazda version.
- Speaking of the windows, just like early ND MX-5s, the leading edge of the window trim moulding, where the glass meets the door, can lift, allowing water to enter. When this happens, the water follows the curvature of the glass and eventually makes its way to the window regulator. Since the regulator uses mild steel cables instead of stainless steel, it eventually corrodes and seizes up, meaning the window will no longer move up or down.
- Then there’s the soft-top roof. Like the MX-5, the 124 Spider can suffer from roof alignment issues, which may cause the fabric edges to fray due to rubbing against the roll bar trims. Mazda issued a service bulletin to address this by adding washers to the roll bar structure, which should resolve the issue—check owner groups and forums for details on how to verify whether this fix has been applied.
- As with any convertible, keeping the drainage channels clear of debris is essential. Fortunately, the 124 Spider’s drainage design is relatively resilient compared to some other soft-top cars, but regular maintenance is still required to avoid potential issues.
- When it comes to wheels, tyres, and brakes, factory tyre sizes are available but can be pricey, leading many owners to size up slightly for better value and greater tyre selection. A common recommendation is to fit lighter aftermarket wheels, as the standard units are on the heavy side, and reducing unsprung mass always improves performance.
- The OEM brakes are Brembo units, which, while offering strong stopping power, come at a price, Brembo might be Italian for “stops, but expensive.” Many owners suggest exploring aftermarket options, which can provide similar or even better performance while often lasting longer and costing less.
Interior:
- Inside, the Abarth 124 Spider retains a few of the quirks seen in early ND MX-5s, such as the flimsy sun visor mirror covers, which can snap off if the visor is closed while the mirror is open. The rearview mirror itself is another weak point, with reports of it becoming loose, rattling, or even delaminating in high heat, much like the infotainment screen, which can crack, develop a milky appearance, or begin delaminating over time.
- The infotainment system, while functional, is known to be a bit glitchy, with occasional Bluetooth dropouts. Fortunately, a software update usually resolves these issues, and if not, it may just be a case of replacing a faulty SD card. Apple CarPlay and Android Auto can also be retrofitted—check owner groups for guidance.
- Charging your phone via the USB input can be an exercise in patience, as the power output is barely sufficient to keep a device topped up. The interior materials, particularly the leather on the seats, aren’t of the highest quality, and seat bolsters, especially on the entry side, tend to wear quickly.
- 124-specific issues include the red 12 o’clock marker on the steering wheel, which is prone to fading in the sun, and the key fob, which is now discontinued in Australia. While an MX-5 key fob is physically identical and can unlock and start the car, it causes an immobiliser error, making it a headache to replace. This is why many used examples come with only one key.
Mechanically:
- Mechanically, the Abarth 124 Spider’s engine is generally reliable.
- However, some turbo issues have been reported, often stemming from oil starvation due to restricted oil supply lines, which can be exacerbated by poor servicing. While the official service interval may be longer, owners recommend changing the oil every 10,000 km or even every 5,000 km if driven hard.
- A particular quirk of this engine is that if it sits unused for several months, oil can drain from the MultiAir hydraulic unit (often referred to as “the brick”), affecting the valve train and preventing the engine from starting due to a lack of compression. There’s a specific procedure to bleed the system, which involves holding the throttle at 100% to disable the injectors while cranking. Owners’ groups and forums are invaluable for guidance on this, but either way, it’s a process reminiscent of priming the oil system in a classic sports car from the 1950s.
- The oil filter bung should be changed or at least cleaned every 50,000 km, and while the timing belt service interval is officially 120,000 km or five years, many owners prefer to play it safe and replace it every 100,000 km or four years—especially since water pump failures have been known to take out the belt prematurely.
- The cooling system, like many European cars, is prone to issues. Expansion tank and thermostat housing leaks are relatively common, but no more so than on other European vehicles.
Thanks to the Abarth 124 Spider being built alongside the ND Mazda MX-5, it not only inherits many of the MX-5’s exterior quirks and issues but also brings a few unique challenges of its own.
Exterior:
- Starting with the paint, a common concern among MX-5 owners, it is noticeably thin and easily prone to marking and scratching. Given the car’s low ride height, stone chips are inevitable, particularly on the front end. Owners strongly recommend getting at least the front end protected with paint protection film (PPF), and it’s not uncommon to see used examples with resprayed front bumpers, just be sure any respray has been done to the highest standard.
- On the subject of repairs, the Abarth 124 Spider’s body panels are predominantly aluminium to help keep weight down, which is great for performance but can make repairs both expensive and, in some cases, nearly impossible.
- Unlike the MX-5, which was produced in far greater numbers, the 124 Spider was built in relatively limited quantities, meaning that 124-specific body panels are already becoming difficult to source. Owners report that if you need a new front bumper, you could be looking at a six-month wait, a new bonnet might take closer to nine months, and something like a radiator support panel could be on backorder for up to a year.
- And with Fiat and Mazda’s partnership coming to an end in 2020, things have only gotten worse. Many components are being discontinued entirely. Take the front grille, for example, which is no longer in production. This is leading to some cars being written off purely due to a lack of available replacement parts for what should be minor cosmetic repairs.
- A particularly frustrating example of this is the bonnet’s pedestrian safety system. The 124 Spider, like many modern cars, is fitted with explosive bonnet actuators that deploy in the event of a pedestrian impact, raising the bonnet to help cushion the blow. Unfortunately, even a relatively minor front-end bump can trigger this system, and if replacement parts aren’t available, it could mean the end of the road for the car.
- Even when parts are available, prices can be astronomical. Despite many of the components being manufactured in Japan, they’re shipped to Italy first, then ordered through Abarth’s parent company, Stellantis (a company not exactly known for efficiency or stellar customer service) before finally making their way back to Australia.
- Even everyday repairs can be frustratingly expensive. Like the MX-5, a replacement windscreen is typically a $2,000–$3,000 job. The windscreen surround trims, which must be replaced when swapping the glass, are the same shape as those on the MX-5, but because the 124 Spider uses a unique colour, they’re on worldwide backorder. And before you think an aftermarket windscreen might save you money, owners have reported issues with optical distortion and waviness in clarity. If you’re thinking of reusing the old surrounds by gluing them back on, be aware that many owners who’ve tried this have found that they eventually detach and fly off.
- And the expensive parts don’t stop there—if you ever need replacement LED headlights, prepare yourself for an eye-watering bill, as some owners have been quoted over $10,000.
- Even something as simple as a window regulator, which costs about $110 from Mazda, is marked up to around $1,200 through Fiat, despite being the exact same part. Obviously, in this case, just buy the Mazda version.
- Speaking of the windows, just like early ND MX-5s, the leading edge of the window trim moulding, where the glass meets the door, can lift, allowing water to enter. When this happens, the water follows the curvature of the glass and eventually makes its way to the window regulator. Since the regulator uses mild steel cables instead of stainless steel, it eventually corrodes and seizes up, meaning the window will no longer move up or down.
- Then there’s the soft-top roof. Like the MX-5, the 124 Spider can suffer from roof alignment issues, which may cause the fabric edges to fray due to rubbing against the roll bar trims. Mazda issued a service bulletin to address this by adding washers to the roll bar structure, which should resolve the issue—check owner groups and forums for details on how to verify whether this fix has been applied.
- As with any convertible, keeping the drainage channels clear of debris is essential. Fortunately, the 124 Spider’s drainage design is relatively resilient compared to some other soft-top cars, but regular maintenance is still required to avoid potential issues.
- When it comes to wheels, tyres, and brakes, factory tyre sizes are available but can be pricey, leading many owners to size up slightly for better value and greater tyre selection. A common recommendation is to fit lighter aftermarket wheels, as the standard units are on the heavy side, and reducing unsprung mass always improves performance.
- The OEM brakes are Brembo units, which, while offering strong stopping power, come at a price, Brembo might be Italian for “stops, but expensive.” Many owners suggest exploring aftermarket options, which can provide similar or even better performance while often lasting longer and costing less.
Interior:
- Inside, the Abarth 124 Spider retains a few of the quirks seen in early ND MX-5s, such as the flimsy sun visor mirror covers, which can snap off if the visor is closed while the mirror is open. The rearview mirror itself is another weak point, with reports of it becoming loose, rattling, or even delaminating in high heat, much like the infotainment screen, which can crack, develop a milky appearance, or begin delaminating over time.
- The infotainment system, while functional, is known to be a bit glitchy, with occasional Bluetooth dropouts. Fortunately, a software update usually resolves these issues, and if not, it may just be a case of replacing a faulty SD card. Apple CarPlay and Android Auto can also be retrofitted—check owner groups for guidance.
- Charging your phone via the USB input can be an exercise in patience, as the power output is barely sufficient to keep a device topped up. The interior materials, particularly the leather on the seats, aren’t of the highest quality, and seat bolsters, especially on the entry side, tend to wear quickly.
- 124-specific issues include the red 12 o’clock marker on the steering wheel, which is prone to fading in the sun, and the key fob, which is now discontinued in Australia. While an MX-5 key fob is physically identical and can unlock and start the car, it causes an immobiliser error, making it a headache to replace. This is why many used examples come with only one key.
Mechanically:
- Mechanically, the Abarth 124 Spider’s engine is generally reliable.
- However, some turbo issues have been reported, often stemming from oil starvation due to restricted oil supply lines, which can be exacerbated by poor servicing. While the official service interval may be longer, owners recommend changing the oil every 10,000 km or even every 5,000 km if driven hard.
- A particular quirk of this engine is that if it sits unused for several months, oil can drain from the MultiAir hydraulic unit (often referred to as “the brick”), affecting the valve train and preventing the engine from starting due to a lack of compression. There’s a specific procedure to bleed the system, which involves holding the throttle at 100% to disable the injectors while cranking. Owners’ groups and forums are invaluable for guidance on this, but either way, it’s a process reminiscent of priming the oil system in a classic sports car from the 1950s.
- The oil filter bung should be changed or at least cleaned every 50,000 km, and while the timing belt service interval is officially 120,000 km or five years, many owners prefer to play it safe and replace it every 100,000 km or four years—especially since water pump failures have been known to take out the belt prematurely.
- The cooling system, like many European cars, is prone to issues. Expansion tank and thermostat housing leaks are relatively common, but no more so than on other European vehicles.
Should you buy it?
Should you buy a 124 Spider? Well, that depends, how dedicated are you?
On paper, the Abarth 124 Spider should be the ultimate ND MX-5, with its sharper, more aggressive styling, a turbocharged engine delivering extra torque straight out of the box, and a more dialed-in driving experience thanks to the upgraded suspension and standard limited-slip differential. It takes everything people love about the MX-5 and spices it up with an Italian flair. But in reality, the ownership experience can be a different story. With parts becoming increasingly scarce, costs creeping into the realm of the absurd, and a powertrain that absolutely needs a meticulous maintenance history, the 124 Spider is a car that demands real commitment from its owner.
That said, if you’re the kind of person who genuinely appreciates what makes the 124 Spider special and you’re willing to put in the effort to find and properly maintain a well-cared-for example, then yes, absolutely, buy one. These cars are something truly unique, and they deserve to be preserved, enjoyed, and celebrated.
However, if you’re looking at a 124 Spider purely as a more affordable way into the roadster experience, it’s worth considering your options. For what you’d spend on a neglected or high-kilometre 124 Spider, you could get yourself an immaculate third-generation Mazda MX-5 (NC), a car that delivers just as much fun, arguably with fewer headaches and a far more sensible long-term financial outlook.
Should you buy a 124 Spider? Well, that depends, how dedicated are you?
On paper, the Abarth 124 Spider should be the ultimate ND MX-5, with its sharper, more aggressive styling, a turbocharged engine delivering extra torque straight out of the box, and a more dialed-in driving experience thanks to the upgraded suspension and standard limited-slip differential. It takes everything people love about the MX-5 and spices it up with an Italian flair. But in reality, the ownership experience can be a different story. With parts becoming increasingly scarce, costs creeping into the realm of the absurd, and a powertrain that absolutely needs a meticulous maintenance history, the 124 Spider is a car that demands real commitment from its owner.
That said, if you’re the kind of person who genuinely appreciates what makes the 124 Spider special and you’re willing to put in the effort to find and properly maintain a well-cared-for example, then yes, absolutely, buy one. These cars are something truly unique, and they deserve to be preserved, enjoyed, and celebrated.
However, if you’re looking at a 124 Spider purely as a more affordable way into the roadster experience, it’s worth considering your options. For what you’d spend on a neglected or high-kilometre 124 Spider, you could get yourself an immaculate third-generation Mazda MX-5 (NC), a car that delivers just as much fun, arguably with fewer headaches and a far more sensible long-term financial outlook.
Should you buy it?
Should you buy a 124 Spider? Well, that depends, how dedicated are you?
On paper, the Abarth 124 Spider should be the ultimate ND MX-5, with its sharper, more aggressive styling, a turbocharged engine delivering extra torque straight out of the box, and a more dialed-in driving experience thanks to the upgraded suspension and standard limited-slip differential. It takes everything people love about the MX-5 and spices it up with an Italian flair. But in reality, the ownership experience can be a different story. With parts becoming increasingly scarce, costs creeping into the realm of the absurd, and a powertrain that absolutely needs a meticulous maintenance history, the 124 Spider is a car that demands real commitment from its owner.
That said, if you’re the kind of person who genuinely appreciates what makes the 124 Spider special and you’re willing to put in the effort to find and properly maintain a well-cared-for example, then yes, absolutely, buy one. These cars are something truly unique, and they deserve to be preserved, enjoyed, and celebrated.
However, if you’re looking at a 124 Spider purely as a more affordable way into the roadster experience, it’s worth considering your options. For what you’d spend on a neglected or high-kilometre 124 Spider, you could get yourself an immaculate third-generation Mazda MX-5 (NC), a car that delivers just as much fun, arguably with fewer headaches and a far more sensible long-term financial outlook.
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Models, pricing & features
Tech specs
Body Styles
- 2 door Roadster
Engine Specs
- 1.4 litre, 4-cylinder turbo petrol, 125kW / 250Nm (All Models)
Transmission
- 6-speed Manual (Spider, Spider Launch Edition, Spider Monza Edition)
- 6-speed Sports Automatic (Spider, Spider Launch Edition, Spider Monza Edition)
Fuel Consumption
- 5.2 – 9.1 / 100km (Spider, Spider Monza Edition)
- 5.3 – 9.2 / 100km (Spider Launch Edition)
Length
- 4054mm (All Models)
Width
- 1740mm (All Models)
Height
- 1233mm (All Models)
Wheelbase
- 2310mm (All Models)
Kerb Weight
- Unknown kg (All Models)
Towing
- Not listed (All Models)
Ancap Ratings
- Not tested (All Models)
Body Styles
- 2 door Roadster
Engine Specs
- 1.4 litre, 4-cylinder turbo petrol, 125kW / 250Nm (All Models)
Transmission
- 6-speed Manual (Spider, Spider Launch Edition, Spider Monza Edition)
- 6-speed Sports Automatic (Spider, Spider Launch Edition, Spider Monza Edition)
Fuel Consumption
- 5.2 – 9.1 / 100km (Spider, Spider Monza Edition)
- 5.3 – 9.2 / 100km (Spider Launch Edition)
Length
- 4054mm (All Models)
Width
- 1740mm (All Models)
Height
- 1233mm (All Models)
Wheelbase
- 2310mm (All Models)
Kerb Weight
- Unknown kg (All Models)
Towing
- Not listed (All Models)
Ancap Ratings
- Not tested (All Models)
Body Styles
- 2 door Roadster
Engine Specs
- 1.4 litre, 4-cylinder turbo petrol, 125kW / 250Nm (All Models)
Transmission
- 6-speed Manual (Spider, Spider Launch Edition, Spider Monza Edition)
- 6-speed Sports Automatic (Spider, Spider Launch Edition, Spider Monza Edition)
Fuel Consumption
- 5.2 – 9.1 / 100km (Spider, Spider Monza Edition)
- 5.3 – 9.2 / 100km (Spider Launch Edition)
Length
- 4054mm (All Models)
Width
- 1740mm (All Models)
Height
- 1233mm (All Models)
Wheelbase
- 2310mm (All Models)
Kerb Weight
- Unknown kg (All Models)
Towing
- Not listed (All Models)
Ancap Ratings
- Not tested (All Models)
Warranty & servicing
Warranty
- 3 years / 150,000 km (All Models)
Servicing
- 15,000 km / 12 months (All Models)
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Disclaimer
Please note that pricing information is subject to fluctuations in the automotive market.
Information correct as of Mar 23, 2025.
The advice provided on this website is general advice only. It has been prepared without taking into account your objectives, financial situation or needs. Before acting on this advice, you should consider the appropriateness of the advice, having regard to your own objectives, financial situation and needs.
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