Officine Abarth

reckoner00 disse:
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Vale mesmo a pena ler o artigo. Muito bem escrito e completo.

É pena na condução ter chovido tanto.
Faltará conduzir em seco as "bestas".

Sobre o artigo:
Este é então o primeiro Abarth "mesmo Abarth" a sério, por toda a técnica e diferenciação incluídas.
Tem claro um grande contra! O preço.
Mas segundo o jornalista, o carro mais divertido de "Pilotar" dos pequenos (A e B).

Este tipo de proposta seria muito interessante de ver também em carros de segmentos acima e motores maiores, talvez 2 litros.
Talvez o conceito a executar num Giulietta GTA. Este com motor maior, talvez um 2000 ou um V6 maior.

Agora será tarde, mas um MiTo GTA que nunca veio para a rua, podia ser mais ou menos o que é o 695 Biposto, mas em vez de ser um 1.4 de 190cv ser um 1.75 de 250-260 cv. [br:)]
 
bg2 disse:
Muito bom artigo.

faltava claramente este grau de loucura á abarth.
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Mas muitoooooo cara!

Ainda não é uma loucura como o 1000 TCR 112cv, que apareceu em Portugal em 1970 salvo erro a 180 contos (um BMW 1600 custava 90 contos acho. Dou o exemplo por ser o dobro).

Estamos a falar destes dois carros:

Abarth1000TCR-FotoHistrica.jpg


1968_BMW_1600_For_Sale_Rear_0_resize.jpg


Para os dias de hoje seria algo equivalente a custar o preço de 2 BMW 420d.

Mas era o preço a pagar por um carro atmosférico a debitar 114 cv / litro, que nem o capot podia fechar!
 
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Boa leitura o texto do es.autoblog, onde existe uma forte tendência de apreciação do lado italiano da indústria. No entanto, devido a isso, é talvez o melhor sitio para ler testes aos produtos italianos (excepto quando são traduções do autoblog.com), dado que costumam ser mais extensos e com mais sumo que outros testes que efectuam. E apesar dos gostos italianos que reinam por lá, costumam dar apreciações bastante objectivas.

Relativamente ao Biposto, apesar de apreciar o exercício efectuado pela Abarth, 40 mil euros preço base, a subir para 70 mil com todas as opções incluidas, por muito especial que seja o produto final, é de loucos.
O facto de já terem lista de espera só revela que ainda existem tipos mais loucos do que a Abarth.[:D]
 
crash disse:
Boa leitura o texto do es.autoblog, onde existe uma forte tendência de apreciação do lado italiano da indústria. No entanto, devido a isso, é talvez o melhor sitio para ler testes aos produtos italianos (excepto quando são traduções do autoblog.com), dado que costumam ser mais extensos e com mais sumo que outros testes que efectuam. E apesar dos gostos italianos que reinam por lá, costumam dar apreciações bastante objectivas.

Relativamente ao Biposto, apesar de apreciar o exercício efectuado pela Abarth, 40 mil euros preço base, a subir para 70 mil com todas as opções incluidas, por muito especial que seja o produto final, é de loucos.
O facto de já terem lista de espera só revela que ainda existem tipos mais loucos do que a Abarth.[:D]
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prova que acertaram completamente no target do mercado.
 
[First Drive] - Abarth 695 Biposto - Top Gear
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Another fast Fiat 500?

Yes, we've seen the (deep breath) Abarth 500, esseesse, 595 and Tributo Ferrari, now meet the most extreme Fiat hot hatchback ever. This is the Abarth 695 Biposto.

Is it a full cage-and-carbon job, or just a few stickers?

Very much the former. Abarth's ambitious plan was to create that old chestnut: the road-going racecar. Specifically, this is pitched as a road-legal version of the 695 Assetto Corse track car, which has its own one-make series of stripped out Abarths in Europe, similar to Renault's Clio Cup.

That's a big claim.

The BiPosto drips with track-bred pedigree - but only if you're prepared to spend big. As standard, your £33k 695 Biposto gets the carbonfibre front apron, bigger rear diffuser and monstrous Akraprovic exhaust, plus the 18-inch Oz wheels, Brembo brakes, bespoke Goodyear tyres and slightly wider arches.

But if you want the carbon pack inside, you'll need to pay £3,700. The race pack, which gives a second telemetry readout in the middle of the dash where you never look, plus four-point harnesses, is £3,700. On the plus side, you get a helmet thrown in. For £2,990, you can have a '124 pack' which adds aluminium goodies like a featherweight bonnet. Polycarbonate windows? £1,775, ta.

And the headline act: the exposed linkage dog-ring equipped gearbox, which replaces the mushy five-speed manual? That's £8,500. Add that little lot onto the bonkers £32,955 starting price and you push your mega-Fiat out of Golf R territory and into the £50,000 realm of the Porsche Cayman GTS.

That's a very expensive car.

True, but Fiat isn't expecting to shift thousands. It's a halo model, more likely to appeal to the sort of enthusiast who also owns a GT3 RS and 458 Speciale than a regular hot hatch enthusiast looking to trade up from a Fiesta ST. The 695 looks very special outside, and offers a huge sense of occasion once you're strapped into the high-set bucket seat complete with four-point harness.

It'd better be fast.

And it is. By wringing the 1.4-litre turbo engine out to 187bhp, Abarth just about reached its target of a sub-6.0 second 0-62mph sprint. Adding ruthless lightness has helped: the bare cabin, exotic materials and absent back seats add up to a 997kg dry kerb weight.

A proper little racer then?

It flipping well is. We had the chance to drive the 695 on track immediately after a full-throttle passenger ride in an Abarth 500 rally car, and while the road car obviously requires more steering lock and hasn't quite got the damping sophistication of a competition car, it is much faster. Racing regulations mean the rally cars must top a minimum weight limit (no such hassle for the Biposto) and also suffer a restricted power output (two-nil to the street car).

If you're going to have a BiPosto (in matte grey only), you simply must spec the dogbox. It won't allow clutchless shifts, but the beautifully machined lever begs to be hammered through the gate with zero mechanical sympathy, sending a whacking great shunt through the car as the next cog pops home.

Quicker changes meant the dogbox-equipped Biposto was 7mph quicker down the back straight of our Italian test track than the regular manual car. Every new gear interrupts the turbo's hoarse roar with an authentic bang from the artillery barrels out back. It's a hoot.

The Brembo brakes will withstand several laps before starting to fade, and the car is brilliantly throttle-adjustable thanks to a super-lenient traction control system. But the steering feels typically Fiat-numb, and the mechanical front differential is more clumsy in its metering out of power than, say, a Golf GTI's. The greasy, cold conditions and TG's exuberant right foot might be partly to blame there.

Is it worth the money?

On any rational level, of course not. The 500 is an old car now, and paying over fifty grand for a quick one is lunacy, especially as it'll be intolerable on the road unless your dedication to motorsport credentials verges on the sadomasochistic. A regular Abarth 500 at £14,500 makes much more sense in the UK, and even that has a particularly unyielding ride on dodgy roads.


But then, since when has any lightweight car which forces you to pay more for less ever made empirical sense? On paper, the 695 looks like madness, but in on the metal, it looks downright evil, and on track, it is a mischievous, exhilarating but ultimately forgiving little scamp. For having the vision to conceive it, and the conviction to build and sell it, Abarth, we salute you.
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A cereja no topo do bolo é a possibilidade de afinação da suspensão!

O capricho é à caixa com autoblocante da "Bacci Romano" [:cool:]
Como eles dizem no texto, as pessoas devem ponderar se querem mesmo esta caixa. Não é para todos.

Dos "extras" realmente a caixa 10.000 € é o extra que nem é caro.
Isto porque eles pedem de tabela 11.600 € por caixas de 6 com autoblocante, até para Unos Turbo antigos.

Bacci Romano Trasmissioni Meccaniche

Fiat - Fiat 500 Abarth - Auto moderne - Bacci Romano Trasmissioni Meccaniche

Uma solução para carros mais normais é meter um autoblocante.
Esta casa pede 1566 €
Fiat - Fiat 500 Abarth - Auto moderne - Bacci Romano Trasmissioni Meccaniche

A Quaife costuma pedir 615 £ (770 €).
http://quaife.co.uk/downloads/Quaife-Catalogue2014.pdf
 
Tenho adorado tudo o que tem saído com o logótipo do escorpião desde 2007, sempre com preferência pelo Punto mas com o passar do tempo e as versões 595 e 695 estou completamente conquistado, se olhar para o Biposto então! Se tivesse os 70k € encomendava um!
 
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[Teste] - Abarth 695 Biposto - Autocar

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Hardcore new Abarth halo model delivers searing performance on track but feels rather compromised on the road


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What is it?

The fastest and most powerful of the extended range of the modern-day Abarth models yet – the feisty new 695 Biposto.

Revealed at the Geneva motor show last March, the pumped-up three-door hatchback is being pitched as an entry-level track day car. And with a raft of performance-enhancing developments taken from the Assetto Corse race car, it promises a truly hardcore driving experience.

Created to celebrate the 50th anniversary of the iconic Abarth 695, the stripped-out two-seat Biposto will head to the UK in right-hand-drive guise from early 2015, with a starting price more than double that of the standard Abarth 500 at an eye-watering £32,990.

Power hails from a heavily reworked version of Fiat’s 1.4-litre T-Jet petrol engine. Drawing on developments brought to competition versions of the Abarth 500, it receives a new Garrett turbo, larger intercooler and Akrapovic exhaust system.

The EU6-compliant unit delivers 187bhp at 5000rpm, endowing the 695 Biposto with 54bhp more than the standard Abarth 500. It drives the front wheels, with buyers able to choose between a standard six-speed manual, which operates in combination with an electronically controlled differential lock, or an optional race-bred five-speed dog ring gearbox from the Abarth 500 Assetto Corse racer, which is mated to a mechanical limited-slip differential.

Maximum torque varies according to the gearbox; with the standard six-speed manual there is a nominal 184lb ft, while the five-speed dog ring gearbox gets a stronger 199lb ft – both developed at 3000rpm in sport mode.

At just 997kg, the Abarth 695 Biposto tips the scales 233kg under the Citroen DS3 Racing. This endows it with a power-to-weight ratio of 188bhp per tonne, giving the Biposto a 25bhp-per-tonne advantage over the most powerful DS3.

The standard Abarth’s MacPherson strut and torsion beam suspension has been comprehensively reworked to cope with the added reserves. Included are significantly firmer springs, adjustable front dampers and more resilient bushings. As well as being adjustable for ride height within a 20mm window, the suspension also allows the front rebound rates to be altered.

An additional 5mm of offset either side has also brought about a 10mm increase in track width, both front and rear. The 18-inch OZ wheels come shod with 215/35 Goodyear Eagle F1 tyres. The brakes have also been revised, with 305mm Brembo discs and four-pot calipers up front and 240m discs with single-pot calipers at the rear. It is the same set-up used on the Tributo 695 Ferrari.

What is it like?

Abarth’s new performance hero is an aggressive looking machine – more so in the metal than in pictures. Its appearance builds on the look of the Tributo 695 Ferrari with new carbon-fibre inserts for the lower section of the front bumper, side sills and substantial rear diffuser – the latter of which is described as being fully functional at speed rather than just for show.

Further styling changes include body-coloured cladding within the wheel arches, carbonfibre door mirror housings, a prominent spoiler mounted within the upper section of the tailgate and a pair of industrial-grade chrome tailpipes. As part of an extensive range of options, buyers can also specify the 695 Biposto with a unique aluminium bonnet and plexiglass windows.

Step inside and you discover a stark-looking interior that has been pared back in a weight-saving program that has netted a 38kg saving in kerb weight over the standard Abarth 500. Gone are the rear seats, standard door inserts, air conditioning unit, radio system and a good deal of the sound deadening material.

As with the exterior, polished carbonfibre abounds throughout. Abarth has also given the 695 Biposto new pedals, tread plates and a sturdy strut brace across the rear of the cabin – all fashioned from titanium. The clear highlight, though, is the aluminium mechanism of the optional dog ring gearbox.

The deep shell-style racing seats offer plenty of lateral support but are mounted rather high due to a decision to provide them with manual longitudinal adjustment instead of mounting them directly to the floor. Tick the right option boxes and you also receive proper four point harnesses, an FIA-approved fire extinguisher and a comprehensive data logger.

A turn of the key and press of the starter button unleashes a rorty blare from the oversized tailpipes. First gear engages with an audible metallic clack as the ratio is engaged. The 695 Biposto pulls off cleanly with impressive flexibility at the lower end of the rev range. However, its engine needs some coaxing with your right foot before it really begins to provide the sort of shove you expect of a car flaunting serious track pretensions.

Once you’ve got it percolating beyond around 3000rpm, there is a clear lift in performance as the turbocharger spools up with full force. Keep it pegged and the Biposto operates with real fervour and conviction, hauling to the 6500rpm redline with great enthusiasm and a wonderfully raspy exhaust note.

abarth-695-023.jpg


More than the engine, though, it is the optional open-gate race gearbox that really moulds the new car’s on-track character. Endowed with a tall shift lever perfectly positioned a hand's width away from the steering wheel, it channels the engine's reserves with fabulous speed, making the five-speed unit the clear choice for anyone who intends using the new Abarth for track duties.

The Biposto is claimed to hit 62mph in just 5.9sec, or a full two seconds faster than the standard Abarth 500, in dry conditions. Given the responsive nature of its engine and low kerb weight, this feels about right. However, we do have some reservations about its ability to successfully get the power down and stave off wheelspin away from the line in the wet.

On a smooth surface, the 695 Biposto boasts the sort of handling composure you expect of a car produced with track work in mind, offering reasonably sharp turn-in, impressive body control and fabulous structural solidity. Its racing genes are evident in the determined way it changes direction, resists lean and can be made to attack kerbs around a circuit.

The electro-mechanical steering is weighty and imparts a direct feel in Sport mode, although it sometimes feels artificially springy returning to centre and with all that power going to the front wheels it is often corrupted by a sudden tug of torque steer when you stamp on the throttle at the exit to corners.

At the limit, the 695 Biposto is very sensitive to throttle inputs – at least in the wet. Get on the power too early and understeer builds; lift off suddenly and, without an anticipatory correction of your line, the back end will swing around in no time at all. You need a smooth driving style to extract the best from the chassis, feeding in throttle slowly and then easing off on the entry to corners.
The standard suspension is also very stiff. On public roads you feel every little surface imperfection. This in itself is no criticism. No one expects a car like this to offer real comfort. But on badly pitted roads it can spoil the fun; one brief lapse in concentration and you’re thrown off line with such intensity at speed that it takes a dab hand to ensure you don’t end up in the scenery.

Should I buy one?

Abarth’s brand manager, Marco Magnanini, enthusiastically describes the 695 Biposto as “madness”. It is a description that many are likely to suggest applies to its £32,990 price tag, too. Worse still, the party-piece gearbox is an £8500 option, and if you add extras like the race harnesses, polycarbonate windows, carbonfibre dash bits and an aluminium bonnet, you're looking at a £50,000 Fiat 500.

Still, as Abarth's 2014 sales attest, there are plenty of potential customers willing to stump up substantial sums for the company’s latest products. And, if form holds true, this latest take on the modern-day 500 will be no different for well heeled customers with money to burn.

While there is plenty to recommend the 695 Biposto as a track car, its everyday appeal is rather limited – not least by its firm ride, which spoils its otherwise convincing dynamic ability on public roads. If we were going to spend over £30k on a track toy, there are a stack of Caterhams we'd choose ahead of this.


Abarth 695 Biposto

Price £32,990; Top speed 143mph; 0-62mph 5.9sec; Economy 45.6mpg (combined); CO2 145g/km; Kerb weight 997kg; Engine 4 cyls, 1368cc, turbo, petrol; Power 187bhp at 5500rpm; Torque 199lb ft at 3000rpm;Gearbox 5-spd dog ring
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reckoner00 disse:
[Teste] - Abarth 695 Biposto - Autocar

3_estrelas.jpg

Hardcore new Abarth halo model delivers searing performance on track but feels rather compromised on the road


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Clique para expandir...

Esta análise não concordo muito e explico.
Mesmo situada no UK com preços de carros que não são castigados como aqui por cilindrada e onde um Porsche é barato.
Um Biposto acaba por ter o preço de um Porsche.

Esta questão das estrelas é discutível, se calhar o carro a ver o preço não merece mais do que 1 estrela, quando sem isso é um carro de 4,5 estrelas.
Dão 3 estrelas. Sem ler, pode levar a pensar que é suficiente apenas, quando dinamicamente é bicho!

Se analisarmos que pelo que custa o Biposto perde para Porsches, Lotus, até ALFA 4C, o Biposto não faz sentido.
O Biposto faz sentido como uma oferta única (ou quase) de um pequeno desportivo FWD.

Claro que como eu já escrevi, com um preço muito elevado.
No entanto o user BG2 acertou na mouche: a Abarth teve uma excelente ideia e já esgotou.
Por ser tão caro e por parecer uma "estupidez" tão grande gastar tanto dinheiro num carro com 1.4 apenas, acaba por ser um capricho, um desejo.

Isto para além da existência desta versão elevar o património genético deste modelo, já tão rico e prestigiado.

Mas como também já disse, o 1000 TCR de 1970 ainda seria relativamente mais caro!
Daria para 2 BMW 1600 na altura, talvez para um Mercedes E. (Não tenho certeza).

E apesar de ter 4-5 lugares e não 2, nem o capot fechava! [:D]
 
isto não é carro para fazer volume, e tem um comprador muito muito especifico.

dado que a produção é pequena é normal que venda bem.

é um Halo car, um carro de troféu com matriculas.

(aliás se a ideia for fazer barato, um 500 de troféu usado faz quase o mesmo efeito)
 
Bravo2011 disse:
Eu sei, mas no meu caso seria full extras.

[;)]

É que a sonhar, sonhasse em grande!
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Nem sei que preço pedem por isso, mas os "plásticos" das portas por exemplo (e o traseiro tb, não?) fazem-se cá fora por 500 paus máximo e fica igual... Agora de facto o carro é brutal, para mim muito mais do que um track day car, isso são os normais. Este devia ir mesmo direitinho para um troféu. 70k€ realmente é um exagero, mas quanto é que custa um polo de rali por ex (mesmo em gr N)? Não é menos... este carro está nesse nível, sai direito do Stand para a PEC ou para a pista.
 
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