Rally test: Abarth 124 Rally driven

The most intriguing occupants of the wheel's boss are two small rotary knobs labelled ALB and TC. The former controls the sensitivity of the throttle over five positions, delivering a gently measured response at one end to suit gravel, snow and other low-friction surfaces, with the other extreme triggering instant reactions appropriate for hot sticky tyres on hot sticky tarmac. 

Traction control (TC) provides just that, its effectiveness heightened by a mechanical limited-slip differential. There are five settings here, too, each allowing the 124 Rally to drift further out of shape, the final click providing no interventions at all. “It’s not very different from a road car in terms of the parameters it measures,” says Consalvo, “but it needs to be quick, aggressive and work in the hands of a driver with considerable experience.” It also allows the rear end to slide more in the lower gears. If that’s not enough for a graceful slide around a hairpin, there’s always the huge vertical rod between the seats: the fly-off handbrake. 

Before the drive comes the ride, allowing some chance to memorise a stage notable for a surprising number of very similar tight 180deg turns, some long sweepers, a yump and the bit where Fiorio lofts the car's passenger side skywards. He demonstrates the effects of those rotary knobs, deftly deploys the handbrake and shows breathtakingly little respect for the road’s edge and the Abarth’s flanks, assaulting undergrowth and cutting over deep gullies that have you wincing for the impact. Strangely, we feel barely more than a tremor. 

The same can’t be said of my heart rate as I’m strapped into the deep-walled Sabelt race seat and waved off. The engine sounds promisingly rorty (once I’ve restarted it after a beginner’s stall), gathering revs at a rate that soon has the limiter hit, despite the lines of fast-illuminating LEDs and the mildest throttle map. Whines, road noise and rort provide exciting distraction, as does the disorienting sameyness of the stage. 

But learning car and circuit are fast-tracked by the Abarth’s forgiving demeanour, its modest size and the ease of seeing through a windscreen that’s more vertical than is common these days. You sitting relatively low not only improves the car's centre of gravity but also puts you in closer touch with what’s happening beneath – highly desirable when travelling flat out on shifting surfaces. 

But the Abarth’s light, obedient and forgiving chassis makes it easy to up your pace – enough, I later discover, to get air on Fiorio’s hard- charged bend. It changes direction instantly, naturally and without 
any threatening edge, underlining Fiorio’s claim that the Rally’s ideal weight distribution "eliminates understeer”. Just as amazing is
its ride, which absorbs big bumps without turmoil. Firmly progressive brakes, the big paddle shifts, the powertrain’s zest and the Abarth’s sheer wieldiness make for stellar entertainment while you work to get the best from it. This 124 Rally is doubtless a lot easier to drive than many rally cars, but it’s not so easy that it doesn’t require addictive practice to get it dancing effectively. 

Configured to compete in the 
FIA R-GT class, it’s also intended 
to “ignite the passion of a new generation as well as old-fashioned rally lovers,” says Consalvo. The two-seat, two-wheel-drive R-GT class was introduced in 2011 but the limited-to-non-existent take-up was boosted by the FIA R-GT Cup in 2015, won by François Delacour in a Porsche 997 GT3. The class was dormant for 2016, but Abarth revived it for 2017. 

There have been only four teams contesting the R-GT class this year, all in Abarth 124 Rallys, which may seem a poor endorsement. But this is a much lower-budget venture, both for Abarth and any rally driver keen to experience a well-developed and hugely entertaining car for a fraction of the stratospheric price of a WRC machine and attendant team. The fact that we saw a line of around eight 124 Rallys under preparation for next season suggests a series that’s shortly to liven up. Consalvo hopes for competition from rivals, too.