go directly to: engine fuel & emissions oil coolant automatic trans manual trans differential electrical & fuses lights suspension Wipers air conditioning steering brakes & safety WHEELS, RIMS AND TIRES tpms Tire Notes dimensions & weights Accommodations & Seats
paint OBD2 Diagnostics Key Fob Ignition start/stop switch
Technical Service Bulletins body & chassis cmu apps & settings recalls cluster warnings/indicators comments
North American market specific – some specs may differ in other markets
[ 124 RALLY specs are listed separately here ]
124 SPIDER ~ GENERAL INFORMATION
Platform: MAZDA/FCA joint partnership was established to share costs developing the 4ᵗʰ generation of N-platform roadsters (in both LHD and RHD configurations), since they were considered to be low-volume niche vehicles for both brands:
ND: 4ᵗʰ generation MAZDA MX-5 introduced for model year (MY) 2016 (one year earlier than the 124 Spider*), and still in production.
NF: FIAT and ABARTH iterations of 124 Spiders produced for MY 2017 through 2020; (in Europe, last MY was 2019, since the 1.4 L MultiAir engine was no longer capable of meeting newly-mandated stricter WLPT emissions regulations).
Assembly Plant: Hiroshima, Japan (MAZDA’s same plant that produces the ND MX-5); Note: ABARTHs with the “Heritage stripe” option, were first shipped to either Turin, Italy or Detroit, Michigan for that additional custom paint application, before continuing on to their final destination.
FIAT vs ABARTH:
ABARTH is a subsidiary of FIAT (technically now FCA Italy SpA) that focuses on the production of performance vehicles for race and road. FIAT produces the “base” versions of the vehicles upon which ABARTH versions are based. Note: In North America, since no dealer network existed for the ABARTH brand, they were marketed as a third “performance” trim level of the FIAT brand instead.
Drivetrain: Front-midship engine, rear wheel drive (RWD)
Performance:
Zero to 60 mph: 6.8 seconds
60 mph to Zero (Braking with standard wheels / tires / brakes):
→ →♦ Classica – 113 ft.
→ →♦ Lusso – 110 ft.
→ →♦ ABARTH – 104 ft.
Quarter Mile: 14.9 sec. @ 93.2 mph
Top Speed: 138 mph (144 mph for ABARTHs)
Drag Coefficient (Cd): 0.35 all models
Center of Gravity: 15.16 in. (38.5 cm)
Reliability:
Because the engine was improved upon during Dodge Dart production (2013-2016), the proven manual trans from the third generation (NC) of the MAZDA MX-5 was retained, and the rest of the vehicle was improved/proven by MAZDA during the MX-5 ND’s first year of production (2015; MY 2016), the 124 Spider’s overall reliability has proven to be excellent – the manual transmission models arguably surpassing the ND’s!
Safety Rating: 5 out of 5 stars (ANCAP)
Introduction Dates (MY = Model Year):
→ →FIAT 124 SPIDER – Classica, Lusso: Summer 2016, as MY 2017
→ →FIAT 124 SPIDER – Abarth: Fall 2016 (North America), as MY 2017
→ →ABARTH 124 SPIDER: Summer 2016 (except North America),
→ →→ →→ →→ →→ →→ →→ →→ →as MY 2017
→ →ABARTH 124 SPIDER TURISMO: Fall 2016 (Europe), as MY 2017
→ →ABARTH 124 RALLY: Fall 2016 (Europe); click here for RALLY specs
→ →ABARTH 124 GT: Spring 2018 (Europe); click here for GT article
→ →ABARTH 124 RALLY TRIBUTE: Spring 2019 (Europe); click here for
→ →→ →→ →→ →→ →→ →→ →→ →RALLY TRIBUTE article
Total Sales by region (45,000+):
→ →♦ United States: 15,778
→ →♦ Europe: 23,978
→ →♦ Japan: ≅ 3,000
→ →♦ Canada: 1,565
→ →♦ Australia: ≅ 690
→ →♦ elsewhere: ??
Sales by MY (source):
→ →♦ 2016 : 3,717 (Europe); 2,475 (United States); 258 (Canada)
→ →♦ 2017 : 7,831 (Europe); 4,478 (United States); 601 (Canada)
→ →♦ 2018 : 7,637 (Europe); 3,515 (United States); 284 (Canada)
→ →♦ 2019 : 4,717 (Europe); 2,644 (United States); 205 (Canada)
→ →♦ 2020 : 76 (Europe); 1,711 (United States); 165 (Canada)
→ →♦ 2021 : 0 (Europe); 955 (United States); 52 (Canada)
FIAT 124 Spider 2017 Owner’s Manual (Canada): pdf
FIAT 124 Spider 2018 Owner’s Manual (U.S.): pdf
ABARTH 124 Spider 2018 Owner’s Manual (Canada): pdf
FIAT 124 Spider 2019 Owner’s Manual (Canada): pdf
ABARTH 124 Spider 2019 Owner’s Manual (Canada): pdf
FIAT 124 Spider 2020 Owner’s Manual (Canada): pdf
FIAT 124 Spider Service Manual on USB: MOPAR Tech Authority 81-270-20084-SUSB (see note)
FIAT 124 Spider Wiring Diagrams on USB: MOPAR Tech Authority 81-270-17084-WUSB
Other Online References: 2016 MAZDA MX-5 manuals, FIAT 124 Spider Parts Catalog
Scheduled Service Plan (from FIAT Service Manual; this is what the “Scheduled Maintenance” function in the Maintenance App is referring to): Scheduled Service Plan
EPA Vehicle Class: Two-seater
Warranty (U.S.): First 4 years / 50,000 miles (whichever first occurs)
Emission Control Components Warranty (U.S.): Per Federal law, the ECM, OBDII and catalytic converter are covered for the first 8 years / 80,000 miles (whichever first occurs)
Vehicle Identification Number (VIN) Locations (LHD & RHD; also known as Chassis # outside of North America):
→ →♦ for some markets (including North America), B-pillar VIN placard, adjacent to the striker plate for the driver’s door latch
→ →♦ for most markets, etched on a plate affixed to the cowl panel and easily seen through the lower windshield adjacent to the left wiper blade
→ →♦ stamped into the floor under the right-side carpeting – accessible by opening a black plastic flap (may be hidden by a floor mat)
→ →♦ for some markets (including Europe), mandated tamper-proof stickers with the chassis number are affixed inconspicuously to select major body panels
“A Brief History of the Classic and Modern Fiat 124 Spider” video produced by Tazilon
Print your vehicle’s build sheet: Enter your full VIN # here, or right-click the following, paste in in your browser’s address bar, and add your full VIN to the end (without brackets):
http://www.chrysler.com/hostd/windowsticker/getWindowStickerPdf.do?vin=%20<AddYourFullVIN>
* Typical first-year build quality issues were resolved in 2015 during the MY 2016 MX-5 production, leading to an uneventful Summer 2016 launch (in regards to build quality issues) of 124 Spiders. The resolved issues included convertible top inner cloth and/or tension bands separating, low refrigerant leak from a poor-quality o-ring groove on the cooler pipe (high pressure side) at the expansion valve, and issues with the infotainment system version 55 firmware, including ⚫ Navigation or other screens freeze or reboot ⚫ Issues with Pandora Radio ⚫ USB device fails to start playing, resume or display music information ⚫ BT audio device fails when starting to play, resume or connect.
124 SPIDER ~ BODY & CHASSIS
Layout: Monocoque unibody platform ⇑ is designed to accommodate:
→ →♦ both LHD and RHD configurations, and the unique engines & body panels for either the 124 Spider or the MX-5
→ →♦ RWD powertrain assembly featuring power plant frame (PPF)
→ →♦ front and rear suspension sub-frames
Aluminum body panels ⇒: Hood, front quarter panels, and decklid (for both the 124 Spider and the MX-5)
Other aluminum components ⇒ (for both the 124 Spider and the MX-5): front bumper reinforcement, chassis tunnel braces, power plant frame (PPF), differential casing, roll bar, rear bulkhead panel, rear bumper reinforcement, interior access panel, roof frame & header panel, wiring loom, front wishbones, belly pan, and wheel uprights. Also, the luggage rack (OEM with FIAT 124 “America” only; otherwise optional MOPAR # 52060660).
Chassis construction: High-tensile strength steel
Steel body panels: Doors, rear quarter panels, narrow panel just ahead of decklid (for both the 124 Spider and the MX-5)
Soft-top well drains/ Door drains: Don’t forget to keep the soft-top well drain filters, as well as the door weep holes in working order.
Magnetic CB antenna capability: yes, on horizontal surface of either rear quarter panel (non-existent on ND MX-5)
Windshield: OEM “Lamipane” windshields (for both the 124 Spider and the MX-5), are all manufactured in Osaka, Japan by Nippon Sheet Glass (NSG)/Pilkington. See my article for replacement details
Window tinting notes: article
Heated glass/side mirrors: although all models have a heated rear window (defrost), heated side mirrors are optional (Lusso), but since the wiring, switch and fuse already exists, you can purchase parts and install (see forum articles 1 and 2)
Carbon Fiber composite: Removable hardtop roof (OEM with ABARTH 124 GT only)
Hardtop Mounting Tab Covers: From the owner’s manual for the GT Hardtop kit, I’ve put together an illustration that shows how the cover plates adjacent to the trunk lid are attached/removed/installed ⇓
Trim fasteners: nylon push-type retainers used throughout vehicle and nylon clips for door trim panels
Front Tow Hook Cover (replacements):
→ →♦ Classica & Lusso: MOPAR # 68333157AA
→ →♦ ABARTH: MOPAR # 6KF49TZZAA
Front Tow Hook (Steel) ⇒: MOPAR # 68315340AA; should normally be found with tire-repair kit in trunk; fits either front or rear location (the shorter rear tow eye is usually recycled, but the occasional dealer tossed that in the trunk too)
Lifting Locations (with hoist or low-profile jack and slotted jack pad); more details
⚫ red = jack locations with slotted pad ⚫ light blue = 2-post hoist lift with arms ⚫ dark blue = jack stands (either front or rear), after lifting with jack **ameridan**
124 SPIDER ~ IGNITION START/STOP SWITCH
Ignition Switch ⇒: MOPAR # 68314297AA
Instructions (need key fob within operational range):
Ignition Push Button Switch without pushing clutch pedal (MT) or brake pedal (AT):
Each time the keyless ignition START/STOP button is pushed, the ignition cycles in the order of OFF, ACC, ON, and back to OFF mode, without the engine ever starting.
Ignition Push Button Switch while pushing clutch pedal (MT) or brake pedal (AT):
Each time the keyless ignition START/STOP button is pushed, the engine cycles in START or OFF mode.
Instructions, if key fob battery is dead (or if room fuse is not in place): Starting the car by pushing the “Start/Stop” button by pressing it with the fob (rather than your finger), is how the cars are moved around in “transport mode”, before the room fuse has been installed. There is a RFID chip in the fob that can be detected by the switch, and if the code is correct, will allow the engine to be started. Keep that in mind in case someone has been working around the fuse panel under the hood and your car can’t detect the key.
124 SPIDER ~ ENGINE SPECS, REQUIREMENTS & CAPACITIES:
go directly to:
fuel & emissions oil cooling/coolant
Note: The Engine Control Module is the one non-Mazda module not shared with the Miata, is produced for FIAT by Delphi in several regional iterations, and is most commonly referred to as the ECM.
Engine: Our FIAT/Alfa Romeo 1.4 Liter, 16-valve, turbocharged, Multi-Air*, in-line four-cylinder (I-4) with multi-point fuel injection (MPFI) and variable valve timing (VVT) engines were all robot assembled & shipped from Termoli, Italy (not at Dundee, Michigan). It’s a good thing the engine block was first used in the Alfa Romeo Mito <2008-2016>, FIAT Punto <2007-2014> and Dodge Dart <2013-2016> (all FWD cars), as additional oiling channels were added in the walls of the #2 and #3 cylinders in 2014, to resolve forced-induction lubrication issues. The RWD 124 Spider is the first (and only) longitudinal installation application of this engine, requiring additional changes to the manifolds, oil pan + dipstick, vacuum pump, timing cover, intercooler, mounts, and engine cover.
Displacement: 83.48 cu. in. (1,368 cc)
Bore x Stroke: 2.835 in. x 3.307 in. (72.0 mm x 84.0 mm)
Bore-Stroke Ratio: 0.86:1
Cylinder Firing Order: 1 • 3 • 4 • 2 (# 1 is closest to the radiator, @ timing belt end of engine)
Timing Belt, Tensioner & Water Pump Kit: Mopar # 68466921AA ⇑
Timing Belt (EPDM serpentine) Change Interval: 150,000 miles (240,000 km) or 15 years (whichever comes first); source ⇓ (European manual shows 120,000 km in error)
Pete124 suggested: A potentially useful trick to avoid using special tools normally required for this belt change to lock the cam/crank (and subsequent TDC sensor calibration for the ECM by re-initializing via a “phonic wheel learning procedure”) is to slice the old belt in half longitudinally while still in place and remove the outer half. Slide the new belt on to the exposed cogs then cut the old belt away and push the new belt fully home (this means the water pump isn’t getting replaced though). Thoughts?
Accessory Drive Belt Change Interval: 80,000 miles (128,000 km)) or 8 years (whichever comes first); if driven in dusty areas, change sooner
Intake Valve System: Instantaneous, fully variable intake valve lift and timing control of the 8 intake valves by belt-driven, Multi-Air* hydraulic actuator “brick”, replacing the overhead camshaft used in the T-jet version of this engine
Intake Valve Lobe Lift (max): 0.370 in. (9.3 mm)
Exhaust Valve System: Single overhead camshaft that operates the 8 exhaust valves directly through inverted bucket tappets
Exhaust Valve Lobe Lift: 0.295 in. (7.5 mm)
Construction: Aluminum-alloy head and bed-plate; cast-iron block (details)
Compression Ratio: 9.8:1
Weight-to-Power Ratio: 15.2 lb./HP (vs 15.0 lb./HP for the MX-5)
RPM Limiter: ECM limits max. to 6,250 rpm (and 3,000 rpm, if AT is in Park/Neutral)
“Too-Cold” Disable: Pre-start clicking noises? Relays triggered by ECU logic based on ambient (and oil) temperatures that enable the starter only if the temperature is above -22° F (-30° C); If you’d like to increase the cold-start range to -34°F, I suggest you consider adding a block heater (details)
Air Filter Change Interval: 30,000 miles (48,000 km) or 3 years (whichever comes first); if driven in dusty areas, inspect at every oil change, and change sooner, as warranted; source
Air Filter: MOPAR # 68335718AA is the specified replacement, however note that MAZDA installs as OEM, their PEES-13-3A0 filter (same as in the ND MX-5); equivalent substitutions can also be used, like WIX WA10424; for additional replacement guidance: Pictorial air filter change ♦ Air filter change video
Spark Plugs (4): NGK SIKR9A7 Laser Iridium mfd. with a generic 0.027 – 0.028 in. pre-gap (the more expensive MOPAR # SP070507AC and FIAT RICAMBI # 55244561 are the same plugs); a close “unofficial” alternative in U.K. (if unable to obtain spec plugs) is NHK DCPR9EIX (mfd. with a 0.032 in. pre-gap though).
→ →Note: The plug gap needs to be set ⇓ before installing!
Spark Plug Gap Spec: 0.023 – 0.027 in. (0.6 – 0.7 mm) per FIAT Service Manual, however Eurocompulsion recommends 0.023 – 0.024 in. especially for hi-perf. tunes, to prevent misfires at high revs. (in fact, the plugs they sell have been set to 0.023″ prior to shipping 😉 )
→ →♦ For those that don’t monitor the gap, it is highly recommended that you set the gap to 0.023 – 0.024 in., so that it is unlikely to later deteriorate outside spec range.
→ →♦ Avoid contact with the iridium center electrode as much as possible!
Spark Plug Change Interval: Although this is normally a 100K mile plug, FIAT recommends replacement at 30,000 miles (48,000 km) or 3 years (whichever comes first); source (actual real-life experience points to ≈ 25,000 miles, regardless of age)
Spark Plug Socket: 5⁄8 in. (need to remove cover and remove ignition coil packs first)
Spark Plug Torque: 13.5 ft.•lb. (18 N•m) per the manual; Note: oil and compression can slip by the spark plug threads, if the crush washer isn’t properly compressed. Tork Motorsports insists that a proper torque should be 21 ft.•lb. (28 N•m) to nullify this from occurring.
Ignition Coil Packs (4): MOPAR # 68320163AA are OEM;
Notes: helpful video; Bosch # 0221504715 are good OEM alternatives; coil wiring diagram; procedure for replacing coil pack connector because of broken locking tab.
Wrench size for Ignition Coil Pack Mounting Bolts: 10 mm
Ignition Coil Pack Mounting Bolts Torque: 6.6 ft.•lb. (9 N•m)
Engine Mounts: Although the lower mount “perches” have a Mazda logo on the casting, do not order these parts from Mazda; details
Engine exchange note (thanks Calehedron): an engine mated to an automatic has a bell housing plate, vs. a 2-piece thin cover assembly and flywheel/clutch, when mated to a manual.
Re-calibrate Throttle (required after any ECM alterations):
→ →♦ Ignition ON (not ACC; more)
→ →♦ Press accel pedal to the floor 5X (within 10 seconds)
→ →♦ Ignition OFF (for another 10 seconds)
Turbocharger:
→ →♦ MOPAR # 4892938AE
→ →♦ Garrett GT 1446 (much more robust than the IHI RHF3 turbo in the T-jet engine)
→ →♦ Maximum Boost: @ 230,000 RPM; ECM limits max. boost to 22 psi / 2.49 bar; (great article on FIAT boost control)
Turbo Diverter (Surge) Valve: MOPAR # 4892991AA
Allen Wrench size for Diverter Valve Mounting Bolts: 5 mm
Turbo Waste Gate Solenoid: MOPAR # 4627297AB
Power, a.k.a. horsepower (HP):
→ →♦ Classica & Lusso: (SAE) 160 HP (119 kW) @ 5,500 rpm
→ →♦ ABARTH: (SAE) 164 HP (122 kW) @ 5,500 rpm
Notes: ABARTH’s extra 4 HP is a result of less exhaust resistance because of both the larger diameter exhaust crossover pipe, and the lack of a resonator in the mid-pipe; European engines are not tuned differently – the reason that Europe HP are stated differently is simply because instead of using SAE HP units, they use metric HP.
Torque:
Classica, Lusso & ABARTH (normal mode):
→ →♦ 169 lb.•ft. (230 N•m) @ 2,500 rpm
→ →♦ 184 lb.•ft. (250 N•m) @ 3,200 rpm
ABARTH (sport mode): 184 lb.•ft. (250 N•m) @ 2,500 rpm
Fuel & Emissions:
Fuel System: Sequential, multi-point, return-less, electronically controlled fuel injection
Fuel Grade Usage:
→ →♦ 87 octane acceptable
→ →♦ 91 octane recommended, especially for temps > 85°F
→ →♦ Note: Hi-perf. tunes mandate using 91 octane
Fuel Tank Capacity: 11.9 U.S. gallons (45 liters)
Fuel Pump Pressure: Regulated @ 58 PSI
Fuel Injectors (4): MOPAR # 4627652AB (Alfa Romeo # 55241175) are OEM; flow rate @ OEM pressure: 38.46 lbs/hr (404 cc/min); USCAR connectors; Bosch # 0 280 158 300 (thanks Calehedron)
Air Oil Separator (AOS) Servicing Interval (also PCV Valve): 30,000 miles (48,000 km) or 3 years (whichever comes first); sooner if:
→ →♦ an “oil leak” around cylinders #3 or #4 is suspected
→ →♦ 10,000 miles (16,000 km) for “severe” driving, which includes frequent short trips, driving in hot weather, stop-and-go traffic, track use, and driving through mountainous passes.
→ →
Note: nice video showing how to clean and re-use the AOS, rather than replacing with new, however the PCV valve should be replaced with new.
PCV Valve: MOPAR # 4893073AA (or equivalent, such as Duralast PCV1010DL). Mopar will claim this part isn’t compatible, wanting you to buy a new AOS instead.
Oil Catch Can(s): If you are considering installing catch can(s) to reduce the amount of oil found in your air filter (potentially entering the turbo air intake and/or throttle body), first try simply replacing the PCV valve. Some helpful tips can be found in this forum thread (summarized in my markup of 17221′s photo ⇑ (or if you’re considering a dual catch setup, illustration).
Emission Controls: 3-way catalytic converter, heated oxygen sensors, and no EGR valves – thanks to the precision of Multi-Air* control of intake valves, resulting in CO² emissions of .66 lb./mile.
Oxygen (O²) Sensors: Upstream (#1) MOPAR # 68235253AB; Downstream (#2) MOPAR # 68235254AB; recommended special offset 22 mm socket to prevent damage to wiring, and accessibility.
Oxygen Sensor Torque: 26 ft.•lb. (35 N•m)
Lose a yellow connector locking tab?: See comment 13
Emission Control Components Warranty (U.S.): Per Federal law, the ECM, OBDII and catalytic converter are covered for the first 8 years / 80,000 miles (whichever first occurs).
Emissions Testing: If you fail a mandated emissions test for one or more of the ECU monitor systems reporting “not ready”, check out the likely reasons and “generic OBD drive cycle” instructions.
EPA Fuel Economy (U.S. city/highway/combined):
→ →♦ 26/35/30 mpg with 6-speed manual transmission
→ →♦ 25/36/29 mpg with 6-speed automatic transmission
Highway Range (manual / automatic): 416.5 miles / 428.4 miles
MotorTrend “Real Fuel Economy” (U.S. city/highway/combined):
→ →♦ 30.4/43.4/35.1 mpg
Oil & Oil Filter:
Oil Grade Required:
→ →♦ SAE 5W-40 Full Synthetic API Certified, FCA MS-12991 or
→ →♦ FIAT‘s European equivalent 9.55535-S2 or
→ →♦ ABARTH‘s equivalent 9.55535-GH2 or
→ →♦ MOPAR # 05127394PC
→ →♦ or an equivalent, such as:
-
- Pennzoil Platinum Euro Full Synthetic 5W-40 ($ rebate $) ♦ this is the same oil that the FIAT factory in Dundee, Michigan fills each new 1.4 L engine with (not ours produced in Termoli, Italy though), and is the design standard (see Note 2)
- Quaker State Euro Full Synthetic 5W-40 (Shell Helix Ultra 5W-40, more commonly available in Europe ♦ MotoMaster Full Synthetic 5W-40, produced by Shell for Canadian Tire ♦ and this Quaker State, are all likely relabeled Pennzoil Platinum Euro oil, as parent company Shell owns these brands)
- Total Quartz 9000 Energy 5W-40
- Motul 8100 X-Cess Gen2 5W-40
- Ravenol VST 5W-40
- MPM 05000C3 5W-40 Premium Synthetic C3
- Havoline Pro-DS 5W-40
- Redline Euro Series Full Synthetic 5W-40
- Petronas K P.E. 5W-40 (certified to meet FIAT 9.55535-S2 ♦ more commonly available in Europe ♦ this is the same oil that the FIAT factory in Termoli, Italy fills each new Classica & Lusso engine with
- Petronas Selenia ABARTH 5W-40 (certified to meet FIAT 9.55535-GH2 ♦ more commonly available in Europe ♦ also available labelled as Petronas Selenia Quadrifoglio 5W-40 ♦ this is the same oil that the FIAT factory in Termoli, Italy fills each new ABARTH engine with
- AMSOIL FS Synthetic European 5W-40 (AMSOIL has not sought FCA certification, but officially guarantees that this oil is also a suitable alternative)
Note 1: 0W-40 is an ideal cold-climate alternative to 5W-40 – having a thinner “cold” viscosity. Although Mobil has not sought FCA certification, they officially guarantee that their Mobil 1 ESP X3 0W-40 oil meets or exceeds FIAT 9.55535-S2. I only mention this since, the others listed above may not be easily obtainable in some countries, and since some FIAT dealers in cold-climate regions are using Mobil 1, it is doubtful that FCA would fight this choice, should an oil related issue occur during the warranty period.
Note 2: The ECU has the oil temperature/viscosity parameters for the entire working temperature range of Pennzoil’s Platinum Euro oil, programmed in, because in addition to lubricating your engine, the oil also plays a major function within the Multi-Air brick in individually controlling all of your intake valves, so other than the grade difference mentioned in Note 1, it is imperative that you adhere to the specified oil requirements, and not just find any ‘ol 5W-30 or 5W-40 oil that is convenient! (quite likely in some quick-lube shops). Regarding 5W-30, viscosity is ultra important and the viscosity of this oil can cause the cam/valve operation to misbehave!
Multi-Air “brick”
* Multi-Air: Hydraulically-actuated ⇒
variable valve timing (VVT) engine technology (upgrade from the T-jet version) enabling “cylinder by cylinder, stroke by stroke” control of intake air directly via the engine’s inlet valves (great article on FIAT’s Multi-Air technology)
Oil Pressure (@normal operating temp):
→ →♦ @ curb idle: >10 psi
→ →♦ @ 4,000 RPM: >58 psi
Oil Capacity: Although the manual states 4 qts. with 
dry filter (3.785 liters), an initial fill of 3½ qts. is advised, to avoid having to extract potential overfill; add as necessary after running engine for a few moments (also good opportunity to inspect for O-ring seal leaks of the oil filter cap and drain plug)
Oil Drain Plug: MOPAR # 6507741AA with re-usable O-ring, not crush washer; M14 x 1.5
Oil Drain Plug Torque: 14.75 ft.•lb. (20 N•m)
Wrench size for Drain Plug: 13 mm (1⁄2 in.)
Wrench size for (9) Belly-Pan Bolts (to expose drain plug): 12 mm (15⁄32 in.)
Replacement Belly-Pan Bolts: MOPAR # 68314616AA (M8 x 1.25 x 16 to 22 mm long flange bolts)
Belly-Pan Bolts Torque: 71 – 80 in.•lb.
Oil Filter Cartridge (includes new O-ring for cap): MOPAR # 68102241AA, or equivalent
Oil Filter Cap (w/ Bypass Valve): MOPAR # 04892850AA (normally, no need to replace)
Oil Filter Cap Torque: 18 ft.•lb. (25 N•m) per Service Manual, but after it bottoms out, using the wrench, you risk distorting the O-ring
Wrench socket for oil filter cap: 27 mm (1 1⁄16 in.)
Oil (& Oil Filter) Change Interval (first to occur with “normal” driving):
→ →♦ ≈ 1 year or
→ →♦ ≈ 10,000 miles or
→ →♦ when the oil-life monitor indicates “Oil Change Due!”
→ →Note that the oil-life monitor should react to “severe” driving by alerting the driver much sooner than 10,000 miles (perhaps closer to 3,000 miles). This includes frequent short trips, driving in hot weather, stop-and-go traffic, track use, and driving through mountainous passes.
→ →(DIY instructions via drain plug + via dip-stick tube extraction)
Reset Oil Change Monitor (also, an illuminated Wrench light (near tach’s 4,000 rpm position), but only if “oil change” is what triggered the light (not “tires” or “other scheduled maintenance”):
→ →♦ Ignition ON (not ACC; more)
→ →♦ Press accel pedal to the floor 3X (within 10 seconds)
→ →♦ Ignition OFF
➤ Regardless of wrench light status, reset Oil Change Monitor after each oil change!
Other oil related items, not associated with standard oil changes:
→ →♦ Multiair-Brick Oil Filter Banjo Bolt: MOPAR # 68189847AA (more details)
→ →♦ Turbo Oil Filter Banjo Bolt: (more details)
Engine Cooling & Coolant:
Although MOPAR # 68163848AB Antifreeze / Coolant was specified in the owner’s manual, FIAT is now (2018) recommending MOPAR # 68334695AA Antifreeze / Coolant, or equivalent FL22 coolant, as specified on the coolant reservoir cap, and matching the coolant that MAZDA installs (including the green color).
For more details, read my in-depth article.
Note: If flushing the coolant out, I recommend switching over to the aforementioned purple, “Extended Life” MOPAR coolant {or equivalent} + reflect that changeover on the coolant reservoir bottle cap label.
Coolant Capacity:
→ →♦ 7.6 qts. (7.2 liters) with six-speed manual
→ →♦ 7.5 qts. (7.1 liters) with six-speed automatic
Coolant Change Interval: 5 years or 75,000 miles (120,000 km), whichever comes first. Note: Since the FL22 spec coolant is “5-Year POAT (Phosphate Organic Additive Technology)”, and therefore isn’t an “Extended Life” coolant, I disagree with the Owner’s Manual which states 10 years or 150,000 miles (240,000 km)
Coolant leaking?: Although the water pump is usually suspected, the core plug (MOPAR # 6106046AA) may actually be the culprit (more here), or it could simply be the expansion tank overflow venting
Cold-Engine (blue) light: simply indicates coolant temperature hasn’t yet reached 130° F (54.5° C); not to be considered a warning, but rather a “don’t bother turning on the heat yet, it wont work” light.
Hot-Engine (red) light: warning that coolant temperature is at least 223° F (106° C )
Normal Operating Temperature Range: 170°F – 195°F
Thermostat: MOPAR # 68320858AA; the 124 Spider is the only FCA vehicle that uses this particular electrically assisted (also called “map-controlled”) thermostat that provides broader and faster operation than traditional thermostats. Rather than depending on coolant temperature alone, electric coils heating the wax inside the thermostat are controlled by the ECU to schedule optimal opening, factoring in the current load demands on the engine. If the time to reach operating temperature falls outside of the algorithm, resulting in a CEL, try increasing the engine load temporarily by activating the A/C after starting.
Thermostat initial opening temperatures:
→ →♦ Globally (except U.S. and Canada) ~ 188° F – 193° F (86.5° C – 89.5° C)
→ →♦ U.S. and Canada ~ 177° F – 182° F (80.5° C – 83.5° C)
Water Pump: MOPAR # 68385387AA (common on all Fiat/Alfa Romeo 1.4 L engines)
124 SPIDER ~ AUTOMATIC TRANSMISSION
Availability Optional: Classica, Lusso, ABARTH
Make / Model #: Aisin-Warner F21-250 HD (FIAT # AW6R31)
Description: Six-speed; Planetary gear train, longitudinal layout; magoffin’s observation: “3ʳᵈ gear in the automatic is perfectly matched to powerband of the turbo 3000-5000 rpm for twisty road ridge-running @ 35-55 mph.”
Prior usage: Same internals as MAZDA‘s SJ6A-EL (used in NC MX-5 and current ND MX-5) and Toyota‘s A960E versions of the Aisin B400 (used in the Subaru BRZ, Scion FR-S and Toyota GT86), although the housings differ slightly to accommodate mounting to their respective engines. NC Service Manual for reference. Photo with belly pan removed.
Rating: 229 lb.•ft.
Lockup Torque Converter: 2ⁿᵈ, 3ʳᵈ, 4ᵗʰ, 5ᵗʰ and 6ᵗʰ gears
Fluid Requirement: MOPAR # 68333587AA, or equivalent = JWS 3309
→ →(discussion of JWS 3324 alternative, as FYI)
Fluid Capacity: 7.8 qts. (7.5 liters); dipstick info
Wrench size for fill plug: low-profile T55 Torx bit
Wrench size for drain plug: 14 mm
Drain plug crush washer: 18mm ID/25mm OD
Gear Ratios (overall):
→ →1ˢᵗ ➤ 3.538:1 (12.68:1)
→ →2ⁿᵈ ➤ 2.06:1 (7.38:1)
→ →3ʳᵈ ➤ 1.404:1 (5.03:1)
→ →4ᵗʰ ➤ 1.00:1 (3.58:1)
→ →5ᵗʰ ➤ 0.713:1 (2.55:1)
→ →6ᵗʰ ➤ 0.582:1 (2.09:1)
→ →Reverse: 3.168:1
Max. Speeds in gears: (manual shift mode, 17″ wheels, theoretical values for 5ᵗʰ and 6ᵗʰ gears)
→ →1ˢᵗ ➤ 35 mph
→ →2ⁿᵈ ➤ 61 mph
→ →3ʳᵈ ➤ 89 mph
→ →4ᵗʰ ➤ 126 mph
→ →5ᵗʰ ➤ 177 mph
→ →6ᵗʰ ➤ 216 mph
Sport Mode Availability Standard: ABARTH only; adding option to Classica, Lusso is not feasible
Paddle Shifters Availability Standard: ABARTH only; details for adding option to Classica, Lusso
124 SPIDER ~ MANUAL TRANSMISSION
Availability Standard: Classica, Lusso, ABARTH
Make / Model #: MAZDA C635 (some sources state MAZDA P66M-D?)
Description: Six-speed; 1ˢᵗ, 2ⁿᵈ, 3ʳᵈ, 4ᵗʰ gears: Triple cone
Prior usage: MAZDA developed a different MT for the ND MX-5 (Model M66M-D, 15 lbs. lighter, and much lower torque capability primarily due to housing flex attributed to removal of ribs) that FIAT chose to avoid, and instead use the same internals as version used in NC3 MX-5, although the housings differ slightly to accommodate shifters and mounting to respective engines. NC Service Manual for reference; per Good-Win Racing, clutch is not NC spec though.
Adjustment procedure: described in detail, should it pop out of 4ᵗʰ gear.
Rating: 258 lb.•ft.
Fluid Requirement: MOPAR # 68333586AA, or equivalent = 75W-90 GL-4 Gear Lube (not GL-5, nor GL-4/GL-5 combinations); Lubrimatic 55-001 pump recommended. Also DIY instructions
Fluid Recommendation (smoother shifting in colder climates): [Andrei’s (Xtreme Revolution) Dec. 2022 update] 1 quart of Amsoil Synchromesh along with remaining fill (≅1.2 quarts) of Amsoil MTG 75W90, is highly recommended.
Fluid Capacity: 2.2 quarts (2.1 liters)
Wrench size for filler & drain plugs: 24 mm
photo courtesy of Thijs Helmers, on the Autobahn
Drain plug crush washer: 18mm ID/25mm OD
Gear Ratios (overall):
→ →1ˢᵗ ➤ 4.363:1 (15.07:1)
→ →2ⁿᵈ ➤ 2.348:1 (8.11:1)
→ →3ʳᵈ ➤ 1.647:1 (5.69:1)
→ →4ᵗʰ ➤ 1.262:1 (4.36:1)
→ →5ᵗʰ ➤ 1.000:1 (3.45:1)
→ →6ᵗʰ ➤ 0.844:1 (2.92:1)
→ →Reverse: 3.863:1
Max. Speeds in gears (17″ wheels):
→ →1ˢᵗ ➤ 30 mph
→ →2ⁿᵈ ➤ 56 mph
→ →3ʳᵈ ➤ 79 mph
→ →4ᵗʰ ➤ 104 mph
→ →5ᵗʰ ➤ 131 mph
→ →6ᵗʰ ➤ 155 mph (249 kmh; theoretical value as equipped; ⇑ Thijs Helmers has added some goodies, to make it a reality 😉 )
Shifter Knob thread: M10 x 1.25 (same as all MX-5)
Shifter Bushing Replacement: 24 mm (same as NC2 or NC3; not NC1)
Clutch Fluid: MOPAR # 04318080AD, or equivalent = SAE J1703 DOT 3 (the clutch shares the fluid reservoir with the brakes)
124 SPIDER ~ OPEN DIFFERENTIAL
Availability Standard: Classica, Lusso (both MT & AT)
Make: GKN Driveline (Tochigi Fuji)
Description: Torque-sensitive cone type, helical gears, open center – meaning that effectively the torque is evenly split among the two wheels, but that can result in the drive of the engine being sent to the wheel of least resistance
Wrench socket for filler plug: 23 mm
Wrench socket for drain plug: 24 mm
Filler and drain plug crush washers: Mopar # 68314601AA (thanks DBoe)
Fluid Requirement: MOPAR # 68333589AA, or a 75W-90 SG1 (GL-5) Hypoid Gear Oil equivalent; (DIY instructions)
Fluid Capacity: 0.63 qt. (0.6 liter)
Axle Ratio: 3.454:1 with manual / 3.583:1 with automatic
Notes: Cross-compatible with ND MX-5 (although different internals result in a 2.866:1 axle gear ratio with manual / 3.45:1 axle gear ratio with automatic, so performance would be altered); 15 lbs. lighter than the NC MX-5 differential.
Availability Standard: ABARTH (both MT & AT)
Make / Model: GKN Driveline (Tochigi Fuji) / Super LSD
Description: Torque-sensitive, cone clutches made of hardened metal which can transmit higher torque levels for a given diameter than traditional flat plate clutches
Axle Ratio: 3.454:1 with manual / 3.583:1 with automatic
Torque Bias Ratio (TBR): 1.8:1 (represents maximum distribution ratio of torque from side to side)
Wrench socket for filler plug: 23 mm
Wrench socket for drain plug: 24 mm
Filler and drain plug crush washers: Mopar # 68314601AA (thanks DBoe)
Fluid Requirement:
→ →• 4 oz. of MOPAR # 68334697AA, or a FCA MS-10111 Limited Slip Additive equivalent (a friction modifier)
→ →• and remaining capacity with MOPAR # 68333589AA, or a 75W-90 SG1 (GL-5) Hypoid Gear Oil equivalent
(Note that some equivalent ‘limited slip’ gear lubes, may already contain the required friction modifier, but I don’t believe the spec’d lube is on-it’s-own, a limited slip gear lube. The Fiat Service Manual states that the additive is required for LSD, but I think the note “Additive is contained within the specified gear oil for the rear differential” is a misinterpretation of the fact that the additive is to be added to the MOPAR # 68333589AA gear oil, not that it is already mixed in.)
Total Fluid Capacity: 0.63 qt. (0.6 liter)Notes: Cross-compatible with ND MX-5 GT (although different internals result in a 2.866:1 axle gear ratio with manual / 3.45:1 axle gear ratio with automatic, so performance would be altered); Conical friction elements enveloping the side spider gears, with centrally-positioned springs to preload the friction surfaces.
124 SPIDER ~ ELECTRICAL SYSTEM
Alternator: Denso SC2 150 A with LIN regulator
OEM Battery: MAZDA‘s “Start-Stop” EFB battery (Panasonic enhanced flooded cell lead-acid); MAZDA part # PE1T-18-520-9U; Q85, 520 CCA, 65 Ah [20 hr rate], 52 Ah [5 hr rate], 37.3 lbs (16.9 kg), more details
Replacement Battery: As an alternative to the spec battery, FIAT has recommended that U.S. dealers install their stocked H5 battery (currently MOPAR # BB0H5500AB), which fits OK, although slightly smaller in height and capacity (500 CCA). See my battery article for other BETTER alternatives, which include good-value and readily available Group 35 (and Group 51R) batteries, unlike the Q85.
Battery Cover: Anclar has confirmed that the corrugated/insulated surround “battery cover” (Mopar # 68313904AA) also fits nicely with Group 35 replacement batteries. Do not discard, as it should be reused, in order to protect the battery from turbo/engine radiant heat.
Important: The ⊝ negative* or ⊕ positive terminal should always be disconnected from the battery, prior to working on any electrical/electronic components:
→ →♦ Tap the brake pedal for a few seconds afterwards, to completely discharge residual power
→ →♦ A 10 mm deep socket works to loosen the battery tie-down nuts, as well as the lead-post terminals.
→ →♦ Get yourself a battery carrier strap beforehand, since there is no built-in handle on the original battery (and perhaps your new battery) to lift it out of the car.→
→ →♦ Afterwards, upon re-connection, all modules learn current configurations, but you should re-initialize the windows and TPMS
→ →♦ Additionally, upon re-connection (and after a timing belt change), the UK/Euro owner’s manual indirectly mentions that the TDC sensor calibration for the ECM should be re-initialized via a “phonic wheel learning procedure” ➤ Let the engine run until the Cold-Engine (blue) light turns off – rev the engine min. 3 times up to 6000 rpm and let the RPM drop to idle in between – wait one minute, turn engine off, wait one minute, turn it on, wait one minute – this should store the phonic wheel values, and prevent getting intermittent misfire errors (including P0300/P0302/P0303), triggering the “Check Engine” light. (I doubt that this normally needs to be done just because the battery has been disconnected)
* The sensor module (MOPAR # 68340388AA) attached to the ⊝ negative terminal is somewhat fragile. Installing terminal with the customary hammer tapping may cause damage, resulting in alternator not charging and warning message >> I suggest you tap the terminal down using a larger diameter socket directly in-line with the lead post.
Wiring Diagram Color Decoder (sources; if a wire is shown with two colors, the first of the two color code characters indicates the base color and the second indicates the marking stripe color):
B or BK ➽ Black ▌ L or BL or BU ➽ Blue ▌ BR or BN ➽ Brown ▌ BG ➽ Beige ▌ DL or DB ➽ Dark Blue ▌ DG ➽ Dark Green ▌ GY or GR ➽ Grey ▌ G ➽ Green ▌ LB ➽ Light Blue ▌ LG ➽ Light Green ▌ O or OG ➽ Orange ▌ P or PK ➽ Pink ▌ R or RD ➽ Red ▌ SB ➽ Sky Blue ▌ SI ➽ Silver ▌ T or TN ➽ Tan ▌ V or VT ➽ Violet ▌ W or WH or WT ➽ White ▌ Y or YE or YL ➽ Yellow
124 SPIDER ~ FUSES
Most of the fuses are low-profile mini-fuses; (article on adding fuse taps)
Engine Compartment Fuses:
Note: For long-term storage, it is recommended that the Logistic fuses (fuse # 26 – “Room” fuse) and (fuse # 17 – Audio fuse) be removed.
| Fuse | Name | Amperage | Description |
|---|---|---|---|
| F01 | ENG IG3 | 5 | Engine control systems |
| F02 | ENG IG2 | 5 | Engine control systems |
| F03 | HORN2 | 7.5 | Horn |
| F04 | C/U IG1 | 15 | For protection of various circuits |
| F05 | ENG IG1 | 7.5 | Engine control system |
| F06 | — | — | — |
| F07 | INTERIOR | 15 | Interior lighting |
| F08 | — | — | — |
| F09 | AUDIO2 | 15 | Audio system |
| F10 | METER1 | 10 | Instrument cluster |
| F11 | SRIS1 | 7.5 | Air bag |
| F12 | — | — | — |
| F13 | RADIO | 7.5 | Audio system + Backup camera |
| F14 | ENG 3 | 20 | Engine control system |
| F15 | ENG 1 | 10 | Engine control system |
| F16 | ENG 2 | 15 | Engine control system |
| F17 | AUDIO1 | 25 | Audio system |
| F18 | A/C MAG | 7.5 | Air conditioner |
| F19 | AT PUMP H/L HI | 20 | Transmission control system (IF Equipped) |
| F20 | AT | 15 | Transmission control system (IF Equipped) |
| F21 | D LOCK | 25 | Power door locks |
| F22 | H/L RH | 20 | Headlight (RH) |
| F23 | ENG+B2 | 7.5 | Engine Control System |
| F24 | TAIL | 20 | Taillights/Number plate lights/Position lights |
| F25 | — | — | — |
| F26 | ROOM | 25 | Overhead light |
| F27 | FOG | 15 | Fog lights |
| F28 | H/CLEAN | 20 | Headlight washer (where provided) |
| F29 | STOP | 10 | Stop lights/Rear fog light (where provided) |
| F30 | HORN | 15 | Horn |
| F31 | H/L LH | 15 | Headlight (LH) |
| F32 | ABS/DSC S | 30 | ABS/DSC system |
| F33 | HAZARD | 15 | Hazard warning flashers/Direction indicators lights |
| F34 | FUEL PUMP | 15 | Fuel System |
| F35 | ENG+B3 | 5 | Engine Control System |
| F36 | WIPER | 20 | Windshield wipers |
| F37 | CABIN + B | 50 | For protection of various circuits |
| F38 | — | — | — |
| F39 | — | — | — |
| F40 | ABS/DSC M | 50 | ABS/DSC system |
| F41 | EVVT A/R PUMP | 20 | Engine control system |
| F42 | — | — | — |
| F43 | — | — | — |
| F44 | FAN2 | 40 | Cooling fan |
| F45 | ENG. MAN | 40 | Engine control system |
| F46 | EPS | 60 | Power steering system |
| F47 | DEFOG | 30 | Rear window defogger |
| F48 | IG2 | 30 | For protection of various circuits |
| F49 | — | — | — |
| F50 | HVAC | 40 | Heater + Air conditioner |
| F51 | — | — | — |
| F52 | — | — | — |
Passenger Compartment Fuses:
| Fuse | Name | Amperage | Description |
|---|---|---|---|
| F01 | RHT R | 30 | — |
| F02 | RHT L | 30 | — |
| F03 | — | — | — |
| F04 | — | — | — |
| F05 | F.OUTLET | 15 | Accessory “cigarette lighter” outlet |
| F06 | — | — | — |
| F07 | AT IND | 7.5 | AT shift indicator (where provided) |
| F08 | MIRROR | 7.5 | Power control mirror |
| F09 | R_DECK R | 30 | — |
| F10 | R_DECK L | 30 | — |
| F11 | F.WASHER | 15 | Windscreen washer |
| F12 | P.WINDOW | 30 | Power windows |
| F13 | — | — | — |
| F14 | SRS2/ESCL | 30 | — |
| F15 | — | — | — |
| F16 | — | — | — |
Battery Fuses: 200 amp; the red module hanging from the positive battery terminal, protects the battery against reverse polarity; MAZDA # N243-67-S99
124 SPIDER ~ ON-BOARD DIAGNOSTIC SYSTEM (OBDII)
Port: 16-pin, white SAE J1962 diagnostic connector located behind the lower edge of the dashboard on all MY 1996+ vehicles, usually hiding above the brake pedal.
Purposes:
→ →• Mandated emissions testing
→ →• Battery keep-alive/charging
→ →• Update firmware for various modules
→ →• Read/clear diagnostic trouble codes (DTC)
→ →• Re-initialize modules (headlight aiming module, etc.)
→ →• Feed vehicle data to aftermarket devices (gauges, dashcams, GPS trackers, etc.)
→ →• Add CAN module to change behavior of some features (ie turn signal volume)
Recommended Scanner Type (< $100; app-dependent interface): ELM327, more details
Recommended apps (needed to interface with scanner): TORQUE PRO (Android app; try Lite first), MULTIECUSCAN (Windows program; try Free first)
FIAT Diagnostic Trouble Codes: https://www.dtcdecode.com/FIAT
124 SPIDER ~ CMU APPS & SETTINGS
Maintenance Monitor App: Scheduled Maintenance / Tire Rotation / Oil Change ~ details
Warning Guidance App: Display of Warning messages, however an OBDII device will provide much more informative results ~ details
Screen Thermal Protection: If screen temperature exceeds 176°F (80°C), a warning message “Display is too Hot. Screen performance may be decreased until it cools” is displayed
Fuel Economy App: Graphical display of fuel economy history ~ details
Navigation App: enabled with FIAT SatNav card MOPAR # 68366118AA ~ details
Music Album/Song Data App: Gracenote® database ~ details/update; (how to disable)
XM Satellite Radio App: for North American market only; no album art displayed, nor is it compatible with Gracenote; may not play full spectrum of Sirius XM channels
HD Radio Traffic App: TMC can provide real-time status of traffic for many major metropolitan areas in some firmware versions/regions/countries; apparently disabled in our vehicles
FIAT Connect System FAQs: MAZDA Document for Service Technicians
Personalization Settings Menus:
Aside from Language, Distance & Temperature Units, Fuel Economy App options and Audio settings, menus have been developed allowing the CMU to communicate with various electronic modules via the HS-CAN network, to alter settings for: Door Locks ▌ Keyless Entry ▌ Blind-spot Monitor ▌ Auto-Wipers ▌ Headlights & Adaptive Headlights (AFS) ▌Daytime Running Lights ▌ Turn Signal Lights ~ details
124 SPIDER ~ CLUSTER WARNINGS/INDICATORS
| No. | Name (Fiat/Abarth layout may be slightly different) |
|---|---|
| 1 | Turn signal/hazard warning indicator lights |
| 2 | Engine coolant temperature indicator light; not-yet warm (blue)/high warning light (red) |
| 3 | Wrench indicator light |
| 4 | Low washer fluid level warning light |
| 5 | Engine oil warning light |
| 6 | Seat belt warning light |
| 7 | ABS warning light |
| 8 | Master warning light |
| 9 | Charging system warning light |
| 10 | Air bag/seat belt pretensioner system warning light |
| 11 | Security indicator light |
| 12 | Tire pressure monitoring system warning light |
| 13 | Brake system warning light |
| 14 | Headlight high-beam indicator light |
| 15 | DSC OFF indicator light |
| 16 | LED headlight warning light |
| 17 | LDWS OFF indicator light |
| 18 | Cruise main indicator light (amber)/cruise set indicator light (green) |
| 19 | Electric vacuum pump warning light |
| 20 | Blind spot monitoring (BSM) OFF indicator light |
| 21 | HBC indicator light (green)/HBC warning light (amber) |
| 22 | LDWS warning light |
| 23 | Check fuel cap warning light |
| 24 | Lights-on indicator light |
| 25 | Power steering malfunction indicator light |
| 26 | TCS/DSC indicator light |
| 27 | Check engine light |
| 28 | Automatic transmission warning light |
| 29 | KEY fob warning light (red)/KEY indicator light (green); low fob battery (flashing green) |
| 30 | Door/Trunk-ajar warning light |
| 31 | Low fuel warning light |
Here are some additional lights from the ABARTH manual…
124 SPIDER ~ SUSPENSION & WHEEL ALIGNMENT
Front = Independent, double-wishbone with coil springs and stabilizer bar:
→ →♦ Double-wishbone with aluminum control arms
→ →→ →(same as all ND MX-5)
→ →♦ Tokico monotube shocks (Classica, Lusso)
→ →♦ Bilstein (B6 performance series) monotube shocks
→ →→ (ABARTH + ABARTH GT only; same as MT ND MX-5 Club + GT)
→ →♦ Coil spring rate:
→ →→ →160 lbs. (Classica, Lusso)
→ →→ →162 lbs. (ABARTH + ABARTH GT only)
→ →→ → →(vs. 156 lbs. on all ND MX-5)
→ →♦ Front stabilizer bar size (hollow): 23.6 mm
→ →→ → →(vs. 22.86 mm on all ND MX-5)
→ →♦ Strut tower brace (ABARTH + ABARTH GT only)
Rear = Independent, multi-link with coil springs and stabilizer bar:
→ →♦ Multi-link (5-arm) with aluminum bearing support
→ →→ →(same as all ND MX-5)
→ →♦ Tokico monotube shocks (Classica, Lusso)
→ →♦ Bilstein (B6 performance series) monotube shocks
→ →→ (ABARTH + ABARTH GT only; same as MT ND MX-5 Club + GT)
→ →♦ Coil spring rate:
→ →→ →85 lbs. (Classica, Lusso)
→ →→ →97 lbs. (ABARTH + ABARTH GT only)
→ →→ → →(vs. 100 lbs. on ND MX-5 Club; 80 lbs. on all other NDs)
→ →♦ Rear stabilizer bar sizes (hollow):
→ →→ →Classica & Lusso: 14.0 mm
→ →→ →ABARTH + ABARTH GT: 13.0 mm (smaller OD, yet stiffer)
→ →→ → →(vs. solid 11 mm on ND MX-5)
Notes:
→ →♦ per Brian Goodwin, “Fiat specified their own parameters for springs and sways such that although the parts are “interchangeable” with ND MX-5, unless you wish to intentionally alter the standard handling characteristics, it isn’t advisable doing so”.
→ →♦ regarding suspension tuning: some performance alternatives
→ →♦ some more alignment discussion
→ →♦ if you are experiencing a clunk from the rear suspension, read this Mazda TSB regarding the bushings of the upper lateral link in the rear hub support(s). Part numbers are shown for recommended replacement hub supports (with upgraded bushings).
→ →♦ stabilizer bar bushings need to properly match the outside diameter of the installed bars; Bushings are normally pre-assembled securely onto OEM stabilizer bars.
FRONT ALIGNMENT SPECIFICATIONS:
VEHICLE RIDE HEIGHT (@ FRONT) W/ FULL FUEL TANK
|
Measurement |
Value |
|---|---|
|
Ride Height ❶ |
368 – 376 mm (14.49 – 14.80 in.) |
FRONT TOE
|
Measurement |
Value |
|---|---|
|
Total Toe |
1.1 ± 2.8 mm (0.15° ± 0.33°) |
FRONT WHEELS CAMBER
|
Measure |
Value |
|---|---|
|
Camber for Vehicle Height 350 – 358 mm (13.78 – 14.09 in.) |
– 0.50° |
|
Camber for Vehicle Height 359 – 367 mm (14.13 – 14.45 in.) |
– 0.30° |
|
Camber for Vehicle Height 368 – 376 mm (14.49 – 14.80 in.) |
– 0.12° |
|
Camber for Vehicle Height 377 – 385 mm (14.84 – 15.16 in.) |
0.03° |
|
Camber for Vehicle Height 386 – 394 mm (15.20 – 15.51 in.) |
0.13° |
FRONT WHEELS CASTER
|
Measure |
Value |
|---|---|
|
Caster for Vehicle Height 350 – 358 mm (13.78 – 14.09 in.) |
8.30° |
|
Caster for Vehicle Height 359 – 367 mm (14.13 – 14.45 in.) |
8.07° |
|
Caster for Vehicle Height 368 – 376 mm (14.49 – 14.80 in.) |
7.85° |
|
Caster for Vehicle Height 377 – 385 mm (14.84 – 15.16 in.) |
7.63° |
|
Caster for Vehicle Height 386 – 394 mm (15.20 – 15.51 in.) |
7.40° |
REAR ALIGNMENT SPECIFICATIONS:
VEHICLE RIDE HEIGHT (@ REAR) W/ FULL FUEL TANK
|
Measurement |
Value |
|---|---|
|
Ride Height ❶ |
366 – 374 mm (14.41 – 14.72 in.) |
REAR TOE
|
Measurement |
Value |
|---|---|
|
Total Toe for 16 in. Wheels |
2.0 ± 2.8 mm (0.28° ± 0.33°) |
|
Total Toe for 17 in. Wheels |
2.1 ± 2.8 mm (0.28° ± 0.33°) |
REAR WHEELS CAMBER
|
Measure |
Value |
|---|---|
|
Camber for Vehicle Height 348 – 356 mm (13.70 – 14.02 in.) |
– 1.38° |
|
Camber for Vehicle Height 357 – 365 mm (14.06 – 14.37 in.) |
– 1.15° |
|
Camber for Vehicle Height 366 – 374 mm (14.41 – 14.72 in.) |
– 0.95° |
|
Camber for Vehicle Height 375 – 383 mm (14.76 – 15.08 in.) |
– 0.77° |
|
Camber for Vehicle Height 384 – 392 mm (15.12 – 15.43 in.) |
– 0.62° |
124 SPIDER ~ STEERING
Description: Double Rack-and-pinion, ⇒
engine-speed-sensing variable electric power assist
Overall Ratio: 15.5:1
Turning Diameter (curb-to-curb): 30.8 ft. (9.4 m)
Steering Wheel Turns (lock-to-lock): 2.7
Steering Wheel Diameter: 14 ½ in.
Steering Wheel Column Tilt Range: 3.3 in. (84 mm)
→ →♦ → →♦ → →♦ → →♦
Telescopic Steering Wheel column was never offered for the 124 Spider; only for ND MX-5 (article to add feature to 124 Spider)
Telescopic Stroke (vs. non-telescopic column): 1.18 in. (30 mm) towards driver
124 SPIDER ~ WINDSHIELD WIPERS
Description: Manufactured by Mitsuba; aerodynamic design so that wind pushes them down against the windshield at highway speeds; the wide rubber blade inserts are impregnated with graphite; the beam frames are made of plastic.
Note: although you can obtain replacement parts from FIAT , MAZDA part #s are shown, since re-branded FIAT parts are ≈ $100 for the pair.
♦ Left side: 18″ (450 mm) blade insert only – N247-67-333;
“Aero” wiper blade assembly – NA8W-67-330
♦ Right side: 19″ (475 mm) blade insert only – N256-67-333;
“Aero” wiper blade assembly – NA9C-67-330
✅ Interactive wiring diagram (right-click it; select Full screen; select Flow; then you’ll be able to see all of the circuit paths that activate the wiper motor)
124 SPIDER ~ AIR CONDITIONING
Note: If you’d like to avoid musty smells emanating from the HVAC system, always allow the system to ventilate by turning Max & Recirculate OFF before parking the car overnight or longer.
Refrigerant Type: HFC134a (R-134a, aka as Freon™ 134a, a hydrofluorocarbon (HFC) refrigerant) is specified in my MY 2017, but at some point switched over to HFO-1234yf (aka Opteon™ YF, a hydrofluoro-olefin (HFO) refrigerant) instead, and that is what MOPAR now “officially” recommends, as it is claimed to be a compatible alternative (that meets EU standards), with “improved performance” and more environmentally friendly (although it is mildly flammable and does require special handling). Refer to the label on the underside of your hood (also specifies the PAG compressor lubricant that needs to be added), and if you aren’t in Europe, and your AC shop still uses R-134a, you need not change over.
HVAC “Cabin” Filter: MOPAR # 68313632AA or MAZDA N243-61-B05; it’s primary purpose is to protect foreign material from interfering with the fan, rather than filtering cabin air. The process for accessing this filter is quite involved, so contrary to the Owner’s Manual, which states mandatory replacement every 18,000 miles (every 3rd oil change; resulting in MOPAR’s excessively high fee for this service), FIAT has now agreed that this filter should not normally need to be changed, unless air flow seems restricted. Filter access procedure here. Note: If debris (or critters) seems to be an issue, consider adding a screen to the air inlet.
Evaporator Drain: If anyone happens to find water residing in their floor carpeting, I would first suspect the drain filters for the convertible top well are in need of cleaning, but a second possibility is a clogged/pinched drain hose for the HVAC evaporator. I couldn’t find out anything about this in either the Miata of 124 Spider Service Manuals, but justanothermx5 shared the results of his investigation, and has located the elusive HVAC drain connection (yes, it’s under the subwoofer/wedge, as shown in his photo above), where the hose going through the firewall is attached, allowing condensate to drip on the ground. If that hose somehow gets clogged, condensate can back up into the passenger footwell instead, so I’m displaying his pic, to hopefully help you locate the exterior end of the hose, as it would be advantageous to unclog it there (once you locate it), vs. breaking the seal by removing the drain component from the inside.
Cracked “cooler pipe” (HI): According to this revised Mazda TSB, if your A/C does not blow cold air, engine vibration may have cracked the weak spot in the under-designed cooler pipe. To correct this issue, the material and thickness of the cooler pipe replacement (now in it’s third generation, as noted by the B suffix in the part #) has been changed to increase durability (pipe diameter has been changed from 12mm to 16mm).
Note the additional comment: This repair with P/N NA6W-61-466B will only be covered once under warranty for MX-5’s that have suspension modifications and/or engine modifications such as PCM calibration, supercharger/turbocharger setup, engine mounts, headers etc.
✅ Interactive wiring diagram (right-click it; select Full screen; select Flow; then you’ll be able to see all of the circuit paths that activate the HVAC fan motor and actuators)
124 SPIDER ~ BRAKES & SAFETY
Four-wheel anti-lock brake system (ABS) Standard with Electronic Brake Force Distribution (EBFD): Classica, Lusso, ABARTH
→ →(All components for ND MX-5 standard brakes are compatible)
→ →Front Brakes:
→ →→ →11 in. (280 mm) ventilated discs with floating single-piston calipers
→ →→ →Pad thickness: 9 mm (new); 1.5 mm (min.)
→ →→ →Swept Area (per caliper): 10.5 sq. in. (67.8 sq. cm)
→ →Rear Brakes:
→ →→ →11 in. (280 mm) solid disks with floating single-piston calipers
→ →→ →Pad thickness: 8 mm (new); 1.5 mm (min.)
→ →→ →Swept Area (per caliper): 9.8 sq. in. (63.0 sq. cm)
Availability Optional substitution: ABARTH
→ →(All components for ND MX-5 Club’s premium brakes are compatible)
→ →Front Brakes:
→ →→ →Brembo 11 in. (280 mm) ventilated disks with opposed, aluminum, fixed red 4-piston calipers
→ →→ →Pad thickness: 14 mm (new); acoustic wear indicator
→ →→ →Swept Area (per caliper): 18.6 sq. in. (120 sq. cm)
→ →Rear Brakes:
→ →→ →11 in. (280 mm) solid disks with floating single-piston calipers (the only difference from standard configuration, is that the calipers are painted red, to match front)
→ →→ →Pad thickness: 8 mm (new); 1.5 mm (min.)
→ →→ →Swept Area (per caliper): 9.8 sq. in. (63.0 sq. cm)
Brake Vacuum Booster Pump: Mopar # 68319800AA (engine powered; unique to the 124 Spider), provides additional pressure inside the dual diagonal hydraulic brake lines.
Brake Disk (Rotor) Removal Aid: If an OEM rotor is stuck due to rust, insert a bolt into the dedicated M8 threaded hole
Brake Fluid:
➤ ABARTH (non-North America): MOPAR # 04549625AE, or equivalent DOT 4 is standard
➤ ABARTH (North America), Classica, Lusso: MOPAR # 04318080AD, or equivalent DOT 3 is standard
Notes:
→ →♦ DOT 4 brake fluid has higher dry and wet boiling points, making it safer for higher temperatures
→ →♦ Although DOT 3 and DOT 4 are compatible with each other, do not mix in DOT 5!
Brake Fluid Capacity: 0.57 qt. (0.55 liter)
Parking Brake Type: Mechanical (lever type) with a cable to rear calipers
Dynamic Stability Control (DSC): Standard
Traction Control System (TCS): Standard
→ →(click here for my article on DSC/TCS)
Hill Launch Assist (HLA): Standard
→ →(click here for my article on HLA)
Occupant / Pedestrian Protection System:
→ →♦ All controlled by the Supplemental Restraint System (SRS) airbag control module and various impact sensors
→ →♦ Seat belt pretensioners are always in ready mode
→ →♦ Steering wheel hub and driver’s outboard seat-back bolster airbags are always in ready mode.
→ →♦ If the passenger seat is occupied by an adult, that seat’s outboard seat-back bolster and the passenger-side dashboard airbags will also be in ready mode.
→ →♦ in Europe and Australia, the SRS airbag module also accommodates the Deployable Hood System, a pedestrian protection system aka “Impact Absorption Bonnets”, which are also always in ready mode. See side story in my article for more.
Convertible Rollover Protection: Primarily attributed to the use of high-strength steel in the A-pillar structure surrounding the windshield. The high seat backs paired with the fixed aluminum roll-bar hoops (shown exposed in photo ⇒ of a ND MX-5), offer a little more protection. Brian Goodwin adds, “Stock hoops are designed to hold up for low-speed flips, like an intersection accident where you get pushed into the curb and roll over it. They are not designed for high-speed rolls, like going over an embankment or off a canyon road at speed. That’s why most track groups want to see a real roll bar [installed when participating] in higher-speed events.”
124 SPIDER ~ WHEELS, RIMS AND TIRES
Common specs for all OEM wheels (including ND MX-5; not 124 RALLY):
Quantity: 4 (no spare wheel)
Wheel Rim Bolt Pattern: 4 x 100 PCD 
Wheel Rim Offset (ET): +45 mm (positive offset, aka wheel inset) ⇒
Center Bore: 54.1 mm (wheels are primarily hub-centric, so if aftermarket wheels with a larger center bore are used, the correct size hub centric rings are recommended, but not required ➤ proper incremental lug nut installation procedure is even more critical though
Axle Nut clarification: If removed to install spacers, a new nut should be used, and torque spec should read ♦ 92 ft.•lb., -180°, 188 ft.•lb. (125 N•m, -180°, 255 N•m)
Rear Wheel Hub Assembly (same for left and right side): Fiat Part # 6000612251; Mopar # 68313912AA; Mazda # N243-26-15X; all quite expensive as the assembly includes wheel bearing, hub, studs and ABS magnetic ring. Aftermarket alternatives (thanks Victor Do):
Front Wheel Hub Assembly (same for left and right side): Fiat Part # 6000612389; Mopar # 68313216AA; Mazda # N243-33-04X; all quite expensive as the assembly includes wheel bearing, hub, studs and ABS magnetic ring. Aftermarket alternatives (thanks Victor Do):
Wrench socket for OEM lug nuts: 21 mm (13⁄16 in.)
→ →Note: if you install locking lug nuts, MOPAR brand key may require a 19 mm socket, unlike MAZDA brand, which will work with existing 21 mm socket. However, magoffin has recently discovered that MOPAR has introduced a kit exclusively for the FIAT 124 Spider, that includes the proper 21 mm socket – MOPAR # 82215695.
Min. Lug Nut engagement (8+ turns OEM norm): 6½ turns
→ → Note: if spacers > 5 mm are installed, use longer lug bolts (M12 x 1.5, 13.1 mm spline, 63 mm long), or better yet, obtain spacers with pressed studs, like these
Lug Nut Torque: 94 ft.•lb. (128 N•m); Note: If lug bolt/nut threads aren’t pristine, it is recommended that you re-torque 50 – 100 miles after install
Lug Nut Threads: M12 x 1.5
Lug Nut Rim Seat: Cone @ 60° angle; compatible with all OEM FIAT & ABARTH wheel rims
OEM Rim Center Caps – Fits on all OEM FIAT & ABARTH wheel rims shown on this page (as well as FIAT 500 rims):
→ →♦ 50 mm external diameter
→ →♦ 44 mm internal diameter
→ →♦ FIAT center cap MOPAR Part #: 68098829AA
→ →♦ ABARTH center cap MOPAR Part #: 4726183AB
Note: Although they may appear to be similar, FIAT 500 wheel rims do not belong on the FIAT 124 Spider!
🔴 OEM: FIAT 124 Classica
Tire Mfr. and Model: Yokohama Advan Sport V105
Tire Size, Type and Rating: 195/50R16, three-season, “V” (149 mph)
Tire Weight: 18 lbs.
Tire Dimensions: 23.7 in. diameter, 7.7 in. width, 3.8 in. sidewall, 7.2 in. tread width
Treadwear: 280
Tire/Rim Country of Origin: Japan/China
Wheel Revs per Mile*: 875
Wheel Rims: Custom exclusively for FIAT 124 Classica, 16″ x 6½”, cast aluminum alloy, silver, 14 spokes, 16.8 lbs., MOPAR Part # 68313985AA
🔴 OEM: FIAT 124 Lusso
Tire Mfr. and Model: Bridgestone Potenza S001
Tire Size, Type and Rating: 205/45R17, three-season, “W” (168 mph)
Tire Weight: 19 lbs.
Tire Dimensions: 24.3 in. diameter, 8.1 in. width, 3.6 in. sidewall, 6.5 in. tread width
Treadwear: 280
Tire/Rim Country of Origin: Japan/China
Wheel Revs per Mile*: 859
Wheel Rims: Custom exclusively for FIAT 124 Lusso, 17″ x 7″, cast aluminum alloy, silver, 12 spokes, 20.4 lbs., MOPAR Part # 68417402AA
🔴 OEM: ABARTH 124 SPIDER
photo courtesy of Chris Campbell; this is how glossy the wheel finish should be.
Tire Mfr. and Model: Bridgestone Potenza RE050A
Tire Size, Type and Rating: 205/45R17, three-season, “W” (168 mph)
Tire Weight: 20 lbs.
Tire Dimensions: 24.3 in. diameter, 8.2 in. width, 3.6 in. sidewall, 7.4 in. tread width
Treadwear: 140
Tire/Rim Country of Origin: Japan/China
Wheel Revs per Mile*: 857
Wheel Rims: Custom exclusively for ABARTH 124, 17″ x 7″, cast aluminum alloy, gun metal (glossy; Note: if dealer forgot to remove protective shipment wrap film, the finish will look dull and will eventually appear to be “peeling” ⇑), 10 spokes, MOPAR Part # 68368813AA, designed to clear the Brembo brakes (front), 21.78 lbs. w/o TPMS sensor
🔴 OEM: ABARTH 124 GT
Tire Mfr. and Model: Bridgestone Potenza RE050A
Tire Weight: 20 lbs.
Treadwear: 140
Wheel Revs per Mile*: 857
Tire/Rim Country of Origin: Japan/Italy
Tire Size, Type and Rating: 205/45R17, three-season, “W” (168 mph)
Tire Dimensions: 24.3 in. diameter, 8.2 in. width, 3.6 in. sidewall, 7.4 in. tread width
Wheel Rims: Custom exclusively by OZ Racing for ABARTH 124 GT, Ultraleggera 17″ x 7″, forged aluminum alloy, color: “matte black”, 12 spokes, no cap adapters needed, MOPAR Part # 52109667, designed to clear the Brembo brakes (front), 15.18 lbs. w/o TPMS sensor (3 kg lighter than stock, although I suspect OZ was actually able to achieve a 4 kg reduction, like the Rally Tribute wheels ⇓), more details
🔴 OEM: ABARTH 124 RALLY TRIBUTE
Tire Mfr. and Model: Bridgestone Potenza RE050A
Tire Weight: 20 lbs.
Treadwear: 140
Wheel Revs per Mile*: 857
Tire/Rim Country of Origin: Japan/Italy
Tire Size, Type and Rating: 205/45R17, three-season, “W” (168 mph)
Tire Dimensions: 24.3 in. diameter, 8.2 in. width, 3.6 in. sidewall, 7.4 in. tread width
Wheel Rims: Custom exclusively by OZ Racing for ABARTH 124 RALLY TRIBUTE, Ultraleggera 17″ x 7″, forged aluminum alloy, color: “race white”, 12 spokes, no cap adapters needed, 12.98 lbs. w/o TPMS sensor (4 kg lighter than stock), MOPAR Part # 52148300, Ricambi part # 0052148300
Notes specific to these wheels:
→ →♦ Apparently they don’t have DOT certification needed to be sold legally in U.S.
→ →♦ Designed to clear the Brembo brakes (front)
🔴 OEM: FIAT 124 Classica “Urbana”
Tire Mfr. and Model: Bridgestone Potenza S001
Tire Size, Type and Rating: 205/45R17, three-season, “W” (168 mph)
Tire Weight: 19 lbs.
Tire Dimensions: 24.3 in. diameter, 8.1 in. width, 3.6 in. sidewall, 6.5 in. tread width
Treadwear: 280
Tire/Rim Country of Origin: Japan/China
Wheel Revs per Mile*: 859
Wheel Rims: Custom exclusively for FIAT 124 Classica “Urbana”, 17″ x 7″, cast aluminum alloy, black diamond, 12 spokes, MOPAR Part # 68497744AA
🔴 OEM: FIAT 124 “America” (only in Europe, MY 2017)
→ →→ →→ →a.k.a. FIAT “Historical” (aftermarket)
Rim Bolt Pattern: 4 x 100 PCD
Rim Offset (ET): +45 mm
Center Bore: 54.1 mm
Recommended Tire Size and Rating: 205/45R17, “W” (168 mph)
Rim Country of Origin: Italy
MOPAR Part #s: 52064513 individually ♦ 52064514 is part # for set of 4 wheels
Wheel Rims: Custom exclusively for FIAT 124 “America”, 17″ x 7″, forged aluminum alloy, silver, 4 spokes, ≈ 21 lbs.
Notes specific to these wheels:
→ →♦ Apparently they don’t have DOT certification that is needed for them to be legally sold in U.S.
→ →♦ Apparently they won’t clear Brembo brakes (front) unless spacers are added
🔴 OZ Racing Ultraleggera (Retail) – very popular aftermarket rims
Rim Bolt Pattern: 4 x 100 PCD
Rim Offset (ET): +37 mm (not available in ET +45)
Center Bore: 56 mm
Recommended Tire Sizes: 205/45R17 or 215/45R17
Rim Country of Origin: Italy
Wheel Rims: 17″ x 7″, forged aluminum alloy, 12 spokes, 20.5 lbs.
Notes specific to these wheels:
→ →♦ They will accommodate Brembo brakes (front) without spacers
→ →♦ FIAT & ABARTH OEM caps are not compatible
→ →♦ Because of larger center bore, proper (incremental) lug nut installation procedure is critical!
→ →♦ Available in a variety of colors (thanks to significant ND MX-5 aftermarket demand; perhaps fewer colors than shown though 😉 )
124 SPIDER ~ ADDITIONAL TIRE NOTES
🔴 Recommended Tire Pressure (B-pillar placard states 29 PSI for both front & rear tires on all models, however, in my opinion upon closer analysis of that placard):
♦ Normal loading (cargo + occupants 340 lbs.): 32 – 36 PSI (cold)
♦ High-speed driving (> 75 mph): 32 – 36 PSI (cold)
🔴 Recommended Tire Fitment Maximum Sizes (no rubbing):
| With stock 16″ wheels | With stock 17″ wheels | |
|---|---|---|
| 225/45R16 (for stock vehicle height) | 225/45R17 (for stock vehicle height) (winter tires = 215/45R17) |
|
| 225/45R16 (if vehicle lowered ≈ 1″) | 215/45R17 (if vehicle lowered ≈ 1″) | |
🔴 Recommended 17″ Tires for Winter season:
→ →♦ Vredstein Quatrac 5 205/45R17 or Vredstein Quatrac Pro 205/45R17 (source)
🔴 Recommended 17″ Replacement Tire Alternatives (non-competitive):
→ →♦ Michelin Pilot Sport 4 215/45R17 (source) or
→ →♦ Continental ExtremeContact Sport 215/45R17 (source) or
→ →♦ Continental ExtremeContact DWS06 Plus (all-season) 215/45R17 (source)
| Comparison to OEM Specs | 205/45R17 | 215/45R17 | Difference |
|---|---|---|---|
| Diameter in. (mm) | 24.26 (616.3) | 24.62 (625.3) | 0.35 (9) 1.5% |
| Width in. (mm) | 8.07 (205) | 8.46 (215) | 0.39 (10) 4.9% |
| Circum. in. (mm) | 76.23 (1936.16) | 77.34 (1964.44) | 1.11 (28.27) 1.5% |
| Sidewall Height in. (mm) | 3.63 (92.25) | 3.81 (96.75) | 0.18 (4.5) 4.9% |
| Revolutions/mile (/km) | 831.2 (516.48) | 819.24 (509.05) | -11.96 (-7.43) -1.4% |
🔴 Recommended 16″ Replacement Tire Alternatives (non-competitive):
→ →♦ Firestone FireHawk A/S (all-season) 195/50R16 (source) or
→ →♦ Continental ExtremeContact Sport 205/45R16 (source) or
→ →♦ Continental ExtremeContact DWS06 Plus (all-season) 205/45R16 (source)
| Comparison to OEM Specs | 195/50R16 | 205/45R16 | Difference |
|---|---|---|---|
| Diameter in. (mm) | 23.68 (601.4) | 23.26 (590.9) | -0.41 (-10.5) -1.7% |
| Width in. (mm) | 7.68 (195) | 8.07 (205) | 0.39 (10) 5.1% |
| Circum. in. (mm) | 74.38 (1889.35) | 73.09 (1856.37) | -1.3 (-32.99) -1.7% |
| Sidewall Height in. (mm) | 3.84 (97.5) | 3.63 (92.25) | -0.21 (-5.25) -5.4% |
| Revolutions/mile (/km) | 851.8 (529.28) | 866.93 (538.69) | 15.14 (9.41) 1.8% |
🔴 Speedometer Calculations: The Revolutions/mile (/km) spec PID is programmed into the PCM for the OEM tires originally installed, and is the basis of all the vehicle speed calculations using input from the ABS sensors. The PID can not be changed to accommodate newly installed tires of a different circumference (nor even tread wear), so your speedometer readings may be slightly off.
124 SPIDER ~ TIRE PRESSURE MONITORING SYSTEM (TPMS)
🔴 Classica & Lusso (MY 2017, 2018) uses ABS algorithms to detect wheel rotational speed Δ; no actual TPMS sensors are in the wheel rims.
Reset TPMS lamp procedure (after insuring that all four tires match, both in diameter and pressure)
→ →• Ign ON (not ACC; more)
→ →• Hold TPMS button until beep (and after lamp has flashed twice)
North America TPMS, courtesy of George Zug Berline
🔴 ABARTH (and MY 2019, 2020 Classica & Lusso) wheel rims have/require individual TPMS sensors:
→ →• North America: 315 Mhz ⇒
→ →• UK/Europe + Australia: 433 Mhz; details
Sensor Nut Torque (avoid re-using nut): 34 in.•lb.
🔴 Procedure to Reset TPMS, or register sensor’s ID codes after wheel changes:
→ →• Ign ON (not ACC; more)
→ →• Ign OFF, wait 20 min.
→ →• Drive ≥ 16 mph (24 kmh) for ≥10 min.
Australian Abarth TPMS, courtesy of Clark Rees
* Data source TireRack.com; values are adjusted to reflect representative rolling radius. Manual calculation results may differ, using equation [63360/(πΦ)], where Φ is the tire’s unloaded diameter (inches), since Revolutions per mile of a mounted tire under load will generally be about 3% more than the calculated number. These are most likely the numbers programmed into the PCM, for converting ABS wheel revolution data into Vehicle Speed.
124 SPIDER ~ DIMENSIONS & WEIGHT
Wheelbase: 90.9 in. (2,309 mm)
Track Width, Front: 58.9 in. (1,496 mm)
Track Width, Rear: 59.17 in. (1,503 mm)
Overall Length: 159.6 in. (4,054 mm)
Overall Width (w/o mirrors): 68.5 in. (1,740 mm)
Overall Height: 48.5 in. (1,232 mm)
Laden Ground Clearance (Stock Suspension): 5.32 in. (135 mm)
Unladen Ground Clearance (Stock Suspension): 5.9 in. (150 mm)
Approach angle: 13.1°
Max. Combined Capacity of Cargo & Occupants (@ 29 psi):
→ →340 lbs. (154 kg.), as stated on B-pillar tire placard; more details
Curb Weight*, pounds (kg):
→ →♦ 2,436 (1,105) six-speed manual (Classica, Lusso)
→ →♦ 2,477 (1,124) six-speed manual (ABARTH)
→ →♦ 2,476 (1,123) six-speed automatic (Classica, Lusso)
→ →♦ 2,516 (1,141) six-speed automatic (ABARTH)
Gross Vehicle Weight Rating (GVWR), pounds (kg): 2,932 (1,330)
Corner weight distribution: LF 28% (battery?); RF 25%; LR 23%; RR 24%
Courtesy of Good-Win Racing ~ 2017 Classica with Technology package, full tank of gasoline, manual transmission
* North American Curb Weight is defined as the weight of a vehicle in running order, unoccupied and unladen, with all fluid reservoirs filled to nominal capacity (full) including fuel, and with all standard equipment fitted (options and accessories are not included)
124 SPIDER ~ ACCOMMODATIONS & SEATS
🔴 Trunk:
Trunk Cargo volume: 4.94 cu ft (140 liters) (vs 4.59 cu ft for the MX-5)
Note: if you have long items (chairs, golf clubs, etc.) that don’t quite fit, you will gain much more capacity by removing side trim panels ⇒
Trunk Opening Size: approx. 35 in. W x 14 in. L (trunk cavity dimensions are larger)
🔴 Passenger Compartment & Seats:
Head Room: 37.4 in. (950 mm); more, if seats lowered
Legroom: Classica, Lusso, ABARTH
→ →♦ 43.1 in. (1,095 mm) for driver’s side
→ →♦ 38.0 in. (965 mm) for passenger’s side, due to subwoofer/wedge (even for non-Bose cars)
Shoulder Room: 52.1 in. (1,325 mm)
Hip Room: 52.0 in. (1,320 mm)
Passenger volume: 49 cu ft (vs 48 cu ft for the MX-5)
Seating Capacity: 2
Seat Travel: 8.3 in. (210 mm) driver / 6.7 in. (170 mm) passenger
Seat Back Angle: 25° nominal, 12° forward, 22° rearward
Seat Construction: The seats in our Spiders are relatively lightweight (around 30 pounds due mostly to the steel frame). All of the comfort and support in both the seat bottom and seat back is attributed to the combination of the outer covering and the tight mesh fastened along both sides of the frame underneath that skin (there are no typical springs, and except for the bolsters – no foam).
Other than the outer coverings, the construction is exactly the same – whether they are:
- Classica’s premium cloth seats
- Lusso’s Italian Nappa leather seats
- ABARTH’s premium cloth, Nappa sport leather options or the Nappa leather with Alcantara suede (microfiber) inserts used in the Recaro seats
In my opinion, not only are the Classica seats the most durable, they are also the most comfortable, especially in extreme high and low temperatures (which may be why seat warmers needed to be made available for the leather seats). Granted, the other seats do have a premium appearance though.
For more details on: Adding Lumbar Support Aftermarket Airbag Raising the Seats Seat Lowering Rails Lowering the Seats Fixing Lazy Seat Belts
124 SPIDER ~ LIGHTS
🔴 Exterior Lights:
Headlight Modules {1}:
→ →♦ LED fixed-aim headlights (optional):
→ →→ →Front side-marker lights:
→ →→→ → →• North America only: WY5W (5 Watts, amber incandescent),,behind an amber lens
→ →→ →→ →• All other regions: W5W (5 Watts, white incandescent),,behind a clear lens
→ →→ →Front (halo) parking lights: LED
→ →→ →Low-beams: LED
→ →→ →High-beams: LED ▌ 2,000 Lumen
→ →→ →Daytime Running Lights (DRL)*: LED
→ →→ →Procedure to manually adjust aiming, if vehicle’s stance has been altered
→ →♦ LED adaptive (AFS) headlights (optional):
→ →→ →Front side-marker lights:
→ →→ → →→• North America only: WY5W (5 Watts, amber incandescent),,behind an amber lens
→ →→ →→ →• All other regions: W5W (5 Watts, white incandescent),,behind a clear lens
→ →→ →Front (halo) parking lights: LED
→ →→ →Low-beams: LED
→ →→ →High-beams: LED ▌ 2,000 Lumen
→ →→ →Daytime Running Lights (DRL)*: LED
→ →→ →Procedure to re-initialize auto-leveling, if vehicle’s stance has been altered
Note: Since the Adaptive Front Lighting System (AFS) headlights have to point with a bias toward the inner edge of the road so as not to “blind” oncoming traffic, depending on the region, if ordering replacement units, be sure to order the proper LHD or RHD configuration, at least in Europe (thanks hefbadr). 
These lights self-level when starting the vehicle, and they move in conjunction with the steering wheel (really noticeable in foggy weather). When driving in countries that differ from your LHD/RHD configuration, the CMU personalization settings allow for unbiased aiming (straight-ahead) by switching AFS off temporarily (not sure why the UK manual omitted this).
→ →♦ Halogen fixed-aim headlights (standard):
→ →→ →Front (halo) parking/side-marker lights:
→ →→ →→ →• North America only: Y5W (5 Watts, amber incandescent),,behind an amber lens
→ →→ →→ →• All other regions: W5W (5 Watts, white incandescent),,behind a clear lens
→ →→ →High-beam/Daytime Running Lights (DRL)*:
→ →→ →→ →• North America only: HB3 9005 (Halogen ▌ 65 Watts ▌ 1,700 Lumen ▌ 6,000 Kelvin)
→ →→ →→ →• All other regions: H15 (Halogen ▌ 55 Watts ▌ 1,500 Lumen ▌ 5,000 Kelvin)
→ →→ →Low-beams: H11 (Halogen ▌ 55 Watts ▌ 1,345 Lumen ▌ 6,000 Kelvin); upgrade
→ →→ →Procedure to manually adjust aiming, if vehicle’s stance has been altered
* Notes regarding DRL:
→ →♦ The Daytime Running Lights (inboard of the LED halos) turn on automatically when the vehicle starts moving, and turn off when the parking brake is engaged or the gear selector is shifted to the PARK position (if equipped with automatic transmission). The CMU personalization settings allow for disabling DRL in some regions. Pictured is a U.S. AFS headlight, as it has an amber side-marker light lens.
→ →♦ Also note the headlamp [high-pressure] washer nozzle, required in Europe for lights producing ≥ 2,000 Lumens (the LED headlights), that are activated at every fifth windshield washer activation (thanks Steele).
→ →♦ A lower voltage is supplied to the Halogen bulbs for the DRL mode, so obviously the Lumen output is also reduced (vs High-Beam output).
Front Turn Signal Lights {2}: WY21W, SAE 7443NA (21 Watts, amber incandescent); lamp assemblies made by Stanley for the 2014–2018 Mazda3 are utilized (much more expensive to purchase as a FIAT part)
Front Foglamps (optional) {3}: H11 (Halogen, 55 Watts, 1345 Lumen, 6000 Kelvin); recommended bulb upgrade; lamp assemblies made by Koito Lighting for the 2014–2018 Mazda3 are utilized (much more expensive to purchase as a FIAT part). Note: although wiring exists for these foglamps in all models, without the Euro turn signal stalk (has switches for both front and rear foglamps), and perhaps a missing relay, just installing lamp assemblies will not enable their functioning, unless wiring modifications are done, as explained in a nice writeup for adding front foglamps to Classica here.
Rear Side-marker Lights {4}:
→ →♦ FIAT (U.S. only): W5W (5 Watts, white incandescent), behind a red lens
→ →♦ ABARTH (along wheel well trailing edge): W5W (5 Watts, white incandescent), behind a red lens; lamp assemblies are common with the ND MX-5
Tail Light Modules {5}:
→ →♦ Rear parking lights: LED, behind a red lens
→ →♦ Brake lights: LED, behind a red lens
→ →♦ Rear turn signal lights: WY21W, SAE 7443NA (21 Watts, amber incandescent), behind a clear lens
Rear Foglamp / Reverse Light Module {6}:
→ →♦ Reverse light: W21W, SAE 7440 (21 Watts, white incandescent), behind a clear lens
→ →♦ Rear “Foglamp” (standard for Europe region): W21W, SAE 7440 (21 Watts, white incandescent), behind a red lens.
The Euro rear foglamp is a single lamp, offset from vehicle centerline and reverse light (on the driver’s side, so it’s not confused with brake lights), to meet Euro regulations (provisions for either LHD or RHD exist in the lamp housing); the wiring harness for the rear foglamp exists for all regions (plugged into an empty cavity in the housing for non-Europe), but in order for it to function, a Euro turn signal stalk (has switches for both front and rear foglamps) is required; by drilling hole(s) for bulb socket(s), you can add symmetry to the Euro foglamps (or create an additional pair of brake lights) – BillaVista’s flashing brake lights modification instructions are here.
Center High Mount Stop Light (CHMSL) Module {7}: a row of LEDs, behind a red lens
License plate lights: W5W (5 Watts, white incandescent, behind a clear lens); located on the underside of the decklid; lamp assemblies are common with the ND MX-5
Side repeater Lights (above front wheel wells) {8}:
→ →♦ North America only: WY5W integral with lens (5 Watts, amber incandescent), behind a clear lens; lamp assemblies are common with the ND MX-5
→ →♦ All other regions: W5W integral with lens (5 Watts, white incandescent), behind a clear lens; lamp assemblies are common with the ND MX-5
Note: Nice alternative lamp assemblies with removable bulbs: smoked lens or clear lens; LED alternatives
🔴 Interior Lights:
Overhead Light: DE3175 (10 Watts, white incandescent, 31 mm Festoon); lamp assemblies are common with the ND MX-5
Trunk Light: DE3022 (5 Watts, white incandescent, 31 mm Festoon); lamp assemblies are common with the ND MX-5
✅ Interactive wiring diagram (right-click it; select Full screen; select Flow; then you’ll be able to see all of the circuit paths that activate either interior light)
✅ Upgrading both interior light bulbs with Super-bright CANbus LED units* is highly recommended for significantly improved lighting
* Note: LED “bulb” substitutions can be made for incandescent bulbs, but they won’t always behave well with the Body Control Module (which interprets the very small circuit current draw as a burned-out bulb, resulting in “hyperflash”), unless: (1) at least one of the bulbs in the respective circuit remains incandescent, or (2) the LED bulbs are CANbus “error-free” units (built-in load resistor), or (3) you splice into the wiring circuit to add your own inline resistor.
🔴 Bulb replacement instructions:
Exterior ABARTH rear side-marker Side repeater ▌ Interior
124 SPIDER ~ TECHNICAL SERVICE BULLETINS
| FCA # | Subject | |
|---|---|---|
| 23-038-18 | Convertible Top Rubs On Rear of Headrest When Opening/Closing | |
| 18-059-17 REV. A | Powertrain Control Module (PCM) Update for Check Engine Light/Engine Knock/Downshift Issues | |
| 08-145-18 | Security/Panic Alarm Activation (or Engine Shutdown) While Driving (due to faulty TPMS sensor(s) in ABARTH and MY 2019, 2020 Classica & Lusso wheel rims) [similar to Mazda 09-013/19 below] |
|
|
Other related reference documents | |
| [MAZDA #] 07-002/21 |
A/C blows warm air (due to cracked cooler pipe) | |
| [MAZDA #] 02-001/22 |
Clunk noise from rear suspension | |
| [MAZDA #] SA-041-20 |
Clock GPS Sync setting may affect clock accuracy | |
| [MAZDA #] R017/16C |
Convertible Top Inner Cloth Falling Down Causing Poor Appearance and Obstructing View of Back Window | |
| [MAZDA #] 09-036/22 |
Center Display Operates by Itself (Ghost Touch), Screen Surface Delaminating/Peeling; see article for more details | |
| [MAZDA #] 09-013/19 |
Security/Panic Alarm Activation (or Engine Shutdown) While Driving (due to faulty TPMS sensor(s) | |
| [MAZDA #] 09-045/18 |
Power window does not work properly | |
124 SPIDER ~ RECALLS
| NHTSA # | Subject | |
|---|---|---|
| 19V-068 | Reprogram Aisin Automatic Transmission Control Modules (MY 2017-2019). Due to inappropriate control logic of the clutch control software in the Transmission Control Module (“TCM”), electrical signal noise may cause the vehicle to unexpectedly downshift, causing an abrupt deceleration of the drive wheels. | |
| 21V-879 | Replace Fuel Delivery Module (MY 2019). The fuel pump may have been built with impellers that could deform, interfering with other fuel pump components and potentially causing fuel starvation. | |
124 SPIDER ~ KEY FOB
Key Fob Mfr./Model #: Mitsubishi SKE13D-01 (with Panic button) or SKE13E-01 (without Panic/Security button) [same as ND MX-5 (MY 2017 only)*]
Key Fob FCC #: WAZSKE13D01
Key Fob battery: CR2025 (expect to replace bi-annually; avoid using CR2032 batteries; avoid Duracell batteries with bitterant coating on them
Article with many more details: more fob info
Key Fob battery LOW: When the START/STOP button is pushed from ON to ACC or OFF position, and the cluster Key Indicator Light flashes green for approximately 30 seconds.
Key Fob battery “Dead”: The red cluster Key Indicator Light illuminates. If the red light remains on after replacing the battery, try holding the alarm/panic button and see what happens. See instructions in next section regarding the ability to start the engine regardless.
* There have been several reports that MAZDA fobs having the same FCC number were purchased as replacements, primarily because they are more plentiful and priced significantly lower, but if the SKE numbers end in -02 (MY 2018 and newer), the fob will function in the 124 Spider, but the variation will trigger an annoying red display of the cluster Key Indicator Light.
124 SPIDER ~ IGNITION START/STOP SWITCH
Ignition Switch ⇒: MOPAR # 68314297AA
Instructions (key fob needs to be within operational range):
Ignition Push Button Switch without pushing clutch pedal (MT) or brake pedal (AT): Each time the keyless ignition START/STOP button is pushed, the ignition cycles in the order of OFF, ACC, ON, and back to OFF mode, without the engine ever starting.
Ignition Push Button Switch while pushing clutch pedal (MT) or brake pedal (AT): Each time the keyless ignition START/STOP button is pushed, the engine cycles in START or OFF mode.
Instructions, if key fob battery is dead (or if room fuse is not in place): Starting the car by pushing the START/STOP button by pressing it with the logo end of the fob (rather than using your finger), is how the cars were moved around in “transport mode”, before the room fuse has been installed. There is a RFID chip in the fob that can be detected by the switch, and if the code is correct, will allow the engine to be started. Keep that in mind if your car seems unable to detect the key.
124 SPIDER ~ PAINT
Where to find your paint code: For North American 124 Spiders, MAZDA prints THEIR paint code on the B-pillar VIN placard (just above the striker plate for the driver’s door latch)
Paint: MAZDA‘s “Takumi-nuri”, water-based “Aqua-tech“
Paint thickness (in microns per source, avoid aggressive polishing! as paint is VERY thin due to MAZDA‘s gram strategy):
→ →Aluminum body panels (hood, decklid): 33 μm; (front quarter panels): 46 μm
→ →Steel body panels (Doors, rear quarter panels): 109 μm
click illustration to enlarge; Note the absence of primer. Both paint layers (base and clear topcoat) are applied in succession before being dried (the inner body parts by hand and the outer panels using robots), the entire process taking about 17 minutes per vehicle.
All 124 Spider Paint Colors
|
|---|
FIAT/ABARTH COLOR NAMES(Regional and MY variations) (Notes; availability)
→ →FIAT‘s Primary (and alternative European) PAINT CODES
→ →MAZDA‘s PAINT CODE | MAZDA‘s COLOR NAME
Rosso Passione | Passion Red | Costa Brava 1972 Red | Hypnotique Red (solid; MY 2017 – 2020)
→ →RKM (PR2 895B 162/C; some documents state PKM or PBM?)
→ →A7V | — (unnamed, as it was never a MAZDA color) @amazon
Bianco Gelato | Alpine White | Ice White | Arctic White Clear Coat | Turini 1975 White | Brillante White (solid; MY 2017 – 2020)
→ →PWE (PWV NWV 296A 163/C)
→ →A4D | Artic White @amazon
Bronzo Magnetico | Magnetic Bronze | Titanium | Bronze | Magnetico Bronze Metallic (metallic; MY 2017 – 2019 only)
→ →PDF (PUL QUL 399B 201/B)
→ →42S | Titanium Flash Mica @amazon
Azzurro Italia | Pacific | Italia Blue | Isola d’Elba 1974 Blue | Azure (metallic; MY 2017 only)
→ →PBI (KBP 599 208/B)
→ →44J | Dynamic Blue Mica @amazon
Grigio Moda | Meteor Gray | Fashion Grey | Dark Gray | Moda Gray Metallic (metallic; MY 2017 – 2020)
→ →PA5 (243/B)
→ →42A | Meteor Gray Mica @amazon
Nero Cinema | Nero Vesuvio | Black | Volcano Black | Jet Black | Nero San Marino 1972 | Forte Black (metallic; MY 2017 – 2020)
→ →PXC (PX8 244/B)
→ →41W | Jet Black Mica @amazon
Grigio Argento | Glacier Silver Metallic | Argento Grey | Aluminum Metallic | Portogallo 1974 Grey (metallic; MY 2017 only)
→ →PSL (NSN 348B 235/B)
→ →38P | Aluminum Metallic @amazon
Bianco Ghiaccio Perla | Arctic Pearl | Urban White | Crystal White Pearl | Tri-Coat White Pearl (pearlescent; MY 2017 only)
→ →PWS (KWH 245/B)
→ →34K | Crystal White Pearl @amazon
Bleu Scuro | Mare Blue Metallic | Nuovo Blu Mediterraneo | Dark Blue Metallic (metallic; MY 2018 – 2020)
→ →PHB (487B 816/B)
→ →42M | Deep Crystal Blue Mica @amazon
Puro Bianca Perla | Pura Bianco Perla | Nuovo Bianco Ghiaccio | Tri-Coat White Pearl | Puro White Tri-Coat (pearlescent; MY 2018 – 2020)
→ →PWW
→ →25D | Snowflake White Pearl Mica @amazon
Grigio Chiaro | Nuovo Grigio Argento | Light Gray | Silver Metallic | Chiaro Silver Metallic (metallic; MY 2018 – 2020)
→ →PSP (620/B)
→ →45P | Sonic Silver @amazon
Ceramica Gray Metallic (metallic; MY 2019 – 2020)
→ →PAQ
→ →47A | Ceramic Metallic @amazon
Alpi Orientali Grey (new color exclusive to ABARTH 124 GT )
→ →— (807/B)
→ →—
Other Miscellaneous Colors |
|---|
Black Heritage Stripe (cofani e bauliere bicolore) (matte; ABARTH exclusive option)
→ →QKM (762/A – gloss level 15)
→ →— → →
Piano Black Trim & Mirror Covers
→ →—
→ →A3F | Brilliant Black @amazon
ABARTH Red Trim & Mirror Covers (much brighter than Hypnotique / Passion Red)
→ →—
→ →A4A | True Red @amazon
ABARTH Wheels (Gun Metal; ABARTH exclusive option; see my NOTE if dull/peeling)
per Santu: Here is a picture of the color 607/B 989BB in the Alfa Romeo color book, based on the paint shop data it is the same as Abarth Gun Metal 607B
→ →
→ →607B (Alfa Romeo‘s Grigio Antracite recommended)
→ →GMW | Gunmetal Wheel @amazon
Classica/Lusso Wheels (Silver)
→ →XZA-W (FIAT code for 500 wheels; needs to be verified)
→ →— → →
You may note that there are many references to MAZDA parts because the platform and a major portion of components are shared – and in many cases, the MAZDA equivalents are not only more readily available, but also much less expensive
♦♦♦♦♦
21ˢᵗ Century Fiat / Abarth 124 Spider 
I updated the Sales numbers today. Over 45,000 were sold!
I also added: optional luggage rack (MOPAR # 52060660; OEM with FIAT 124 “America” to the Body section.
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Added a note “Although they may appear to be similar, Fiat 500 rims do not belong on the Fiat 124 Spider!” to Wheels section to hopefully prevent my readers from ordering the wrong wheels.
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Edited Key Fob section (as well as the associated blog article) based on Victor Do’s observations. The SKE # for Miata key fobs MY 2018 and newer, end in -02, rather than -01, and although the fob will function in the 124 Spider, there will be an annoying red display of the cluster Key Indicator Light.
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@ameridan, please update Timing Belt Change, 120,000km (not 240,000km, are too much for FIAT :), as reported on the official “FIAT 124 Manual Service”, thanks
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Ignazio, I just checked the Service Manual, and although the change interval for the accessory drive belt is 80,000 miles (128,000 km), the change interval for the timing belt is indeed 150,000 miles (240,000 km), so unless I’m convinced that # is erroneous, I’m not going to change it.
Was that the source for confusion? I added the accessory drive belt change interval as a note.
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Hm, just had a look at the user manual on the elum portal ( https://aftersales.fiat.com/elum/Home.aspx?id_language=2 ) and there it states:
“Areas that are not dusty: recommended maximum mileage 120.000 km. Regardless of the mileage, the belt must be replaced every 6 years. Dusty areas and/or
demanding use (cold climates, town use, long periods of idling): recommended maximum mileage 60.000 km. Regardless of the mileage, the belt must be
replaced every 4 years.”
for both the accessory and the timing belt.
So the guy who created the service manual didn’t talk to the guy writing the user manual?
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Apologies to Ignazio, as perhaps this was his reference (although he implied Service Manual), but the User Manual seems suspect to me, as an EPDM serpentine belt is expected to have a much longer life than a v-belt. For now, I’m not convinced that my spec needs to be altered, but thanks Tobias, for pointing out the discrepancy (there are many errors in the User manual – and some in the Service manual too 😉 ).
I added a pdf document today: https://21stcenturyfiat124spider.files.wordpress.com/2022/08/scheduled-servicing-plan-for-124-spider-from-service-manual.pdf as the source document.
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Going back to the timing belt change conversation, I just looked at the table in the official MOPAR service manual, and that table matches the owner manual in that it states replacement at 15 years or 150,000 miles (240,000 km). The figure (and associated caveats associated with dusty road conditions) that Tobias is referencing is for the accessory drive belt, not the timing belt. The accelerated replacement footnote regarding driving in dusty conditions is tied to 4 asterisks (****), and in the table above that footnote, the 4 asterisks are on the line that describes accessory belt replacement. There is no footnote associated with the drive belt.
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From eLum download the “Libretto Uso e Manutenzione” I think I can be translated as “Service and Maintenance Manual”. It is stated to change @120.000km timing AND accessory belt. (Normal streets no dusty, obviously). Is possible to upload a screenshot here? I’m a new member 😞
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Yes, just click on Edit, and just add the url for the image file directly.
The Jeep Service manual also shows the same 150,000 mile interval for the 1.4L engine in the Renegade. Modern timing belts are extremely strong and resilient. Realistically, at that mileage, the tensioner is more likely to fail than the belt. The only case where I would replace the belt early is when the car is operated in extremely hot, dry climates, or if the belt has been oil-contaminated by a leaking cam seal.
If you are concerned after 70,000 miles, you could pull the upper timing cover and visually inspect the belt. As long as their are no cracks or signs of oil contamination, you should be fine. Since the 1.4L is an interference engine, it can’t hurt to change the belt sooner, if that helps you sleep better though.
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I added a Coolant Change Interval section today, but based on my research, disagree with the Service Manual:
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SteveP provided TSB info regarding faulty TPMS sensors causing “Security/Panic Alarm Activation While Driving”. I added TSB 08-145-18 to my Technical Service Bulletins section.
I also corrected the engine stroke spec.
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Unfortunately the link provided (to the TSB?) is broken. Any chance to get access to the Info of the TSB 08-145-18 in full text, e.g. as pdf ? Any source for download ?
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I did a search on my PC, as well as on Google, and found nothing. Perhaps SteveP saved a copy?
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This might be the corresponding Mazda TSB
Click to access 09-013_19.pdf
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Thanks Tobias. I added your reference to the table.
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Hey. Thanks for this great reference. It’s outstanding!!
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Timing belt change (page 168): @120000km see website attached https://manuall.it/fiat-124-spider-2018/
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The difference is USA vs European service intervals. In the US the recommendation is different. I have viewed both the US and European manuals and indeed the cited service schedule is not the same.
European service requirements tend to be based on different criteria for whatever reason.
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Acknowledging Ignazio’s finding, I’ve added a note to the timing belt change interval spec: (European manual shows 120,000 km in error)
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I added today:
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I added to Engine Specs today:
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Reworded specs in the Brakes section for correctness.
Example was ➜ “Ventilated discs with 11 in. (279 mm) floating single-piston calipers”, now ➜ “11 in. (280 mm) ventilated discs with floating single-piston calipers”.
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Added to Electrical section (thanks azzura):
I’ve never seen this in the North American manuals, but felt compelled to add this tidbit, in case it proves helpful. I doubt that this normally needs to be done just because the battery has been disconnected.
Also a link to an image of the aforementioned page in the manual, is included however it could be a carryover from previous Fiat engines?
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Added OZ Racing Ultraleggera (Retail) rims to the Wheels section, for informational purposes.
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I changed the Lifting Locations illustration (thanks PBDroadster) in the Body & Chassis section for clarity.
I clarified the description for the Rear Fog Lamp today, after learning more about it:
I also changed the table header column names from the default yellow to green, since discovering that the header backgrounds were not the normal black when viewing with mobile devices, making them very difficult to read.
I also reworded the spark plug gap recommendation, so that lowering the gap somewhat was more applicable to those less likely to check and monitor that gap, rather than a general recommendation:
Today, I learned that the author of the online Mazda MX-5 shop manual has updated the site, so that flash is no longer required to view the wiring diagram images, so I again fixed the links to that great resource.
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After catching TX_Bandit’s thread on adding a nice catch can, I added this to my Engine section today:
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Attention, consider installing an oil collector box also between the PCV and the throttle valve ….
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Another gentleman shared his double catch can install @ https://www.124spider.org/threads/gee-willikers-billy-your-mom-lets-you-have-two-catch-cans.40637/
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I stumbled across a Mazda TSB having to do with a clunk noise coming from the rear suspension, and added a link to it in TSB section, as well as a note in the Suspension section.
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I improved the Airbag portion of the Brakes & Safety section, and added a Seat section today.
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I added to the Spark Plug Torque Spec:
If any others take exception with this, please let me know.
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Since there seem to be quite a few questions on the topic, I added a “Cluster Warnings/Indicators” section today.
I also moved all of the Emissions items into the Fuels & Emissions section.
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Since there are occasional questions regarding Daytime Running Lights, I’ve added a photo and DRL description to the Lighting section.
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I corrected the side repeater lights (they were listed as white). In the U.S., they are amber. What color are they in Canada?
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If you’re talking about the lights on the fender just [above and] behind the front wheel, they’re white as OEM in Canada as well.
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Thanks Cal.
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I wish I had better recall for my source(s) for both the open and limited slip differential Gear Lube specs. Steve just pointed out in another forum that the Service Manual seems to indicate the the friction modifier additive is already included in the gear lube. I’m quite certain it is not, and I think the note “Additive is contained within the specified gear oil for the rear differential” is a misinterpretation of the fact that the additive is to be added to the MOPAR # 68333589AA gear oil, not that it is already mixed in.
Also, I call out MOPAR # 68333589AA, or a 75W-90 SG1 (GL-5) Hypoid Gear Oil equivalent, yet the Mopar catalog shows to be a 75W-85 API GL-4 Hypoid Gear Oil, and GL-4 oils don’t usually have any additives.
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I added links to Owner’s Manuals for each MY (thanks Scorpius).
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I spent over an hour trying to find out exactly how the block changed for RWD use, but didn’t succeed. Anyways, I reworded my Engine Specs statement:
It’s a good thing the
sameengine block was first used in the Alfa Romeo Mito , FIAT Punto and Dodge Dart (all FWD cars), as additional oiling channels were added in the walls of the #2 and #3 cylinders in 2014, to resolve forced-induction lubrication issues. The RWD 124 Spider is the first longitudinal installation application of this engine, requiring additional changes to the manifolds, oil pan + dipstick, vacuum pump, timing cover, intercooler, mounts, and engine cover.LikeLike
Added Andrei’s refined Manual Transmission Fluid recommendation:
Fluid Recommendation (smoother shifting in colder climates): [Andrei’s (Xtreme Revolution) Dec. 2022 update] 1 quart of Amsoil Synchromesh along with remaining fill (≅1.2 quarts) of Amsoil MTG 75W90, is highly recommended.
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Learned more about the thermostat, and changed:
to
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Added a link in the Body section, to my updated article (to include maintenance of the door weep holes) at the same time you’re addressing the soft-top well drain filters.
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Hi, do you have any more information on the LED headlights (Visibility Pack)? Are the globes replaceable or are they a sealed unit and cannot be a DYI and fixed/replaced by an authorised dealer?
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Other than the one replaceable incandescent bulb inside (for side marker), they are a sealed unit, and should any of the other LED lights fail, the entire unit must be replaced ($$$ expensive) by first removing the front fascia trim.
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Thank you, you’ve confirmed my worst fears. I have the right side (driver’s side is Australia) headlight not working, upon inspection the rear of the headlight is sealed. Only had the car a couple of months and had 9500klm when I purchased it. It’s an MY17 but is literally brand new. It’s going back to the dealer early next week under warranty to get fixed/replaced. The warranty is the statutory 3 month/5000klm which dealers must provide on used cars here. I’ll also see if they’ll replace the left side or at least have it on record as this too is playing up. I plan to keep my 124 for the next 5 years. With the headlights units being so expensive, is there anyway these headlights can be converted to something that can be easily maintained. I’ve been informed that they’re meant to last the life of the vehicle but having this experience so early in the ownership has got me worried. I’ve search everywhere of owners doing headlight conversion on their 124s but can’t really find a viable solution where globes can easily be replaced by owners, I though you might be able to point me in the right direction. Thanks in advance.
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In my opinion, the LEDs should be good for many years, so if you get a good technician, he should be able to first verify that the issue isn’t actually wiring/connector related (which would be my first guess; perhaps salt-water corrosion?).
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I’ll wait and see the prognosis of the Abarth dealer technicians say when they diagnose the issues on Tuesday. I have had another reputable workshop check it out last week and they confirmed that all the LED/Globes were okay and that it could be the led driver or wiring. They were unable to confirm it as it’s all sealed. Will keep you posted.
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Hi, just an update on my 124s headlight issues. As per my previous message, the car went in to the the Abarth dealership whom I bought the car from January earlier this year with 9,500klm (MY17 model). They confirmed that the headlights were sealed and required replacing, fortunately it was covered under the 3 month/5000klm statutory warranty here in Australia and it expired last Friday 07/04. Everyone at the Dealership Service Dept. were bemused as they’ve never in the 8 year that they’ve been servicing these Abarth 124 Spider, they’ve never encountered headlights failure like mine did, as you said, they said it should last years. Much to my surprise and delight, they informed me that they’ve decided to replace both headlight assembly whilst the front nose was off the car, even though only one was faulty so that I shouldn’t have any more issues plus it has a further 12 months warranty on the headlights and labor. Even more surprising was the cost of each headlight unit of AUD$5000 plus tax and a total cost to the dealership of AUD$14,000 inc. labor. Lol, they said I dodged a bullet and go and by a lotto ticket 🙂 and that they would take this it up with FIAT Australia. Very happy with the outcome, couldn’t fault the dealership for looking after me and my 124, which is a rarity these days, even provided me a loan car whilst they had the car for the week. Thanks for the info which greatly helped with my dealing with the dealer.
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I added Alignment Specs to the Suspension section today.
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I added Vehicle Identification Number (VIN) Locations (LHD & RHD; also known as Chassis #) to the General Information section today.
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Although this statement in the wheels section is partially correct:
(wheels are lug-centric, so if wheels with a larger center bore are used, proper lug nut installation procedure is critical)
I changed it to:
(wheels are primarily hub-centric, so if aftermarket wheels with a larger center bore are used, the correct size hub centric rings are recommended, but not required ➤ proper incremental lug nut installation procedure is even more critical though)
———————-
Also added control’s suggestion to thermostat spec: If the time to reach operating temperature falls outside of the algorithm, resulting in a CEL, try increasing the engine load temporarily by activating the A/C after starting.
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I added tizzam’s belly pan bolt specs my Specs, and it also made me realize I had added mm to all of my metric thread sizes incorrectly – FIXED.
example – Shifter Knob thread: M10 x 1.25
mm(same as all MX-5)[EDIT] I’ve since learned that the second number is pitch, which is the distance between threads in mm, so I guess it was OK, but it is implied and not normally stated. The 3rd set of numbers (if used) is bolt length, and that’s where you’ll usually see mm.
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Added front + rear wheel hub assembly (with bearings) specs to Wheels, Rims & Tires. Thank you Victor Do!
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Added “avoid Duracell batteries with bitterant coating on them” to Key fob section. Apparently this is added to discourage children from swallowing, but unless it is thoroughly wiped off, battery will not function properly.
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Added to Headlights section today:
♦ Also note the headlamp [high-pressure] washer nozzle, required in Europe for lights producing ≥ 2,000 Lumens (the LED headlights), that are activated at every fifth windshield washer activation (thanks Steele).
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Fixed comparison table for Recommended 16″ Replacement Tire Alternatives today. I also added:
Speedometer Calculations: The Revolutions/mile (/km) spec PID is programmed into the PCM for the OEM tires originally installed, and is the basis of all the vehicle speed calculations using input from the ABS sensors. The PID can not be changed to accommodate newly installed tires of a different circumference, so your speedometer readings, shift points, etc. may be slightly off.
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I added Firestone FireHawk A/S (all-season) 195/50R16 tires as recommended 16″ replacements (ride better and are quieter) today.
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I added to the VIN locations today:
♦ for some markets (including Europe), mandated tamper-proof stickers with the chassis number are affixed inconspicuously to select major body panels
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This is an extremely informative, helpful and comprehensive collection of info on this car. Amazing work, well done and thank you.
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I edited the Steering section today for clarity regarding the steering column.
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I just learned another fun fact today, and added it to the Ignition switch section. Before the room fuse is inserted for pre-delivery, the cars were started in the same manner as necessary with a dead key fob battery – by pushing the start/stop switch with the fob itself.
If you store your car for a few months (or longer), and no electric is available for a trickle charger, pulling the logistic fuses (fuse # 26 – “Room” fuse and fuse # 17 – Audio fuse) eliminates the “sleep” current drain on your battery, and this key fob fact might be great to be aware of. That also explains why it is OK for the fob to be kept in the vehicle with no ill effect, yet once you buy the vehicle, that is not recommended.
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I just added a section today for known NHTSA Recalls (only 2 come to mind).
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