Fiat 124 Spider NF
Weaknesses, engine ratings and buying advice
The Fiat 124 Spider (Type NF, 2016-2020) is a rear-drive roadster built on the Mazda MX-5 ND — assembled in Hiroshima, fitted with an Italian drivetrain and its own sheet metal. Anyone who likes the Mazda's lightweight genetics but wants a bit more low-end torque finds an honest everyday roadster with character here.
The heart of it is the 1.4 MultiAir Turbo (55253268, 140 hp): unlike the naturally aspirated Mazda, it delivers genuine turbo punch in the mid-range — pleasant in daily use. The Abarth version (170 hp) ups the ante with a sharper setup, sport exhaust and firmer suspension, but costs noticeably more.
Recurring themes: the MultiAir engine can be temperamental on cold starts after a long layoff, as oil drains out of the MultiAir unit. There were several recalls — Y92 for the fuel pump (2019) and 6221 for the automatic downshifting unexpectedly. On top of that, the turbocharger and clutch wear, spark plugs can oil up, and the soft top and headliner need care.
Test drive: test a cold start after the car has sat (does it fire up promptly?), check the clutch for slip, listen for steady turbo boost without whistling, verify all recall statuses, and cycle the soft top open and shut several times.
Market 2026: the 140 hp base, in clean condition, mostly sits between $16,000 and $22,500; Lusso trims run a touch higher. The Abarth lands well above, mostly between $26,000 and $35,000.
Insider pick: the 140 hp base (55253268) as the more affordable Italian roadster with turbo torque — Mazda reliability with an Italian twist; inspect the MultiAir cold-start behavior and clutch carefully before buying.
Engine Overview
The Fiat 124 Spider NF is available with one engine variant at 140 hp. 1 variants had engine changes — the model year is crucial.
The 1.4-litre MultiAir Turbo in its 170 PS sport tune combines a sophisticated electro-hydraulic valve-actuation system with a tightly packaged turbocharger — a free-revving engine with two inherent systemic weaknesses. The core is the MultiAir unit: it is highly sensitive to incorrect oil and clogged oil filters. An oil meeting the correct manufacturer approval is mandatory; deviations lead to solenoid-valve blockages, misfires, and in the worst case complete unit failure (repair around €1,800). The second weakness concerns extended standstill: if the engine sits unused for four months or longer, oil drains back from the MultiAir unit into the sump — on the next start the engine cranks but will not fire. The fix is simple: run the engine briefly every four to six weeks to maintain oil pressure. With correct maintenance — oil changes no later than every 10,000 km, MultiAir filter every 20,000 km — the engine shows good long-term durability. Minimum 98 RON fuel is required.
- !! Piston crack under extreme load from 100,000 km
In race use or extreme tuning, pistons can crack. The damage manifests as persistent misfires; forged pistons are recommended as an upgrade.
Symptoms: Persistent misfire cylinder 1, wet spark plug, blue smoke - !! MultiAir unit: oil drain during long standstill from 15,000 km
The hydraulic MultiAir unit loses its oil back into the sump after around 6 weeks of inactivity. A safety shutoff then disables valve actuation — the engine cranks fast but has no compression.
Symptoms: Starter cranks freely and high-pitched with no compression; the engine won't start after winter storage; spark plugs oil-foul from repeated cranking. - !! MultiAir unit: oil-quality sensitivity from 50,000 km
The MultiAir hydraulics are sensitive to incorrect oil. Only 5W-40 meeting ACEA C3 with HTHS above 3.5 (FCA approval 9.55535-GH2) protects the micro-pumps from wear and foaming.
Symptoms: Irregular power delivery; jerky running; occasional poor idle; in advanced cases the engine refuses to start.
+ 6 more engine weaknesses + vehicle weaknesses
The MultiAir turbo unit combines forced induction with hydraulically actuated inlet valve control: oil pressure — not a conventional cam follower — operates the intake valves. This makes the system sensitive to oil quality and long periods of standstill. Leave the car parked for weeks and oil can drain from the MultiAir unit; on the next start there is no hydraulic pressure and the engine cranks without compression. The unit delivers 240 Nm from just 2,250 rpm, giving a torque-led, elastic character rather than a rev-hungry one. With regular oil changes to the correct specification and no extended storage, the engine is considered durable; check turbo pipes and hose clamps for leaks at higher mileages.
- !! MultiAir unit: oil drain on standstill and oil sensitivity from 80,000 km
The hydraulic MultiAir valve control is sensitive to incorrect oil and long standstill periods. After weeks of inactivity oil drains back from the unit, so the engine cranks without compression on start; if the unit fails it is expensive to replace in full.
Symptoms: Engine cranks but won't start, misfires, power loss after long standstill - !! Mind the timing-belt change interval from 90,000 km
The MultiAir turbo runs a timing belt whose change interval is quoted inconsistently by the manufacturer. When in doubt, change it earlier, as a belt failure causes engine damage.
Symptoms: Squealing from the belt drive, visible belt wear - ! Boost pipe leaks at higher mileage from 120,000 km
Turbo boost pipes and hose clamps can develop leaks at higher mileage, costing boost pressure. An inexpensive repair if caught early.
Symptoms: Power loss, whistling under load, boost-pressure fault message
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| MultiAir Engine Won't Start After Storage The 1.4L MultiAir turbo will not start after standing for more than 4–6 weeks. Oil drains from the cylinder head; without oil pressure the system deactivates valve control. Symptoms: Starter cranks normally but engine won't fire; spark plugs are oily; no OBD fault codes from 20,000 km | Medium | |
| Recall Y92: Fuel Pump May Fail (2019 MY) A safety recall was issued for 2019 model year: the fuel pump impeller can deform and cause the pump to fail. Symptoms: Engine stalls while driving, difficult or impossible to restart from 30,000 km | Low | |
| Recall 6221: automatic downshifts unexpectedly On the automatic the transmission software can downshift unexpectedly and decelerate the car abruptly. Model years 2017 to 2019 are affected. A TCM reflash at the dealer fixes it. Symptoms: Sudden downshift and abrupt braking, jerky load changes from 10,000 km | Low |
Top Reported Issues
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Known Problems and Issues +
A total of 26 weaknesses have been documented for the Fiat 124 Spider NF (2016–2019) — 12 engine-related and 14 vehicle-related. Typical issues affect Other, Electronics, Body, Gearbox.
124 Spider (55253268-Abarth, 2016–2019) — Be Careful: Piston crack under extreme load, MultiAir unit: oil drain during long standstill, MultiAir unit: oil-quality sensitivity. Power: 170 PS.
124 Spider (55253268, 2016–2019) — Be Careful: MultiAir unit: oil drain on standstill and oil sensitivity, Mind the timing-belt change interval, Boost pipe leaks at higher mileage. Power: 140 PS.
What to watch out for with the Fiat 124 Spider? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Fiat 124 Spider NF have? +
What should I look for when buying a used Fiat 124 Spider NF? +
Which engine is recommended? +
Which Fiat 124 Spider NF engine is the most fun? +
Is the Fiat 124 Spider NF worth buying used? +
What horsepower variants are available for the Fiat 124 Spider NF? +
Last updated: February 2026 · All information without guarantee