Image Gallery

Exterior Styling

If you’re going to produce a limited-run hot hatch then you want it to stand out. Enter the Seat Leon ST Cupra R. You can’t miss it, that’s for sure.

Despite the rather unassuming “Blackness Grey” metallic paint, the Cupra R really makes a bold visual statement. That’s largely due to the amount of copper design features.

At the front, the Seat badge and part of the front bumper are finished in copper. The front skirt is carbon fibre, and grille surrounds are gloss black. Look closely and you’ll spot a dark Cupra chequered flag on the front grille.

The side profile is dominated by the 19-inch alloy wheels, which are two-tone copper and satin black. Because they are an open design, you can easily see the four-piston Brembo calipers at the front. The rearmost part of the prominent side skirt is finished in carbon fibre; the mirrors and roof rails in black.

To the rear, things get even more interesting. There are four exhaust tailpipes with dark tips. The diffuser into which the exhausts are nestled is carbon fibre, as is the rather large roof spoiler. The Seat badge and Cupra lettering are copper.

On the Cupra R ABT model you get two satin black badges on the tailgate: an “R” to the right and “ABT” to the left. And the latter, a small three-letter badge, is the only clue on the outside as to the performance that lies beneath the bonnet.

We thought the Leon ST 300 Cupra looked good, but the Cupra R ABT blows it out of the water, particularly with those copper wheels and the use of carbon fibre. It’s a masterpiece.

Interior Finish

We had one major gripe with the interior on the ‘regular’ Leon ST 300 Cupra, and that was the seats. They just weren’t befitting of a 300PS hot hatch. It is with pleasure, therefore, that we can tell you that sumptuous, fixed-headrest bucket seats are standard fitment on the Cupra R.

They are half-leather, half-alcantara and have ‘CUPRA’ embossed on the backrest. Contrast copper stitching and carbon-effect leather edging make for a wonderful appearance. They are definitely befitting of this car, and set the tone for the remainder of the cabin.

Contrast copper stitching can be found on the gear gaiter and steering wheel, in addition to copper accenting around the air vents and a copper Seat badge on the steering wheel.

The carbon-effect leather is used on the door cards too, giving a distinct textured appearance. That’s important because, despite the cabin being largely the same colour, it never feels monotonous.

The highlight for me is the alcantara steering wheel. Not only does it have a motorsport appearance – alcantara is commonplace in rally and racing cars – but it just feels nice in your hands. It makes you want to grab hold and go for a ride.

The dashboard is a Virtual Cockpit, allowing you to choose a display that suits you. For me, it was the simplest display – a single rev counter with digital speedometer in the middle. There’s no frills, no messing about. It just allows you to watch that red line and concentrate on the road ahead.

The Cupra R features configurable ambient lighting in the front door cards. We never changed this from the default colour, which is a sort-of copper. It brought the whole colour scheme together in a way that the lime green option just wouldn’t.

Engine/Performance

The engine in the Leon ST Cupra R is the same variant of the EA888 you get in the ST 300 Cupra: a 2.0-litre, turbocharged petrol engine with 300PS and 400Nm of torque.

But let’s not forget that this is the ABT version, which benefits from a remap and revised exhaust system. That may not sound like much, but the results are staggering: 350PS and 440Nm of torque. That’s a 17% increase in power, and 10% increase in torque.

Best of all, the Cupra R uses the same 4DRIVE all-wheel drive system as the ST 300 Cupra. It also has the same 7-speed DSG gearbox, meaning that power delivery is constant thanks to near-seamless changes.

The performance figures on paper are a 0-62mph sprint of 4.7 seconds and a limited top speed of 155mph. That’s a full half-second quicker to 62mph than the ST 300 Cupra, showing the merit of that ABT tuning pack.

The exhaust still isn’t the rowdiest of setups; a Golf R certainly has more character with pops and bangs. That being said, the ABT-tweaked system is a step up from the ST 300 Cupra. It is more playful, throwing in the odd pop on lift-off and gear changes.

The Cupra R has a launch control system built into the gearbox. It’s easy to engage: traction control to sport, auto stop-start off and gearbox in sport, foot hard on the brake, floor the throttle and step off the brake. And it is absolutely savage; not one iota of wheel spin, just grip and go.

Put the Leon ST Cupra R at the traffic lights, and you feel invincible behind the wheel. This car would give a shock to some pretty serious cars, especially in the wet…

Ride/Handling

It’s all well and good having 350PS under your right foot, but you have to be able to put it down onto the tarmac. That’s where the brilliant 4DRIVE all-wheel drive system comes into play.

The levels of grip in the Leon ST Cupra R are like no car I have ever driven before. During my time with the car, the weather was truly awful. We’re talking heavy rain, standing water and just general miserableness.

But it seems the Cupra R never got that memo. It just wouldn’t slip a wheel no matter how hard I tried; even when the ESC was turned to ‘Sport’ or even turned off.

You get adaptive damping as standard, with settings from ‘Comfort’ to ‘Cupra’. Whichever setting you choose, the suspension setup is on the firmer side, but that’s to be expected in a car with such sporting prowess.

The result is a car that is incredibly composed on the road. You can easily forget it is – when all is said and done – a family estate car.

Steering is nicely weighted. I had it in the heaviest ‘Cupra’ setting pretty much all the time, which is easily done thanks to the custom drive mode.

Serious firepower requires equal stopping power. With four-piston Brembo front brakes the Cupra R pulls up rather abruptly. It is a setup that inspires confidence, even in adverse conditions.

And it is in adverse conditions that this car shines the most. Because, frankly, the weather in this country is such that any true performance car has to be able to hold its own in damp conditions. The Cupra R doesn’t just hold its own: it excels.

Economy

With the ABT pack adding 50PS and 40Nm you could, understandably, be worried that this would adversely affect economy. Don’t worry though, because the Cupra R won’t disappoint you.

Combined fuel consumption is 32.1mpg on the combined WLTP cycle. That figure is identical to the Leon ST 300 Cupra, so no complaints there. And the WLTP cycle is more representative of real life.

You could easily achieve that figure in the real world – assuming you don’t use launch control at every single junction. Which is harder to resist than it sounds.

And despite presenting itself as a hard-core sports car, the Leon ST Cupra R has a few eco elements about it.

You get start/stop technology for one. And because the Leon is petrol-engined, the starting and stopping of the engine is largely unobtrusive.

You can set the driving mode to one that’s more efficiency-oriented. The 7-speed DSG gearbox not only uses the torque to keep revs to a minimum, but can coast when you take your foot off the accelerator.

CO2 emissions are 164g/km. VED will cost you £530 when the vehicle is first registered, and £145 thereafter. And because the Cupra R costs less than £40,000 you don’t need to worry about the VED surcharge.

Practicality

One of the things I admire most about the Leon ST Cupra R – launch control aside – is how easy it is to live with. To have the performance on offer here, with no detrimental effect to practicality, is always going to be a winner.

I’ve always said that the Leon ST – or estate, if you prefer – is nicer looking than the hatchback. Not to mention the fact that it has a 587-litre boot even with the 4DRIVE system in place.

Cabin space is good. You can transport four adults around in comfort. If you don’t mind cosying up to your fellow passengers then 3 adults in the rear is a possibility, although I wouldn’t want to be stuck in the middle on a long drive.

The many different drive modes on the Cupra R mean it can be many different animals. Take ‘Comfort’ mode as a prime example. The steering is light, throttle responsiveness is decreased and the damping is softened.

The Leon is effortless to drive around town. And then once you get out onto your favourite road and engage Cupra mode it’s a pin-sharp, ferocious beast.

A five-star Euro NCAP rating gives you peace of mind when considering this as a family car. And knowing that it can do everything – from the school run to a track day – makes a strong case for ownership. I’d have a Leon ST Cupra R. In a heartbeat.

Equipment

Being a limited-run, range-topping model the Leon ST Cupra R comes well-equipped. In fact the only option featured on our test car was the £500 ABT tuning pack.

That means everything you see on this car, you get. Keyless entry and go; dual-zone climate control; heated front seats; adaptive cruise control; virtual cockpit; reversing camera; satellite navigation; Apple CarPlay and Android Auto.

There is nothing missing from this car. Even if you look as hard as you can, there’s nothing more you could want. You don’t need a heated steering wheel because it is alcantara, which isn’t very temperature-sensitive. The bucket seats are tremendous. In fact, so is the styling as a whole.

All the lighting, both exterior and interior, is LED. The strips in the front door cards is customisable in colour, and you can change the brightness of the cabin lighting.

Safety-wise you have anti-lock braking, traction control and two-stage electronic stability control. In addition there is a radar-based front assist with pedestrian protection and a multi-collision braking system.

The infotainment system is easy to use, and there are lots of different information displays to choose from, ranging from a lap timer to turbo boost gauge and even a G-force meter.

The virtual cockpit is equally customisable; allowing you to have a full-screen map for when you are in unfamiliar territory, and a simple rev counter for when you want to blast down a country lane with minimal distraction.

Value For Money

The price of the Seat Leon ST Cupra R is £37,975. Given the specification mentioned above, that’s a pretty reasonable price. Not to mention that means the Leon avoids the VED surcharge by being under £40,000.

Furthermore, there are only 150 examples of the ST Cupra R coming to the UK, making it a rather rare proposition. That should help to keep residuals higher, and may even lead to the Cupra R becoming something of a collectible.

Our test car had just one option fitted and frankly, it’s the only one you’ll ever need: the ABT tuning pack. It gives you an extra 50PS and 40Nm of torque. Best of all; it doesn’t affect your warranty.

The price for this game-changing package is £500 which is the bargain of the century. I would be staggered if anyone purchased a Cupra R and didn’t opt for the ABT pack.

Of all the cars we test – and there are a fair few – there aren’t many that get awarded the accolade of 5 stars. But with the Leon ST Cupra R we’d actually go a step further than that.

This is or 2019 car of the year. It is perfect in every way. It has the looks and the performance, but it is still a practicality family car. It’s a car that can keep up with some high-powered machinery that costs three times as much.

So before you head to the local Volkswagen dealership and purchase a Golf R, take a look at the Leon. It’s faster, rarer and – in our opinion at least – better looking, too.

Facts and Figures

The post REVIEW – Seat Leon ST Cupra R ABT appeared first on Simply Motor.

Image Gallery

Exterior Styling

Here at Simply Motor we’re quite partial to an estate car. We loved the Skoda Superb SportLine Plus Estate. We’ve got the Skoda Octavia vRS Challenge and Peugoet 508 SW GT coming later this year too.

Certain cars, like the Seat Leon, actually look better as an estate; in our opinion at least. So this Leon ST 300 Cupra is right up our street.

Basic body lines are largely the same as the regular Leon ST, but with added Cupra muscle and flair.

At the front there are five extra slots in the bumper just above the number plate. Small they may be, but it sets the Cupra version apart. Look up a little more and you’ll notice the copper-coloured seat badge.

The side profile is enhanced by black window surrounds, roof rails and door mirrors. 19-inch alloy wheels are wrapped – barely – in some low profile rubber: 235/35 R19 to be precise. The Seat logo on the centre caps is also copper-coloured.

At the rear, there’s another copper badge to complete a sporty theme. Under this one the word ‘CUPRA’ features in black lettering. This let’s everyone know this Leon ST 300 means business.

In truth, they may have guessed already, owing to the twin exhausts sitting either side of a rear diffuser. A roof spoiler adds the final bit of flair, with gloss black side blades.

There is no aerial on the roof at all – not even a shark fin – which gives a clean appearance. More prominent corners at the front and rear give a muscular feel.

The Leon ST 300 Cupra has a rather athletic look on the whole. Even finished in a basic silver, our test car looked the part in the car park. Choose Emocion Red and it will really stand out.

Interior Finish

Stepping inside the ST 300 Cupra brings a much more familiar feel, not least because my daily driver is, in fact, a Seat Leon ST. Nick’s is a Skoda Octavia, and both have virtually identical control layouts.

In fact, you can get in many cars from across the VW-Audi Group range, and know where every menu is and what every button does. That’s no bad thing; the logical layout is worth using.

There’s a lot to like inside the ST 300 Cupra. Copious amounts of alcantara for one. Complementing this is a carbon-effect leather trim. It may sound like a gimmick, but it’s surprisingly effective; bringing another pattern to stop the interior feeling too samey.

Contrast white stitching is a nice accent on the seats and steering wheel. And the steering wheel is flat-bottomed with perforated leather and a copper coloured Seat badge in the centre.

The copper theme is especially effective. The door card lights and multimedia interface are copper-coloured as standard. You can change this to a green or even purple if you so wish, but we preferred it as it came.

The Leon ST 300 Cupra features a Virtual Cockpit as standard. The Google Earth satellite view on the Audi system will always create the most visual impact, but the Seat system is actually more customisable.

There are several different view options and configurations, from a full-screen map to a simple central rev counter: the latter was our preferred choice for spirited driving.

The interior falls short of being perfect in one area: the seats. Yes, they are comfortable, but they look nearly identical to the standard seats. The ST 300 Cupra deserves some big buckets, and the omission of such niggles at you over time.

Engine/Performance

Also familiar is the engine in the Seat Leon ST 300 Cupra is the engine. It’s a 2.0-litre turbocharged petrol engine; one of the many iterations of the EA888 used across the VAG brands.

This one is one of the more powerful iterations, with 300PS and 400Nm of torque. To ensure this is put to best use, the ST 300 Cupra has a 4DRIVE all-wheel drive system and 7-speed DSG gearbox.

The results are astounding. Enable launch control and this estate car will take off like a rocket. 0-62mph is dealt with in 5.2 seconds, and the top speed is limited to 155mph. That’s not just quick for an estate car. It’s quick full stop.

The 4DRIVE system is rather clever; sending to the power to the front and rear axles in perfect quantities depending on the road conditions.

So whilst all-wheel drive is certainly not required at 300PS – take the Honda Civic Type-R as a prime example – the Leon ST 300 Cupra is certainly better for having it. Because even on wet roads, with the ESC system disabled, you’ll struggle to break traction.

The 7-speed DSG is a gem. It’s properly engaging to the point that we spent most of the week in manual mode. A quick pull at one of the steering wheel paddles delivers an instant gear change. For acceleration it means the power delivery is relentless. When braking you can downshift with both hands firmly on the wheel.

There is just one aspect of performance missing: a soundtrack. Granted, a 2.0-litre four-cylinder petrol isn’t a naturally great-sounding engine. But with a raucous exhaust and some electronic fakery in the cabin the ST 300 could have been perfect. As is it, you’ll want more theatre, like you get with a Golf R.

Ride/Handling

Being able to put 300PS down in a straight line is one thing. But hot hatches are meant to be driven hard, so it’s imperative that the Leon ST 300 Cupra is able to maintain composure when you ask for all 300PS in the corners.

It’s there where the 4DRIVE comes into its own. However hard you push, and whatever the weather, it just grips and grips some more. If anything the ST 300 Cupra is a little too good: without a sense of drama or danger you’ll find yourself doing some rather silly speeds.

Steering is nicely weighted and pleasantly direct. It’s easy to put the nose of the Leon exactly where you want it, and the 4DRIVE system ensures the rear follows with composure.

The brakes are strong, as you’d expect for a car with these acceleration credentials. Stamp on the big brake pedal and you’ll come to a halt with significant G force. You can see for yourself too, thanks to the sport display on the multimedia screen which includes a G-meter. Because why not?

The suspension is finely balanced, allowing the ST 300 Cupra to corner flat and with little body roll. There’s no denying the ride is firm, but rightfully so to maintain composure.

And best of all thanks to Dynamic Chassis Control, which comes as standard on the Leon ST 300 Cupra, it doesn’t have to be firm all the time. You can soften the damping in Comfort mode. This, coupled to the long 7th gear, makes the Leon an excellent motorway cruiser too.

Economy

It’s fair to say that a 300PS hot hatch with all-wheel drive is never going to be the most economical option. But the fact of the matter is that these days we can be pleasantly surprised, which in turn only heightens our expectations of any car.

And the Leon ST 300 Cupra has other features which assure you this isn’t going to chew through your wallet at the petrol pumps.

Start/stop technology cuts the engine to save fuel. This has a coasting feature, whereby the car automatically selects neutral when off the accelerator.

Having a 7-speed DSG means that the revs are kept down at motorway speeds, so that the Leon is off the boost.

And the result of all this? Fuel consumption on the combined WLTP cycle of 32.1mpg. It may not be as much as you’d hoped for, but at least be pleased it’s achievable.

What’s more, if you can stick to an eco-based drive mode and resist the temptation to put the hammer down, you’ll get in the mid-to-high 30’s. Not half bad.

But let’s be honest here. You’re not going to resist the temptation to use that 300PS. And once you’ve discovered the launch control you’ll simply have to show all your friends. And this will mean a figure in the mid-to-high 20s.

CO2 emissions are an NEDC-equivalent 161g/km which equates to a first year rate of £530 and £145 thereafter. The ST 300 Cupra is comfortably under £40,000 so steers well clear of the VED surcharge.

Practicality

In addition to looking better than the hatchback, the Seat Leon ST in inherently more practical as a family car.

Boot space is an impressive 587 litres, versus 380 litres on the 5-door Leon hatchback. It’s a very usable area too, with a large opening that makes loading bulkier items a doddle.

You can actually get a surprising amount of shopping underneath the load cover, meaning your bread and milk can stay out of sight from would-be looters.

Cabin space is good. There are certainly more spacious cars in the class – a Skoda Octavia, for example – but really the Leon is fine.

Four adults can sit in comfort, even on long journeys. Try to get three adults in the back and your passengers will find it less comfortable back there, especially if you decide to blast down a twisty B-road.

Visibilty is great, even with those rather pointy door mirrors. Parking isn’t a problem either. After all the ST 300 Cupra is a family wagon, so you’ll get to use the parent and child spaces!

What makes the Leon such a great family car is its versatility and adaptability. The stark contrast between Cupra and Comfort drive modes is evidence of this.

The ST 300 Cupra can be a ferocious beast at one end of the spectrum and a tame, comfortable family car at the other. And that’s great. Calmly take the kids to school, then enjoy a mad blast to the office.

Equipment

You needn’t worry about gadgets if you choose a Leon ST 300 Cupra. It comes with a bucket load as standard. So here we go…

For visual appeal (get it?) there’s a Full-LED lighting system. Headlights, including daytime-running lights, taillights, number plate lights and fog lights. There’s more on the inside too, with customisable ambient lighting and LED reading lights.

The door mirrors are electrically adjustable, heated and have a fold function. You get electric windows front and rear, an electric parking brake with auto-hold function, cruise control and dual-zone climate control.

For additional convenience you get rain-sensing wipers, auto lights and front and rear parking sensors.

On the safety front all Seat Leons feature anti-lock braking, traction control, electronic stability control and electronic differential lock systems. In addition there are a host of airbags, front assist with pedestrian protection and a multi-collision braking system.

The infotainment offering centres on an 8.0-inch touchscreen. It includes Bluetooth, DAB and satellite navigation. Apple CarPlay and Android Auto is standard fit too, to get the most out of your smartphone.

The cabin layout and design is largely unchanged from when the Leon Mk3 was launched in 2012. Seat has, however, made small changes to keep it fresh. A larger multimedia screen has helped. And the ST 300 Cupra also gets a Virtual Cockpit as standard.

While the Audi system will always win the award for biggest wow factor thanks to Google Earth display, this Seat system actually has more displays and customisation options. From a full-screen map to having dials wrapped around the outer edge, to a simple central rev counter, the choice is yours.

Lux specification adds front bucket seats (hurrah!), adaptive cruise control, keyless entry and a wireless charging pad. It also adds tiredness recognition and seat belt reminder.

Value For Money

The Leon ST 300 Cupra costs from £33,395. The car we tested is as it comes. There were no hefty options list to push the price up further.

And it’s hard to argue with the package on offer. 4DRIVE all-wheel drive, plenty of gadgetry and nice wheels as standard. No complaints.

Go for the ST 300 Cupra Lux and you’re looking at £34,760. In truth the bucket seats alone would be worth that. They transform the cabin completely.

The closest rival to the Leon is, unquestionably, the Volkswagen Golf R estate. It has the exact same powertrain for one. It does, however, sound much better thanks to a more exciting exhaust system. But that may not be to everyone’s taste.

There are more Golf Rs on the road than there are Leon Cupras, so choosing the Seat will give you more exclusivity, and there’s something to be said for that.

There’s a price saving to be had too: the Golf R Estate costs £37,350. That’s a lot more than the ST 300 Cupra, even if you opt for the Lux spec.

Some will argue that the Golf will hold more value, and they have a point. But if you plan to keep the car longer this may not be as big a factor. And you could certainly do a lot with an extra £2,500 in your pocket.

Even without comparing the Leon to any other car, it’s hard not to appreciate the value of it. £33,395 for a car that will rub shoulders with some mighty cars at the traffic lights and keep up with just about anything on a twisty B-road, yet also has a large boot and is easy to live with. Sounds like a bargain to me.

Facts and Figures

The post REVIEW – Seat Leon ST 300 Cupra appeared first on Simply Motor.

Image Gallery

Exterior Styling

It’s safe to say that newer generations of cars seem to be getting bigger and bigger. The Seat Ibiza is no exception. This new generation could have been a Golf a few years ago.

With the exterior the designers at Seat have been busy refreshing the shape to be in line with modern trends.

The once-curvy lines of the Seat Ibiza are not broad, angular and sharp. It looks very much like a mini-me version of the latest Leon hatchback. That is a compliment in itself.

Striking lines down the bonnet and sides beef up the exterior when caught in the right light. Although the Ibiza Xcellence is the more luxury model, the new body shape is just generally sportier in appearance. We approve.

The Seat Ibiza now comes only as a 5-door, but thankfully it is has been designed as such. It doesn’t appear as if the rear doors have been chucked on.

A larger wheel base pushes the front and rear wheels closer to the corners of the car. This improves cabin space, but also helps to keep the Ibiza looking like a usual, compact supermini.

Xcellence models get 16-inch, multi-spoke alloy wheels finished in light and dark grey. There are also dark grey side mirror covers, privacy glass, and lashings of chrome on the grille and window surrounds.

Our test car was finished in Urban Silver at no additional cost. However, if you’re not an accountant (we both are!), then you can opt for a Nevada White or Mediterranean Blue on the Xcellence model.

All in all, we can’t fault the exterior. It isn’t the most exciting, but that shouldn’t be the case. Leave that for the FR and Cupra’s. Instead, the Excellence dresses to impress, in its smartest trainers.

Interior Finish

Well here’s where we expected good things, given the access to the VW family parts bin. When you jump into the driver’s seat for the first time, you’ll find an uplifting interior.

Sure, there are a lot of blacks and greys, but the designers have managed to use a blend of materials to really add some character. You’ll find some hard plastics, offset against leather, the odd soft-touch plastic and gloss black trim to finish.

Overall, there’s more of the hard than soft-touch plastics. But even the harder stuff is not scratchy and cheap-feeling. Plus, given the price difference to a Polo, what would you expect?

Across the dash, you’ll find a faux leather finish with contrast stitching that’ll put some cars costing twice as much to shame. It’s a seriously premium feature.

Everything inside the Ibiza feels well-assembled, with high quality buttons, switches and stalks all in the usual place. It’s what we’ve come to expect from cars coming from anywhere in the VW group.

A nice finish to the Seat Ibiza Xcellence model is the part leather, part alcantara seats, boosting the interior quality and providing comfort on longer journeys.

To the rear of the cabin, it’s very much more of the same. Leather and alcantara seats, and plastics on the door cards.

The Seat Ibiza shares a design feature with the Arona we drove previously. The stitching on the leather steering wheel is a single thread. It bothered us less on this car, because of the overall nice feeling in the cabin.

But it does make you wonder how much cost is saved by not employing a cross-stitch pattern…

Engine/Performance

Our test Ibiza had what we believe to be the pick of the range, the 1.0-litre TSI. This 3-cylinder turbocharged petrol engine packs a measly-sounding 95PS but manages to squeeze out 175Nm of torque.

It’s front-wheel drive, and sends power through a 5-speed manual gearbox. That’s the only transmission available with this engine.

The 0-62 dash – if you can call it a dash – takes 10.9 seconds, and on to a top speed of 113mph. That’s 1mph faster than a Volvo from 3 years into the future…

Now, we’re well aware that those performance statistics don’t sound like much. In fact, you’d probably expect to see your Gran waving as she overtakes you on her mobility scooter.

But in all seriousness, it feels slightly quicker from behind the wheel. Once on the move, you can use the torque to zip around town. This is, after all a Seat Ibiza. Not exactly the type of car in which you will regularly test the 0-62mph time.

But trust me, that little engine packs more of punch than the figures suggest. We expect to see the same engine in several other vehicles this year. Both the Polo and the Skoda Fabia (review coming very soon) come with the 95PS 1.0 litre engine.

On motorways the Ibiza picked up well and had power in any of the 5 gears. But there’s a good chance you’ll find yourself wanting a 6-speed gearbox. A 6-speed manual, and 7-speed DSG, is available on the more powerful 115PS version of the 1.0 TSI engine.

Ride/Handling

Expectations in the supermini class tend to be fairly low when it comes to ride and handling, unless you’re reviewing a hot hatch set up like a go-kart. However much to our delight, the Seat Ibiza surprised us yet again.

The Ibiza Xcellence rides well on its 16-inch alloy wheels. There’s just enough rubber to soften some of our rougher road surfaces.

On some occasions, the little Seat felt more refined and comfortable than some larger hatchbacks. On the motorway it holds its own, with those comfortable seats helping to reduce fatigue on longer journeys.

So what happens when the corners get twisty? Well again, the Seat Ibiza stakes up pretty well. Due to a low stance, it stays quite flat and composed. The longer wheel base means the nose is closer to the front wheels, giving a sharper, more direct turn-in.

Body roll is still present, and becomes more apparent the harder you push. But in truth the Ibiza is a cracking little car to drive, and you can forgive it a little bit of body roll, especially as this isn’t the sporty model.

There are no fancy damping systems or clever suspension setups here. The handling capabilities of the Seat Ibiza come down to

You’ll also find steering the car to be a doddle. With adaptable steering, manoeuvring around town is easy work, whilst still providing feedback – albeit artificial-feeling – when you open the flood gates.

Economy

The 1.0 TSI found in our test car may have been the lesser of the two variants when it comes to power, but it is the more economical one.

On paper the car can achieve 53.3mpg on a combined cycle. And that puts the Seat Ibiza on a level with similar, small petrol-engined superminis.

In the real word the Seat Ibiza was getting close the official combined figures, which is always impressive to see. As with any turbocharged car, over-zealous acceleration will soon dent the fuel consumption figures.

To be honest, I struggled to empty the fuel tank. At 40 litres, that gives a theoretical range of 469 miles. The Ibiza would just sip the petrol like your Gran sipping her afternoon tea.

In terms of emissions the Ibiza produces 105g/km which is fairly standard for a modern petrol engine. That, combined with the reasonable list price, will please company car drivers.

However under the new VED regime CO2 emissions are no longer that important to private owners.

The VED for the first year is £145 and will be absorbed into the list price. After that you’ll see a yearly cost of £140 which, given that it’s the standard cost for any car under £40,000, is fairly comparable with rivals!

Practicality

Now given that the Seat Ibiza sits within the supermini segment, expectations start pretty low when it comes to practicality.

Fear not though, because Seat has managed to squeeze every last inch of room out of this compact little car. It’s a very clever use of space.

To start off with, having the Ibiza as a 5-door makes everyday tasks easy. With a family, getting kids in and out of the back is a lot more dignified. It’s also easy to get yourself in and out of the back to pick up all of the breakfast crumbs.

Adults will appreciate the increased space too. On shorter journey’s I wouldn’t complain at sitting in the back. That’s helped by the broader shoulders that the Seat Ibiza carries at the back.

The middle seat will feel a bit more cramped, so just make sure you’re not last in a game of shotgun.

Throughout the cabin you’ll find several storage bins and a decent sized glovebox to store the handbook, a pair of sunglasses and other odds and sods.

The extra space also continues into the boot. The boot has grown significantly since the previous model, by a third in fact!

The boot now stands at 355 litres, which competes with several larger hatchbacks. I wouldn’t hesitate for a second about putting my dog back there, and that’s high praise for a supermini.

Equipment

Now the usual recipe for a VW family car is to add a splash of standard equipment and then provide you with a list of optional extras that’ll put Santa’s list to shame.

That said, the Seat Ibiza Xcellence actually comes with a fair amount of ‘standard’ equipment.

Inside you’ll find an 8-inch touchscreen multimedia system. It features 3D satellite navigation so you don’t get lost.

DAB radio and Bluetooth will help keep the tunes pumping through the six speaker sound system. Alternatively you can use Apple CarPlay and Android Auto to mirror your mobile phone.

It made a nice change to see the touchscreen blended into the dash, rather than a slapped on floating screen as is seemingly popular these days.

Due to the forever changing British weather, you’ll be thankful for dual-zone climate control. No more fighting over who gets control when one of you is cold and the other isn’t!

To help with those tricky manoeuvres the car is equipped with both front and rear parking sensors, and a rear-view camera for peace of mind.

Keyless entry and go is equipped, so getting your keys out is a thing of the past. Although it may take some getting used to, because Seat provide a standard flip key as used on cars without keyless systems. Madness!

You could spend 5 minutes trying to find an ignition slot, or simply scratch the steering column trying to find it blind.

Our only criticism is the lack of safety equipment which are becoming more common on cars today.

The Ibiza Xcellence comes with a tiredness recognition system and that’s it. It would have been nice to see an option to add blind spot monitoring, lane departure warning or traffic sign recognition.

Value For Money

The Seat Ibiza range starts at £15,495 for the SE trim, which you certainly can’t complain about. Our test car, the Seat Ibiza Xcellence starts at £18,620 OTR. In all fairness, it might sound like a lot but trust me, you’re getting a lot of kit, and car, for your money.

Considering that the Seat Ibiza Xcellence is essentially a VW Polo with a lot of creature comforts, I can’t see many complaints. Especially when you sit back and consider the cash saving.

The Xcellence isn’t an exciting, sporty car. But it’s not sold as one either: that’s left to the FR Sport model which starts at £18,730… or in other words an extra £110. Now the question is, would you pick an FR Sport over the Xcellence?

This all depends on what you want. If you want kerb appeal, and a spirited drive, go for the FR Sport. If you’d rather get from A to B in more comfort, go for the Xcellence.

We’re yet to test the latest FR model, but we may look to try the 1.5 TSI 150PS version later this year.

When it comes to optional extra’s you shouldn’t worry about cost. Largely due to the fact there’s little to choose from. All paint options are standard, and there’s only 1 set of alloys to choose from.

The hardest choice is picking the engine. The 1.0 TSI is the most economical, and the cheapest at £18,620. The aforementioned 1.0 TSI 115PS with a 6-speed manual is £19,050.

On the face of it that seems like it could be worth the extra £430 for a bit of extra refinement. If, however, you opt for a DSG gearbox on the 115PS engine, the price jumps to £20,150. It would be slick to drive though…

Facts and Figures

The post REVIEW – Seat Ibiza Xcellence appeared first on Simply Motor.

Image Gallery

Exterior Styling

The Ateca takes several styling cues from the Seat Leon, and that’s no bad thing. In fact, the Leon was so impressive I actually bought one! By adding the FR trim to the Ateca range, Seat has seriously boosted its kerb appeal. Now it appeals to people who like a bit of sportiness in their lives. People like me.

At the front, the grille is open with a large honeycomb design. Either side of this are angular full-LED headlights. With sharp lines and aggressive LED daytime running lights, they create a distinctive image in the rear-view mirror of fellow motorists.

The front bumper has colour-coded corner extensions and a matt silver lower trim, both of which give a sporty edge to the standard bumper design.

Our test car featured the optional 19-inch allow wheels in lieu of the standard 18-inch ones, and they looked superb. As well as having a two-tone black and polished finish, the wheels feature a snowflake design. What’s more, at £680 they are a reasonably-priced option.

The black plastic trim from the wheel arches is colour-coded on the FR, as are the large side skirts. This creates a much more sporty image than the standard car. Thankfully the striking line from the headlight to the taillight remains, which is one of our favourites on the Ateca.

At the back of the car, there is a twin exhaust pipe to the left hand side to signify a bit of sportiness. The taillights are LED, and feature similar shapes to the headlights. The matt silver lower bumper trim is also consistent with the front end. A large roof spoiler completes the FR’s exterior package.

Interior Finish

Once you climb inside the Seat Ateca, you will find even more styling cues from the Leon. For me it brought a sense of familiarity, which was nice. But don’t think that’s just for Leon drivers either, because many of the VW/Audi Group cars have similar control layouts.

For the FR there are sports seats finished in alcantara and leather with red contrast stitching. They have nice side bolsters, but are a little on the bland side. No FR logo, or fancy quilting. It’s the same story with the door cards. Aside from a flash of gloss black trim, they’re just a bit boring.

Our test car had the optional Digital Cockpit, which replaces the standard dials. From the driving seat this is a big improvement, and allows you a customised view to suit your needs. Even the traditional dial display looks better as a digital version. It’s just crisp and fresh.

As well as brandishing the FR logo, the flat-bottomed steering wheel features perforated leather and red contrast stitching. Small gear shift paddles barely peek out behind it.

The infotainment display is an 8-inch touchscreen unit with proximity sensor. To match the FR’s sporty appearance there are a series of performance displays, which include a G-force meter. Why not?

The materials are of the high quality you would expect, with soft-touch dashboard and plastics. Our only complaint is the lack of contrast. There’s a lot of black, without anything to break it up. We would have liked to see more prominent mood lighting, or a different range of finishers such as brushed aluminium or carbon effect.

Engine/Performance

If you’re going to buy an Ateca FR, then you will most likely want a bit of oomph at your disposal. That means you will be most likely considering the 2.0-litre engines. One’s petrol, the other’s diesel, and both offer up 190PS.

We had the 2.0 TSI petrol, with 190PS and 400Nm of torque. Whilst this isn’t loads by today’s standards, the Ateca has a drivetrain that allows it to make the most of what it has. Power is sent to all four wheels via Seat’s 4DRIVE system, and a 7-speed DSG gearbox uses the power curve.

The Ateca TSI FR is not what you’d call a slouch, sprinting from 0-62mph in 7.9 seconds and reaching a top speed of 132mph. The engine revs well, happy to be taken up to the red line. Gear changes are instant, with no drop in acceleration.

In all honesty that probably sounds more exciting than the reality. There is no exhaust noise, nor is any engine note fed into the cabin; electronically or otherwise. So although the engine revs well, it sounds a little harsh. But knowing what this same engine sounds like in the Leon Cupra 300 and Skoda Octavia vRS, it doesn’t have to be that way.

And when you factor in the 4DRIVE system, 190PS isn’t very much at all. The Ateca will never slip a wheel, or feel like it’s trying at all. It could easily handle 100PS more, a point proven by the impending arrival of the Cupra Ateca, which will have 300pS. Now that’s a bit more like it!

Ride/Handling

Despite being a tall SUV, the Ateca handles rather well. Body roll is present, but controlled reasonably well. In addition to looking sporty, the large side bolsters on the front seats keep you from falling out the door.

The steering doesn’t have much in the way of feel, but has a nice weight in Dynamic drive mode. It’s a little too light for us in eco mode, but thankfully you can set a custom drive mode in the Ateca. That means you can have the steering in sport even when the gearbox is in eco mode.

By far the biggest success on the TSI FR is the 4DRIVE system. Knowing it will distribute the power to maximise grip, you can chuck the Ateca at corners with little caution. With specific modes for Offroad and Snow, you can be sure the Ateca will get you home whatever the weather.

Even with the optional 19-inch alloy wheels the ride is comfortable and composed. Which is a good job because, unlike some Skoda family members, the Ateca isn’t available with a form of Dynamic Chassis Control (DCC). So there’s no adaptive damping to emphasis the comfort in comfort mode and minimise the roll in dynamic mode. But the standard setup is a happy compromise.

One reason you would consider an Ateca is for towing. Whilst my Leon is a perfectly competent tow vehicle, the added ride height and 4DRIVE system make the Ateca even better. It is an effortless tower, although you may want to consider the torquier diesel if you’re planning to do a lot of it.

Economy

The Seat Ateca is reasonably efficient in TSI guise, with combined fuel consumption of 40.4mpg. Sure, a diesel model will be better for high-mileage users. But with the world demonising oil-burners it’s good to know the petrol versions aren’t half bad.

For starters the 4DRIVE system is rather clever, sending power where it’s needed, when it’s needed. So for everyday driving most, or all, of the power is sent to the front wheels, saving fuel.

The 2.0 TSI has start/stop technology for those urban drives and associated traffic. When on a long motorway slog the 7-speed DSG ensures the engine is kept at lower revs. This has the benefit of making the Ateca a quiet cruiser as well as saving fuel on a long run.

The CO2 emissions figure of 159g/km is perhaps a little higher than expected. But this only affect the first year rate, which is £515. This gets lost within the purchase price of the car, and because the price is way under £40,000 the subsequent years will cost the standard £140.

Obviously, if you get a bit carried away using all of the 190PS on offer, then you won’t be getting 40mpg. But with normal, mixed driving, we were pleased with the return from the Ateca.

Practicality

The Seat Ateca is the perfect-size family SUV. It has more space than the likes of the Seat Arona and Volkswagen T-Roc, without being as large as a Volkswagen Toureg or Skoda Kodiaq.

The taller stature is a blessing when you have small children. It’s a lot easier to perform the human origami that is placing a toddler in a car seat at standing level, as opposed to having to bend and fold. Once in the cabin there is plenty of head and leg room front and back. Adults will be comfortable wherever they sit.

The boot is a decent size – 510 litres – with good dimensions in terms of both depth and height. A couple of smallish dogs would have no problems back there, and you’d have to do a pretty monumental big shop to run out of grocery space.

Having the 4DRIVE system is reassuring, knowing that the Ateca will be there to keep you and your family going come rain, snow or shine. It also means the Ateca can avoid facing the Simply Motor wrath for being a two-wheel drive SUV/Crossover: one of our biggest bugbears.

And most of all, the Ateca is an easy car to live with. It is easy to drive and, thanks to plenty of adjustment in the seat and steering wheel, easy to get comfortable in. Parking isn’t too bad either thanks to the Park Assist (self parking). Not like you’ll need that if you’re able to use the oversized parent and child spaces.

Equipment

The Seat Ateca range is, in its entirety, generously equipped. If you dare venture into the flanks of the VW-Audi Group brands, the likes of Seat and Skoda, you will find that you often get more for your money in terms of kit.

The base model Ateca SE features include electric, heated, folding door mirrors; LED daytime running lights; LED taillights; electronic parking brake with auto-hold; self-parking ability; cruise control and dual-zone climate control.

For the safety-conscious the SE model comes with many, many airbags. It also has nearly as many safety systems: traction control, anti-lock brakes, electronic stability control and electronic differential lock. All Atecas feature Front Assist, City Emergency Braking and Pedestrian Protection.

The FR model adds all the styling touches that make this particular model stand out in a crowd. You also get the bigger 8-inch multimedia/navigation system. The headlights are full LED and the door mirrors feature puddle lights incorporating the Ateca silhouette and name.

Inside the FR has full LED interior lighting in addition to advanced multi-coloured ambient lighting, and sports seats finished in black alcantara with red stitching.

For convenience, there’s auto lights with coming home function, auto wipers and an auto-dimming rear view mirror. This specification can be enhanced with some reasonably priced options, which we’ll come onto next.

Value For Money

The Ateca range starts at just under £22,00 for the 1.0 TSI SE model, and goes all the way to just over £35,000 for the TDI 4DRIVE Xcellence Lux. Our TSI FR 4DRIVE model was somewhere in between, starting at £30,680. That’s not a bad price for the level of performance, refinement and practicality on offer.

Our test car had a few options on it, taking the price up to £33,315. Metallic paint is £575. The gorgeous 19-inch alloy wheels added £680.

A top-view camera is £475. This is a great feature for parking, and ensures you can avoid other cars and kerbs all at the same time. It can bamboozle your friends, who will be amazed to see a birds eye view of the car on the screen. We could tell you how it works, but we won’t ruin the magic for you…

Keyless entry and go, or ‘KESSY’ as Seat like to call it, costs £505. Last up on our test car was the Digital Cockpit, a must-have option at £400.

The Ateca TSI FR 4DRIVE is great value for money, certainly less than you’d pay for an equivalent Volskwagen Tiguan. The only caveat to that is that the Seat will also be cheaper a few years down the line, with the Tiguan having superior residual values.

In the last 6 months there has been some good lease deals on the Ateca TSI FR, so if you’re in the leasing game this could well be your next family car.

The real danger to this car? Well Cupra is now an independent brand, separate from Seat. Their first car? Yep, the Cupra Ateca. With 300PS it will be an absolute rocket. Prices aren’t confirmed, but expected to be around £35,000. Now that’s a tough choice…

Facts and Figures

The post REVIEW – Seat Ateca 2.0 TSI FR 4DRIVE DSG appeared first on Simply Motor.

Image Gallery

Exterior Styling

Being an FR model, our Seat Arona had a decidedly sporty image on the whole. The car looks athletic from all angles, with bold lines and angular creases to show off its body work. It has some familiar Seat features, from the front grille to the LED daytime running lights. It is somewhere in between the Seat Leon and the Seat Ateca: both cars we liked.

At the front you will find a sporty honeycomb grille and full-LED headlights including signature daytime running lights.

The side profile highlights the height of the Seat Arona. The point where the Desire Red paint meets the contrasting black roof on the C pillar is marked with an ‘X’ motif (representing ‘Crossover’).

The FR model gets 17-inch alloys, but they are bland and underwhelming, especially given this is supposed to be the sporty model. A two-tone black/silver design would have been more suitable.

At the back there are more angular lights, broad bumpers and twin exhaust pipes. Not that it matters a great deal, but I will admit that a glance underneath the Arona will confirm that the twin exhaust pipes are only for show.

Interior Finish

The dashboard and centre console of the Seat Arona will be familiar to drivers of any VW-Audi Group car. That’s no bad thing: the driver’s instruments and the switches are laid out in a sensible manner.

However, anyone familiar with a VAG car will spot the underlying issue: quality. In our FR model, the dash face is covered in a stitched soft plastic pad to give the illusion of leather. That is actually pretty nice. However once you look beyond this, other dashboard trim and door cards feature hard, scratchy plastics.

The flat-bottomed steering wheel in our Seat Arona is clad in the same soft-plastic used on the dashboard. This is held together with a a single line stitch. It just looks like it’s come out of an A&E department on a drunken Saturday night.

The seats in our Arona FR also suffered from an appearance that didn’t portray quality. The front seats have a decent amount of bolstering, and are the perfect style for the FR. But the material felt cheap, like the material you would expect in a £12k supermini, not a £21k Small SUV.

The rear seats look largely similar, with no real pattern to them. It’s just bland, grey material. And with the scratchy plastics knocking about on the door cards, the rear feels a rather cheap place to be.

It’s not all bad though. The door handles are as striking and angular as the headlights. The multimedia system nestles nicely as a focal point in the centre of the dashboard. And the red mood lighting and stitching does at least break up the black trim nicely.

Engine/Performance

The engine in our Seat Arona test car was a 1.5 litre TSI turbocharged petrol engine. It replaces the old 1.4-litre unit found in various models, and offers the same blend of character and compactness.

Power from this relatively small engine is 150PS and 250Nm of torque. That puts the Seat Arona FR up there as one of the quicker small SUV’s on the market. It will go from 0-62mph in just 8.3 seconds. The FR feels nippy around town, and comfortable at motorway speeds.

At pretty much any revs, the car responded with vigour, which is exactly what the FR badge should mean for a Seat. The Arona had plenty of power for overtaking on country roads, and was a great companion on a spirited drive.

With the 1.5-litre engine there is no choice of gearbox: it’s only available with a 6-speed manual. On the one hand that’s fine, because it’s lively and encourages you to explore the rev range. But knowing how good the VW-Audi Group DSG gearboxes are, it would be nice to have one as an option. Incidentally the 1.0-litre TSI 115PS is available with a 7-speed DSG.

Ride/Handling

The Seat Arona FR is equipped with selectable drive modes. These include Eco, Normal Sport and Individual. Within these modes various characteristics change.

One rather nifty feature is adaptive damping. With a choice of two settings – comfort and sport – it is a useful string to the Arona’s bow. The ride in comfort mode is smooth, dealing with changes in the surface and those problematic potholes with ease. In sport setting the damping firms up to provide more cornering stability.

The steering also changes weight depending on the mode. I enjoyed the heavier sport setting, with its direct, weighty feel. But in other modes it was too light, feeling vague and somewhat unresponsive. That being said, it’s probably useful when manoeuvring or driving through a cramped town centre.

No matter which mode you select, that tall frame synonymous with a compact SUV rears its ugly head. Body roll is an issue, and is a little unsettling when cornering at speed. That being said, the adaptive dampers do help, and give the Seat Arona a competitive edge.

Although it has the selectable drive modes, the Seat Arona is only available with front-wheel drive only. There are no clever grip systems, so you best hope the going never gets too tough.

Economy

The 1.5 litre engine featured in our test car claims 55.1 mpg on the combined cycle, which is really rather good. For those who do a lot of miles, there is a 1.6-litre diesel engine with a superior 68.9mpg combined.

One of the reasons the the 1.5 TSI is so economical is the raft of efficiency technologies on board. The engine has 4 cylinders, but can shut one down to save fuel. It also features start/stop technology and has an in-built Eco drive mode.

CO2 emissions for the 1.5-litre FR model are 115g/km. First year VED is £165 and subsequent years are £140.

As with any car, the economy largely depends on how you drive it. The Seat Arona is no exception. Stick it in sport mode and you will struggle to see the 55.1mpg claimed. But drive more sensibly, like we do (sometimes) and we were surprised at how well the Arona performed in the real world.

Practicality

The overall cabin space in the Seat Arona FR is largely comparable to most standard small SUV’s in the market today. That means it has the same width and leg room as a family hatchback, but with more headroom. Think Seat Ibiza’s taller brother.

That means that rear leg room is a little on the stingy side. Taller adults may not be comfortable travelling on longer journeys, but for the kids it’s no problem at all. While on test we used the Arona for several family outings with no complaints, so it’s thumbs up from us.

Throughout the cabin you’ll find plenty of practical storage pockets and cup-holders. However these are all made with that hard, scratchy plastic and therefore items tend to rattle on the motorway.

One major omission from the cabin was a front centre armrest. Not only would this have added yet more useful storage, but it would also have added driver comfort. Rear storage is refined to just side bins and rear seat pockets.

The boot space on the Seat Arona is a generous 400 litres. When compared to rivals, the Arona is on par with the Citroen C3 Aircross and easily beats the Kia Stonic’s 352-litre capacity.

Getting items in and out of the boot was easy thank to a false floor, providing a flat load floor and a wide opening. The rear seats fold flat to increase boot capacity to 823 litres for those larger items. However, there is no feature to move the rear seats forward or back to adjust boot to rear legroom ratios.

Equipment

The compact crossover is a modern body style for the modern family, and therefore the Seat Arona receives lots of useful equipment. The FR comes with a touch screen infotainment system, Bluetooth connectivity, electric windows front and rear, electric folding mirrors, rear parking sensors, dual-zone air conditioning and full-LED headlights.

Every version in the Arona range except for the base model SE gets a standard infotainment unit, including satellite navigation, Android Auto and Apple CarPlay. The menu structure is similar to other models, ensuring it is user-friendly. It’s responsive to touch and includes a proximity sensor so that certain menus disappear when not in use, creating a more ergonomic design.

The Arona FR also features a wireless charging pad situated just in front of the gear knob. We are starting to see more and more cars feature this technology, often as an optional extra. Seat is not only one of first within its class to offer such technology, but also does so as standard.

All grades have autonomous emergency braking (called ‘Front Assist’) and driver tiredness recognition. The Seat Arona FR scored 5 stars in the Euro NCAP ratings, giving you peace of mind that your family is in safe hands.

Personally, I would have liked to have seen more features on this side of £20k. I mean when you consider the equipment in the Kia Stonic we tested recently, it reads better than the Arona’s offering.

Value For Money

From the outset, the Seat Arona manages to grab your attention in an increasingly-crowded marketplace for small SUV’s. Offering a bit more room than a standard family hatchback, they cost a lot less than fully-grown SUV models.

The Arona range starts at a mere £16,750. For a 1.5 TSI FR like the one we drove, it’s £21,465. Our test car had no optional extras on it. By including more equipment as standard within model brackets, Seat has simplified the buying process for the customer. The transparency is also much better than endless option lists that bump up the price.

It should be said that the pricing puts the Seat Arona straight in the firing line of the Kia Stonic. Offering more technology for your money, and an unrivalled 7-year warranty, it’s hard to ignore.

That being said, if you like a little bit of sportiness in your life then the Seat Arona might just be what you need. With a lively 1.5-litre engine it packs a great punch and offers enough kit to be taken seriously. For a family car with a bit of spirit, the Arona has merit. I would certainly recommend that it be given consideration.

Facts and Figures

The post REVIEW – Seat Arona FR appeared first on Simply Motor.

In more recent times the ‘flanks’ of the VW/Audi Group, if I can call them that, have been doing rather well. Seat and Skoda are now well respected in their own right, no longer seen as cheap alternatives to VW. In fact, I would argue that some models are more appealing than their counterparts. I should know, because I own a Seat Leon ST. Mine is a 2.0-litre 184PS diesel with a DSG box, and I absolutely love it. But, the petrolhead in me wanted to try out the hottest one: the new Cupra 300 4DRIVE. Having heard comparisons to the Golf R, I was extremely excited to get behind the wheel, and give it a bit of stick.

Looks – 10/10

I really like the styling of the Leon. Personally, I think it’s nicer looking than a Golf. Add to that the sporty touches of the Cupra, and you have yourself a fantastic looking car. At the front, the bumper is aggressive, with extra air intakes, a gloss black grille surround and honeycomb grille. Distinctly-shaped daytime running lights and cluster LED headlights create a distinct image in the rear view mirrors of fellow motorists. The mirrors are sharp and angular. To the side, black mirror covers, window surround and roof rails compliment the 19-inch two-tone black/machined alloy wheels. At the back, two large exhausts sit either side of the rear diffuser. The word ‘Cupra’ is spelt out in large letters across the boot, along with the chequered flag badge. A subtle roof spoiler completes the exterior package. A few colours are available, but for me none create the sense of theatre quite like Desire Red. An optional extra it may be, but it is without doubt the best looking colour available.

The sporty theme continues when you open the door and step inside. The standard seats are half leather and alcantara, with ‘Cupra’ embossed onto the backrest. Some of the leather has a carbon fibre effect, which is a lovely detail, and the seats are a harmonious blend of bolstered, to hold you in place, and comfortable, for the longer commutes. Bucketed sports seats are available as an extra, but I think they would only be for show: the standard seats are more than supportive enough. The flat-bottomed steering wheel is chunky, with perforated sides. The whole interior features contrasting white stitching, and the finisher is a nice, shiny gloss black. With a black headlining, the interior is, on the whole, a little dark, but it does work against the bold red exterior. The plastics are the quality you’d expect of a Golf, and the simple dials are crisp and clean, again having the black/white contrast of the rest of the interior. You also customisable mood lighting in the front door cards, allowing you to bring a spot of individuality to what is a great place to be.

The engine in the Cupra 300 is a 2.0-litre, turbocharged petrol unit. It’s the same EA888 unit from many of the hot VW-Audi Group models, including the Golf R, and it’s an absolute gem. Power is 300PS and 380Nm of torque. This is sent to the tarmac via a 6-speed DSG dual-clutch gearbox, and can be specified with either front-wheel drive, or with 4DRIVE: a Haldex all-wheel drive setup similar to that in the Golf R. My test car had the latter and, thanks to launch control, could sprint from 0-62mph in just 4.9 seconds, and go on to an electronically-limited top speed of 155mph. But what really impresses about the Cupra is the ferocity with which the power is delivered. With the DSG changes being so seamless, the speedo just climbs and climbs, and there is no feeling of let up. You can switch to manual mode on the paddles, and if you’re in the right gear the punch is both hard and instant.

With the 4DRIVE, the Cupra has a level of sure-footedness that is worth every penny. 300PS is a lot, and to put this through the front wheels only would definitely compromise the handling. Whilst I haven’t actually driven the 2WD version, I would expect that when you put the front under heavy load from both cornering and accelerating it will either cut most of the power or start to understeer. But with the 4DRIVE is hugs the apex, sending the perfect amount of power to the rear wheels to push the car round the corner with ease. I tried to catch the 4DRIVE out, by using the launch control in rather sodden conditions. And all that happened was a slight spin of the front wheels that lasted but a fraction of a second, before it caught up with what was going on and took off like a scalded cat. The Cupra comes as standard with Dynamic Chassis Control (DCC) which is in essence, adjustable damping. The beauty is that in Comfort mode it is just that: comfortable. Then stick it in Cupra mode and it noticeably firms up, cornering flat and keeping composed even as you push hard. The electro-mechanical progressive steering has a direct feel to it, and becomes weightier in the sporty drive modes. With paddles just behind a blast down a country lane is most definitely engaging.

Economy – 9/10

Despite its large, estate form and monumental power, the Cupra is very kind on your wallet. With its DSG gearbox, that is as efficient as a manual, start-stop technology, and an Eco drive profile, the combined fuel consumption and CO2 emissions are 39.2mpg and 164g/km respectively. If you drive this car like your hair’s on fire, then you can expect to achieve something in the high 20’s to the gallon, but on a long motorway drive you can achieve a decent return. Road tax will be the flat rate £140, as the Cupra stays under £40,000 and avoids the ‘expensive car’ supplement. First year VED is £500, but since this is absorbed into the purchase price you will most likely neither notice nor care.

Practicality – 10/10

The appeal of a hot hatch has always been that they are far less compromised than a sports car, but with performance to equal them. The Cupra has oodles of power, and makes the average hot hatch look as practical as a glass hammer. Being as estate, the boot is plenty big enough for the pram, the weekly big shop and, with the dog guard accessory fitted, for the family pooch too. Being a 5-door, adults can easily get in the back, and the cabin is as roomy as it looks from the outside. I am a huge fan of the DSG gearboxes; they are just so effortless to drive, and make day to day life a doddle. Being the flagship model, the Cupra is loaded with technology. Standard equipment includes satellite navigation, multimedia including Apple Car Play, cruise control, Dynamic Chassis Control (DCC), dual-zone climate control, auto lights, auto wipers, front and rear parking sensors and LED lights. Optional extras include keyless entry and go (KESSY), adaptive cruise control and a winter pack for our lovely British weather. This is a great car for all the family, all the time.

Fun – 9/10

The most important aspect of any hot hatch, is the fun factor. It must put a smile on your face. Finished in Desire Red my test car was bold, standing out in a car park like dog business on a snooker table. It turned heads in the village, and catching a flash of red as you drove past shop windows was a treat. Only the ST version has the option of the 4DRIVE system, and that makes it the only choice for me. Having 300PS through the front wheels is simply too much, and to really get the most enjoyment out of the drive you need the 4DRIVE. The exhaust note in the Cupra did seem a little subdued, especially considering the pops and bangs that come out of the back of a Golf R, however there is some true induction noise to be heard, especially as you reach the highest heights of the rev range. Any car with launch control is cool, and the reactions from passengers as the Cupra squats and takes off will never cease to be entertaining. The connectivity in the car is wonderful, and Apple Car Play makes the most out of your iPhone. You just want to drive this car: anywhere, and everywhere.

Concluding Remarks

I had a fantastic week with the Cupra. It looks fantastic: Desire Red is a gorgeous colour. The Haldex AWD system is brilliant, and handles the 300PS with ease. I wish there was more involvement from the exhaust, but it’s in no way a deal-breaker. Prices for the 300 ST start at £31,450. The 4DRIVE DSG starts at £34,485, but is definitely worth the extra for driveability and performance. Fully loaded, you’re looking at £38k, which means it’s still a few grand cheaper than the equivalent Golf R. For more information visit the Seat website or see a local dealer. Fortunately, my Leon needs to tow a trailer. If it didn’t, I think I’d be swapping it for a Cupra: it’s still the same practical car, but with a small dose of lunacy for when you want a bit of fun.

Total Score – 48/50

The post REVIEW – Seat Leon ST Cupra 300 4DRIVE appeared first on Simply Motor.

What you are looking at here is a little bit of history. This is the first SUV Seat has ever made. Called the Ateca, it is based on the same platform as the VW Tiguan. There are a wide range of engines; from a 1.0-litre turbocharged petrol, up to a 2.0-litre diesel. I managed to get hold of a range-topping Xcellence for a week. It had a big diesel and 4WD, so it all looked promising. Sometimes a manufacturer’s first attempt at a certain car can leave a little to be desired, so it was with a little hesitation that I hit the road in the Ateca. Time to see what’s what.

Looks – 10/10

This may well be Seat’s first SUV, but you wouldn’t know by looking at it: this is an incredibly handsome car. The styling is big and bold. The lines are razor-sharp. At the front you can’t help but notice the angular LED headlights with solid daytime running lights. The grille is a large, diamond design, and the black plastic to the lower edges of the car hint to its off-road ability. At the side the optional 19-inch two-tone alloy wheels look the business, and there’s a delightful line running all the way from front to back. Privacy glass is framed by a chrome window surround. At the back there is a twin exhaust and some stylish LED tail lights.

The interior of the Ateca will look familiar to anyone who has been in a Leon, and that’s no bad thing. The angular design continues, from the steering wheel to the dashboard. The seats are stylish, sculpted and finished in a plush leather. The dials are reasonably simple, but are bright and clear. The 8-inch touchscreen media system sits front and centre in the dashboard, and on the whole the centre console looks well laid out and uncluttered. The controls feel solid, and despite the interior being all dark materials, there are no offensive plastics. To help break up the interior there is mood lighting to the front door cards, the colour and brightness of which can be changed. The front footwells are also lit. There is just an air of quality in the Seat that starts outside and continues within. It’s a wonderful place to be.

Handling Performance – 10/10

My test car came with the biggest, most powerful engine available. It’s a 2.0-litre diesel unit which produces 190PS and 400Nm of torque. What’s more, it was married to a delightful 7-speed DSG gearbox. With 4Drive capability the Ateca can get its power down whatever the weather. And it’s rather sprightly too; 0-62mph takes just 7.5 seconds and the top speed is 132mph. Power delivery is smooth and constant, with the DSG keeping revs in the torque sweet spot. And the gearbox is an absolute gem; you barely notice the changes. Put the car in ‘Eco’ drive mode and the gearbox resists down-changing. Select ‘Sport’ and it keeps the revs that bit higher to deliver an instant burst of acceleration when needed. Get on the motorway and that tall 7th gear makes cruising effortless; 70mph is well under 2,000rpm.

Despite being tall, the Ateca handles well. Part of this is down to the Seat’s leanness. Completely empty of people, it weighs about 1,500kg which is pretty lightweight for a sizeable SUV with a big diesel lump and heavy 4WD system. Steering is nicely weighted, and with 4WD grip you can point the Ateca exactly where you want it. I was most surprised at how little the Seat leans in the bends; cornering flat and maintaining composure at all times. More impressively, the Ateca rides well even with the optional 19-inch alloy wheels. You do feel bumps, but the Ateca is comfortable, thanks in part to the sumptuous leather seats. Thanks to the 4Drive system the Seat is capable; come rain or snow.

Economy – 10/10

The 2.0-litre diesel engine features start/stop technology which works well with the DSG gearbox. As your foot starts to come off the brake the engine kicks in, such that there is no noticeable delay. The result is that despite being a big, powerful SUV with a 4WD system, CO2 emissions are a reasonable 135g/km. That puts the Ateca in VED band E, meaning road tax will be £130 in the first and subsequent years. Not too bad for a premium crossover. Thanks to the 7-speed gearbox revs are kept to a minimum on the motorway, and on a combined cycle the fuel consumption of 53.3mpg is respectable.

Practicality – 10/10

It probably isn’t a great surprise to learn that the Ateca is a very practical car indeed. The cabin is spacious; easily capable of seating five adults. The 485-litre boot is plenty for shopping, luggage or the family dog. And the 4Drive system means that the Ateca keeps going through mud, snow and heavy rain. And then we come to the technology; the Xcellence is full of it. The Xcellence Pack (£1,210) comprises 360 park assist, top-view camera and electric tailgate with virtual pedal. Simply wave your foot under the rear bumper and the boot opens; perfect for when your hands are full. The Advanced Comfort and Driving Pack Plus (£805) contains everything you need for an easy life; from auto lights and wipers, to blind-spot monitoring, rear cross traffic alert, adaptive cruise control and lane assist. Lastly my test car came with the towbar pre-installation (£670) which retracts out of view when not in use. The Ateca is a brilliant tow vehicle thanks to ample torque, brilliant driver assistance systems and a smooth gearbox.

Fun – 10/10

It’s important that your car makes you feel good. It must lift your spirits after a bad day, and provide a rewarding drive when you’re in the mood. The Ateca is the perfect example of this. Day-to-day it will coast along, taking the kids here, carting the shopping there. And then when you’ve done all that it drives well enough that the keen driver can have a blast. When it snows, your day will not be interrupted. Parked in Booth’s car park, it won’t look out of place. And best of all the Xcellence is full of technology to make sure every drive is great. From heated seats for those cold winter mornings, to the Seat sound system for blasting out those summer anthems, the Ateca is the star of the show. It may be a family-friendly SUV, but it never fails to put a smile on your face.

Concluding Remarks

After spending a week with the Ateca, I have absolutely no complaints. The styling is bold, rugged and angular. The interior is plush. The 190PS diesel engine with 7-speed DSG gearbox is an absolute pleasure, and with 4WD the Ateca will keep going even in tough conditions. The 190PS DSG 4WD Xcellence model starts at £29,990 and that’s remarkable value. To put that into context, it’s the same as a mid-range 150PS 2WD Tiguan. No contest. Even with most of the options boxes ticked the Ateca I tested cost £35,145. And what a car it was; I seriously want one. For more information head over to the Seat website or visit a local dealer. The Ateca is breathtaking; a stand-out car. It may be based on the Tiguan, but for me it outshines it. What are you waiting for?

Total Score – 50/50

The post REVIEW – Seat Ateca 4Drive Xcellence appeared first on Simply Motor.