The high-revving 178bhp 1.4 TSI engine is the most successful and enjoyable aspect of this new Cupra. Our acceleration figures show that a 0-60mph time of 7.0sec is entirely achievable even with two occupants, but outright speed isn’t its greatest achievement. The 1.4 TSI’s real success is in its usability.
There’s always ample acceleration for overtaking, even lower down the rev range, thanks to a peak output of 184lb ft of torque from 2000rpm, and it pulls strongly all the way to its 7000rpm limiter. It’s an impressively flexible engine that ensures the Ibiza Cupra always feels quick.
A low kerb weight helps significantly with every element of the Ibiza’s performance, including its economy. Over a route covering motorways, towns and B-roads we returned a reasonable 31.4mpg – a long way short of the claimed 44.1mpg but still good for a hatch with this
level of performance.
The DSG gearbox works best when it’s least taxed, at slower around-town speeds and normal driving. It also works well enough in normal ‘D’ mode if you plan on some more spirited driving, but the supposedly sporting ‘S’ mode frustrates, hanging onto gears too long and occasionally getting confused by a sudden throttle input and throwing the car off balance.
Using the paddles works well enough on the road, although the automatic upshifts often come just before you do it yourself, resulting in an unexpected leap up two gears instead of one. Unfortunately the gearbox simply doesn’t work on track, which will disappoint plenty of potential Cupra buyers who are likely to try track days.
Even under hard use the brakes resist fade and offer good stopping power, even without the £1150 racing brake upgrade, which adds four-pot calipers and uprated brake pads.
The standard brakes may be effective, but they are not consistent. Push the brake pedal as hard as possible and you activate the Emergency Brake Assist, which results in a quite violent change in responses. It would work well in the emergency situation it is developed for, and you’re unlikely to activate it on road, but on track it is extremely disconcerting and easy to activate, despite the noticeable difference in pressure on the pedal.
In our road test of a basic Ibiza (16 July 2008) we felt the Seat outdrove and outhandled the equivalent Clio and Corsa models. So it’s fair to expect great things from the most sporting model in the range, but does it deliver?
Disappointingly for a company that claims its products are defined by their dynamism, the Seat is less competitive in this performance sector.
The Cupra’s chassis and engine combination work well enough. It responds quickly and has ample grip for both road and track driving.
But the experience is let down by inconsistent steering weight from the electrically assisted power steering, which reduces the resistance too much at slow speeds, resulting in a lack of feel and precision. This improves at higher speeds as the specially adapted servo weights up the steering, but there is never a real sense of connection.
The XDS diff is a worthwhile addition, though, virtually eliminating torque steer at anything other than full load in first or second gear, and even then it is a minor interference. XDS also gives the Ibiza excellent traction out of corners. Get on the throttle too early and the front axle will gradually lose traction, but it is easily brought back into line by easing off the throttle.
The Cupra’s handling may not be all that inspiring, but it has a supple ride which betters that of most of its rivals. The well controlled suspension can be caught out on sharp intrusions, but generally it absorbs the worst breaks and undulations with little more than a muffled thump in the cabin.
Body roll is well contained, too. The nose may dive under heavy braking, but no more so than any of its rivals, and cornering is flat in all but the most severe direction changes.
