DRIVEN: SEAT IBIZA CUPRA 1.4 TSI 180
SEAT's 'emo-thhhh-ional' riposte to the Clio 200 Cup
This could be fun. Itís the latest I-beefa with 180hp, a seven-speed double-clutch automated gearbox, a sporty three-door body and (weíre promised) a dash of that special Ďemo-thhhh-ioní stuff that SEAT distils from the Spanish sunshine and splashes generously over its hot hatch line-up. Hola!
The £15,995 Cupra makes its 180bhp from a unique-to-SEAT version of the VW Groupís 170bhp 1.4 litre four, featuring twin-charging and direct injection. SEAT engineers have raised the output by tweaking the ECU, so maximum power is now available at 6200rpm instead of 6000rpm, and turbo pressure boosted from 2,000 to 2,150mb.
Maximum torque is delivered from 2500 to 4000rpm, and at a quoted 184lb ft the torque figure is the maximum the seven-speed version of VW Groupís DSG transmission is engineered to handle Ė so little scope for flash remaps here!
Inside the cabin, the little Ibiza plays its part well, too. Thereís a sporty-looking instrument pack comprising large rev-counter and speedo in a neat cowling ahead of the driver, large circular air vents, and a grippy flat-bottomed steering wheel that sits really well in your hands. The chairs are comfortable too, with sufficient adjustment to make sure anyone can get their toes on the aluminium pedals and their hand on the leather-clad control stick for the unique-in-class DSG gearbox.
Talk is cheap though, and to earn its spurs this new Cupra is going to have to work those Spanish horses hard. A flick through the press info reveals a kerb weight of 1172kgs, which is usefully lower than the Clio 200 Cupís 1200kgs (in spite of the extra weight of the DSG box), but thereís that 20bhp power deficit to factor into the equation. Renault quotes a torque figure of around 160lb ft for its simpler 1998cc N/A four cylinder, which is in turn significantly down on the SEATís 184lb ft. Swings and roundabouts, I guess, a point proven by the near identical claimed acceleration times, although the Clio does just nudge ahead of the SEAT on the 0-62mph sprint with a 6.9sec time playing 7.2secs. Both are said to reach 140mph, which isnít too shabby either.
All good then? Well no, not really.
Try as I might I just couldnít get to like this latest Cupra - and the sole significant fly in the ointment is that daft DSG gearbox.
But this is a hot hatch. Youíre supposed to enjoy driving it by the scruff of its neck, wringing the performance out of it, thrashing it - and lunging for the next snatched gear-shift at the best speed a mere human can manage is surely more than half the fun.
The DSG-equipped Cupra removes that pleasure at a stroke. When you want to wring some performance out of the beast in S mode, it kicks down aggressively and delivers its acceleration in a manner totally devoid of any satisfaction for the driver. Instead, the Cupra sounds and feels like a CVT-equipped car, all noise and no action Ė which is ironic as the figures prove. The performance is in there, but itís delivered so seamlessly you donít actually notice and if that sounds contradictory, youíre probably right from an engineering perspective.
But hot hatches shouldnít be about engineering solutions to economy, CO emissions or taxation regimes, they should be engineered to deliver driver engagement or Ė dare I say Ė emotion. This one doesnít quite seem to work on those terms, but drop an old-fashioned gearbox in it and it might.