SEAT Leon Cupra R

When we ordered a replacement for our much-missed Alhambra TDi last October, the outlook was bleak. Such was the demand for SEAT's Leon Cupra R that we were quoted a 2003 delivery date as the firm battled to meet orders.

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By Gavin Ward

February 2003

When we ordered a replacement for our much-missed Alhambra TDi last October, the outlook was bleak. Such was the demand for SEAT's Leon Cupra R that we were quoted a 2003 delivery date as the firm battled to meet orders.
So has the wait been worth it? Well, if early impressions are anything to go by, yes. Although my mileage to date consists of driving from the office car park to a photoshoot in East Anglia and a long weekend bumbling around rural Essex, the Leon's charms have already won me over.
Not that I needed much persuading. From the moment I sampled a MkI Ibiza GTi nearly seven years ago, I've had a soft spot for sporty SEATs. Of course, things have improved immeasurably since then. Refinement levels have shot through the roof in recent years, while the design and desirability of all the firm's performance models, from the Toledo V5 to the Cupra R, have made SEAT a serious contender in the hot hatch world.
The R, however, is a breed apart from your regular GTI. This is SEAT's fastest production car yet. The turbocharged, twin intercooled 1.8-litre Leon Cupra R is a serious performer and I can't wait until there are a few more miles on the clock so I can really stretch its legs. Although SEAT doesn't specify a running-in period - does any manufacturer these days? - I'll be treating the car with plenty of TLC until there's at least a few thousand on the clock. But although I haven't extended the motor fully yet, I've been impressed with the refinement of the drivetrain. Cars with more than 200bhp going through the front wheels normally mean one thing - torque steer. Not so with the Leon. On dry tarmac, the front tyres grip superbly, and no matter how heavy you get with the throttle, it takes a wet surface and the ESP switched off before the car starts to break traction.
The R's cross-country ability has also pleased me. Key to getting the most out of the engine is the standard six-speed gearbox - which I reckon is second only to the Audi TT's transmission as the most accurate and perfectly weighted set-up in the Volkswagen Group. The steering, too, has a honed feel - thanks in part to the 18-inch alloy wheels that come as standard equipment on the R. These help remove the vagueness that seems to affect cars lower down the SEAT range, and boost driver confidence on fast, sweeping bends.
Thankfully, this accuracy doesn't come at the expense of ride quality, and the Leon is remarkably refined over poor surfaces. Far better, in fact, than the VW Golf R32 I drove a few weeks ago.
Although the main selling point of the Cupra R is performance, there is more to the SEAT than getting from A to B in the shortest time. Although I've only had the keys for a few days, the car's cavernous boot, coupled with the fold-flat rear seats, have already proved their worth during a house move. The sporty front seats are also worth mentioning as they are wonderfully supportive in all directions. However, as a ΂£1,200 option they seem expensive, and I can't imagine many owners stumping up the money when the standard ones are more than acceptable.
Complaints? Well, my only grumble to date concerns the dashboard. For a car as smart looking as this, I'd have expected something equally stimulating inside. Instead, it's all dark plastics. A few flashes of colour to match the exterior paintwork and rather more Cupra R badging would do the trick. Nevertheless, I think this could well be the start of a beautiful relationship.