Seat has also simplified the Cupra buying routine a bit, deleting the more affordable 261bhp three-door – but keeping the optional ‘Sub8’ pack, which brings with it a brake upgrade, lightweight 19in wheels and Michelin Pilot Sport Cup 2 tyres. Adaptive dampers, an electronically controlled locking front differential and variable-rate ‘progressive’ steering are still all standard, while new Black-line, White-line and Orange-line option packs add two-tone 19in wheels and coloured body bits to personalise the exterior.
What's it like?
On the 19in alloys of our Black-line five-door test car, the Cupra 290 is unexpectedly firm-riding – which is a disappointment given the praise we poured on the pleasingly rounded dynamic character of the car two years ago. Fidgeting and thumping over road scars and expansion joints, the suspension will try your patience on a long journey and isn’t nearly so cleverly managed on these wheels and low-profile tyres by the standard-fit DCC adaptive damping as you’d like.
The car’s Comfort, Sport, Cupra and Individual drive modes allow what seems like plentiful scope for adjustment of the ride to begin with, but ultimately none of them produces the balance of ride suppleness and close wheel control that a hot hatchback needs to work well on UK roads. Firm, short springing and what you’d imagine must be quite a lot of unsprung mass give the car’s adaptive dampers a lot to do and little wheel travel in which to operate. The car’s B-road gait therefore ends up feeling quite choppy, crashy and abrupt.
Handling is undoubtedly strong, though – as is the Leon Cupra’s engine. Seat’s variable-rate steering is heavy and should really produce better contact patch feedback, but its weight is generally consistent and the ramp-up of its directness off centre is gradual. As a result, the car steers with good response and corners with balance, accuracy and stability. Try a fast getaway from a T-junction and you’ll find traction is strong, too – although some steering interference is telegraphed up through the column as the locking front differential comes into play.
The shift quality of the Leon’s six-speed manual gearbox is a bit fussy and light, but it’s easy enough to use once you’re used to the notchiness. Seat’s mildly modified Cupra engine, meanwhile, retains its proclivity for the dramatic and finds even greater urgency at high revs than it used to. The VW Group’s EA888 engine somehow always seemed like more of a fire-cracker in the Leon Cupra than it does in the Audi S3 and Volkswagen Golf R, and continues to – reserving even more whoosh for the last 2000rpm of the rev range. We could still live without the added aural spice of the ‘sound symposer’, mind you – although the effect of the new sports exhaust is a welcome one.
Should I buy one?
Right now, it’s hard to recommend that a hot hatchback buyer spends his £30k on anything other than a Ford Focus RS – and this lightly updated Leon doesn’t do much to change that.
The Cupra may provide a more road-friendly ride than the Ford on its standard 18in alloys, but it certainly doesn't on 19s. And although it’s fast and involving enough in its way, it isn’t in the Focus's league for driver entertainment.
If that seems dismissive of what’s a very respectable performance machine, we’ll tolerate the accusation. The truth is, the hot hatchback market is much tougher now than it was two years ago. Although it may not know it yet, Seat probably needed to do more to prevent the Leon Cupra from being left behind within it.