CUPRA Leon 2.0 TSI Tested: Playful, Powerful Underdog
Here we are again: another CUPRA and another positive review. It's starting to become a bit too repetitive but there's no denying the VW-Group subbrand CUPRA is on an all-time high with their petrol-powered models. After the Formentor, the Ateca, I now had the pleasure of testing their 300 horsepower Leon hatchback.
For the majority of the population of the planet seeing the difference between the CUPRA PHEV models and their petrol siblings will be like seeing the difference between two different bottles of water. Form, size, and everything else look to be the same but our petrol-minded enthusiasts know better. Kenny drove the PHEV Leon Sportstourer and dubbed it the GTE of CUPRA. In terms of branding, this move isn't a bad choice as you'll sell a lot more, and thus making the brand more known. And I'm happy that CUPRA made this choice whilst offering the 2-liter TFSI alongside it. And not just a 245 horsepower version of that engine like in the Golf GTI. It's the full-blown 300 horsepower, 400 Nm version mated to a 7-speed DSG. Plus, unlike the Sportstourer Kenny drove too, the hatchback slams all that power onto the front axle alone. Compared to the beforementioned Golf GTI (with DSG), the price comes in at just over 2.000 euros more. Costing a minimum of 43.330 euro here in Belgium, you'll understand why I applaud CUPRA (yet again) for offering more bang for the buck. The brand has two more tricks up its sleeves which it uses to trump that GTI, but we'll get to that in a bit.
So what do you get?
The CUPRA Leon gets the VW group's favorite 2-liter TSI power plant inside its MQB EVO platform. Cooked in line with Spanish tradition, it serves a maximum of 300 horsepower, and the torque peaks at 400 Nm. This power is mitigated by a front differential lock, aka VAQ. A what? It doesn't sound very Spanish but it translates into the German word Vorderachsquersperre. Know how Audi's HALDEX system works? Picture that system on a front axle alone and guided by a computer. It results in a unique control of slip. It can literally pull you out of a corner quicker too by adding more torque to the outside wheel. How does it know which wheel to choose? The computer gets input from the steering rack, as simple as that. And yes, that steering is one of the progressive kind. The more you speed up, the less steering input is required.
Zero to a hundred is met in 5.7 seconds but I've clocked it at 5.5 easily. Like the majority of the hot hatches, the Vmax is limited to 250 KPH. All that kinetic potential can only be controlled via a DSG in the CUPRA Leon, but that transmission operates adequately in this car and reacts at the flick of the paddle. Stopping is done by 340 mm discs up front and 310 at the back. That pair upfront can be increased to 370 mm Brembos, setting you back just over 1905 euros.
Looks do differ
Inside you get the standard CUPRA quality, CUPRA badges, and CUPRA copper toning. None of their models has an extensive options list but always enough to meet customers' needs. That CUPRA quality means decent seating position, decent infotainment, and a lovely ESP button. Standard on the Leon is a mix of leather and fabric upholstery. The car you see here has a 1.930 euros Black Leather option, which comes with, you guessed it, black leather everywhere! An important tip when speccing this car: always choose that optional Supersport steering wheel with satellite buttons. I'll explain why in a bit.
So what's different you're probably asking by now? Compared to the car it's based on, there's a new rear and front bumper, bigger rims on option, CUPRA colored brake calipers, and a lower stance.
There's not much difference compared to the PHEV variant, but there's some. This car has an exhaust layout you might recognize from the Audi S3, the PHEV has a set of fake exhaust tips. And that's where it stops in terms of similarities, besides the missing DC charge port on this car of course.
Isn't it too much?
Normally 300 horsepower and 400 Nm on the front axle would be too much in anything but dry weather but not for this hot hatch! Due to the VAQ system integrated into the drivetrain, the power is almost always useable. Almost yes, because the moment you turn ESC completely off you're killing the front tires faster than a Maserati Levante GTS can empty its fuel tank. Hillarious nonetheless, but not why you'd buy this car. Silliness set aside, the drivetrain is an efficient one and there's a great reward in slamming the car in and out of corners. And the moment you get carried away yourself, those optional Bermbos are quick to respond due to an electric compressor aiding the hydraulic system.
What is a bit too much is the exhaust note at cruising speeds. There's a constant deep hum. This is not even with the valves open. But there's also a big plus side to it and I'm again comparing the car with the GTI here. This CUPRA Leon pops and bangs a lot, especially in the CUPRA drive setting. Take your foot off the gas paddle at 70 KPH in third gear and people will think you remapped the ECU to create the large number of pops and bang that ensue. I didn't ask Kenny if he had the same experience though, the Sportstourer 2.0 TSI has a different layout.
In terms of styling, the Leon looks conservative compared to the CUPRA Formentor. Spec this car in a neutral color and without the shiny rims, and you'll be driving around like the proverbial wolf in sheep's clothing. Want it more thrilling in terms of looks, then the optional matte blue with the 19-inch orange and black rims should suffice.
Refinement
Dynamic Chassis Control (DCC) is something I've grown quite fond of over the course of testing various VW Group products. Especially in more dynamic orientated cars, it adds a welcome amount of customization to Individual drive modes. In Comfort, the Leon isn't as soft as its VW cousin but not unpleasantly stiff either. Put the car in Sport on an uneven road and you'll wonder where the blood in your ears is traveling to. In Individual the DCC can be set to the firmest of all modes, playing tricks on the hydraulic shock absorbers. Upfront there are independent coil springs and the rear axle is a multilink setup. Sadly the chassis is not as neutral in cornering as the GTI Clubsport I drove earlier. Why I'm pointing this out? Because the CUPRA is just a tiny bit less refined than some of its direct competition is. Not in all cases, just in some. But in all honesty, that little less adds plenty of emotions. And boy, are those pleasant emotions are easy to access in the CUPRA Leon!
Remember me referring to the Supersport steering wheel option? That not only grips nicely with decent sized shift paddles, but it also has mode control buttons on it! And that means they're easy to access. And with a hot hatch like this, you want to switch between being a good boy and a little devil by the flick of a switch. hold the button down and the CUPRA mode is instant. Everything sharpens up: throttle response, the steering ratio, valves in the exhaust open, DCC reduces roll and pivoting, and off you go! Back in town, you flick the button and no one knows that you just drove your face off in every corner on the way. And that Vorderachsquersperre? Well, I couldn't find if its controls change as the modes change, but I never hit understeer out of the blue. The drivetrain and the 235 tires all-round work in harmony, even when you slap the ESC into Sport.
GTI drivers will wish they had some CUPRA gear
The CUPRA Leon is yet again another Spanish success story, no doubt in my mind about that. Quality drivetrain, quality chassis, and the price tag (52k in this spec) balance out on the sweet spot of the VW Group products. The stubborn Spanish brand sets itself apart from its family by having easy accessibility to its hot hatch potential via the physical ESP button and that epic mode button on the steering wheel. If you can't access those functions easily, there are simply a lot fewer fun times. And yes, I'm referring to the Clubsport here. Sorry Volkswagen, but your little brother is catching up quickly.
