SEAT Leon Cupra 280 review - more excitement than a Golf GTI?

What is it?

Until the 290 arrives on our roads in the coming months, the fastest car SEAT makes, and one of the swiftest and most powerful hot hatches you can buy thanks to a turbocharged 2.0-litre TFSI engine developing 276bhp. The 290 will go on sale in November, so buyers only have a couple of months left to pick up (likely heavily discounted) 280s.

Technical highlights?

That engine is essentially the same as the one that powers the all-wheel driveGolf R and Audi S3, but driving to the front wheels via a six-speed manual ‘box or optional dual-clutch DSG semi-auto with steering wheel paddles. SEAT has drafted in a VAQ Haldex-based active locking differential from the Performance Pack Golf GTI to help the driver do the steering rather than the engine’s 258lb ft of torque, claiming that traction is improved to the extent that it can direct up to 100 per cent of the turbocharged engine’s output to one wheel if you really lean on it in a tight bend.

Sitting lower than the less powerful Leon FR by 10mm at the front and 5mm at the rear, the Cupra 280 has the same MacPherson strut/multi-link suspension layout but with three-way adjustable dampers (so-called DCC) including a ‘Cupra’ mode that sets everything to firm. As well as weighing some 55  kilos less than the previous Cupra R, the combination of the new car’s variable-ratio steering (dubbed ‘progressive’ by SEAT) and the mechanical diff is said to have knocked chunks off lap times round any circuit, not least, inevitably, the Nurburgring. Expect an announcement about the lap time just before the Geneva motor show in March.

What’s it like to drive?

Pretty damn quick. Specified with the optional six-speed dual clutch DSG transmission, SEAT says the Cupra 280 will hit 62mph from rest in 5.7sec (5.8sec if you opt for the six-speed manual). Either way, it’s the quickest and most powerful road-going car the company has ever made. Even the slightly less potent three-door only Cupra SC, with 261bhp – the same as the previous generation Cupra R, SEAT’s previous power champ – dips under 6.0sec by a tenth and that’s without DSG, which isn’t offered as an option.

Despite its power, the 280 is anything but a garrulous show-off – much more the shy guy who's handy in a fight. Superfast DSG paddle-actuated gearshifts suit the engine beautifully but, on balance, the snickety precision of six-speed manual is more satisfying still.

Maybe the Cupra 280 doesn’t feel quite as quick as the stats suggest (up to around 100mph, the base 261bhp Cupra doesn’t give an inch) but it never seems less than effortlessly rapid, whatever the road. Perhaps the impression that it’s never having to try that hard saps some of the enjoyment. Initially, at least. Where the similarly powerful Vauxhall Astra VRX does its thing in block capitals with a liberal sprinkling of exclamation marks, the SEAT’s approach is more chilled and measured and, as an ownership proposition, probably more satisfying. If less playful, it feels a lighter, lither car than the Focus ST, grippier and more agile.

Partly, it comes down to the pace it can carry into and out of bends. The brakes are so good you can tailor an entry speed to perfection, using the extra feel of the new variable-ratio assisted steering - which gains weight as the front wheels' workload increases in a much more progressive way than the the old Cupra’s - to nail the turn in without washing wide, then use the active diff to slingshot out the other side. Just jump on the power early: it hooks up and goes. Attack the next corner with more heat and commitment, get to the point where you think you've pitched it in just about as hard as it wants to go and, even if the corner starts to tighten, instead of backing off you keep the throttle wide open and turn the wheel a few degrees more. Again the Cupra drags itself through with seemingly no lost momentum. The diff is working miracles yet you hardly notice it's there. There's mild torque steer, but with it some genuine feel. It’s a fair trade off.

How does it compare?

Putting the £27,500 VW Golf GTI to one side, the Cupra 280’s hottest competition comes from Ford, Renault and Vauxhall. And the hottest of those is undoubtedly the Vauxhall Astra VXR. It costs £160 more than the SEAT but matches its power and feels more ferocious to drive, although its claimed acceleration stats are fractionally slower. The Astra can feel ragged, though. It doesn’t have the Cupra’s precision or composure near the limit. The Focus ST is much harder to dismiss. Even in plush ST-3 guise, it undercuts the Cupra 280 by £1610, though it is giving away 30bhp and trails by 0.7sec in the sprint to 62mph. Arguably it bests the Cupra as an entertaining steer, possessing a chassis balance that can be modulated more readily with the throttle. Current king of the hot hatch hill, however, is the estimable, and recently updated Renaultsport Megane 275 Nav. Slightly down on power, slightly slower to 62mph, the Megane remains the most focused and rewarding hot hatch of all and, at £25,935, costs £1975 than the SEAT. There's even a cheaper Cup-S version that's £2000 cheaper - though that ditches several creature comforts to become an altogether rawer machine.

Anything else I need to know?

Unique to the 280 is a tailgate lip spoiler, black door mirror caps, titanium-hued 19- rather than 18-inch wheels and red brake calipers. Inside, the ‘edgy’ theme continues with perhaps a little too much that is framed with bright trim and a slight disappointment that that tactile quality, while better than you’d find in a rival Ford, Renault or Vauxhall, isn’t quite as solid and finely textured as a Golf’s. But then no one calibrates build and finish between its brands as meticulously as the VW Group. 

The 280's replacement, the 290, has now been revealed. The new car trims the 0-62mph time by a tenth to 5.7-secs, and runs into the same 155mph limiter. The 290 also comes with an electronically controlled mechanical limited slip differential as standard, the same unit that is fitted to the Skoda Octavia VRS 230. The Sub8 Performance Pack is also available as an option, bringing with it larger Brembo brakes, different wheels and ultra-high performance tyres.

Though it represents a slight step forward over the 280, order books for the 290 won't open until November 2015. Until then, buyers wanting a 280 will be able to pick up remaining showroom cars - which will likely come with a hefty discount.

Specifications

Engine	In-line four, 1984cc, turbocharged
Max power	276bhp @ 6000rpm
Max torque	258lb ft @ 1750-5300rpm
0-60	5.7sec (claimed, DSG)
Top speed	155mph (limited)

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2016 Toyota RAV4 Hybrid A sensible and high-mileage AWD hybrid.

FIRST DRIVE REVIEW

Toyota invented the compact-crossover SUV segment with the 1996 RAV4. Since then, the RAV4 has been a strong seller, although it has only led the segment in American sales in its first two years. By 1998, the Honda CR-V (which was introduced in 1997) took over annual sales leadership, a crown it has lost only five times to the Ford Escape, which was born in 2000.

In 2015, all three machines likely will each sell more than 300,000 units, helping to make compact SUVs the largest market segment in the country. And with the bestseller in the bunch also being the bestselling SUV overall, it’s important to Toyota that it regain sales leadership. To that end, the company will be increasing manufacturing capacity of the RAV4 from about 300,000 to 400,000 units per year by 2019, by expanding output at its Cambridge, Ontario, plant.

Renewed Again

Shoppers, of course, will have something to say about that, so Toyota is giving this fourth-generation RAV4, which was introduced in 2013, an extensive mid-cycle upgrade. In addition to several interior and exterior changes, the company has added a new SE model, as well as brought hybrid power to the RAV4 line, creating Toyota’s eighth hybrid product (including the four Prius variants).

All 2016 RAV4s sport a new front end with a higher hoodline, a more unified grille, and pseudo skid plates on all models. The general impression is a higher, wider-looking, more trucklike appearance, which apparently remains appealing even to compact-crossover buyers. In the rear, the bumper is more distinct and has less black cladding in general.

There also are a host of changes inside, starting with a new instrument cluster that puts a 4.2-inch info display between the speedometer and tachometer. There are softer surfaces on the dash and the door panels, as well as two new interior colors—Cinnamon and Nutmeg.

Homing in on Hybrid

Of course the big news is the addition of the hybrid, which is available only in two of the RAV’s four available trim levels—XLE and Limited. The hybrid powertrain is essentially carried over from the recently introduced Lexus NX300h; predictably, the NX is based on the RAV4.

Hybrid RAV4s will come only with all-wheel drive, so there’s a 150-hp, 2.5-liter, Atkinson-cycle four-cylinder up front, coupled to a 141-hp, permanent-magnet electric motor using the traditional Toyota CVT automatic. This combination powers the front wheels. The rear wheels are powered by a 67-hp electric motor that has no mechanical connection to the front wheels. This system is called AWD-i, and it allows a great degree of flexibility in the front-to-rear power split. As in most such systems, the RAV4 drives its front wheels most of the time, but Toyota says that the system looks at the driver demands and the steering-wheel position to anticipate wheelspin and engage the rear wheels before the fronts even start to slip.

The hybrid all-wheel-drive system also allows greater regenerative braking because it can capture electrical energy through all four wheels rather than just the two driven ones as in most hybrids. The system achieves EPA fuel economy of 34 mpg city and 31 highway, each 1 mpg better than the NX, most likely because the RAV is at least 230 pounds lighter. More importantly, the RAV4 hybrid’s EPA combined mpg of 33 is 8 mpg higher than the RAV4 AWD with conventional power. And the hybrid’s claimed 8.1-second zero-to-60-mph time is nearly a full second quicker than what Toyota states for the conventional model.

Here’s Where We Do (Driving) Impressions

We weren’t able to evaluate these mileage claims during a brief test drive, but the hybrid model exhibits the refinement you’d expect given Toyota’s extensive experience with this sort of powertrain. Acceleration is linear and sufficient for any circumstances short of drag racing, although you do feel some of the usual CVT “rubber-band” effect as the engine rpm and actual vehicle speed seem occasionally disconnected.

Similarly, brake feel lacks the regular RAV’s linear response thanks to the difficulty of blending the regenerative braking with the hydraulic portion of the system. However, these brakes are improving with every new Toyota hybrid and you can still drive the RAV4 smoothly.

Otherwise, the RAV4 hybrid is comfortable and capable, albeit not at all sporting. The ride is smooth and well controlled, but if you start urging it quickly on a twisty road, you feel the hybrid powertrain’s additional 320 pounds and might prefer a little less body roll. The same goes for the steering, which lacks the direct feel ofthe Mazda CX-5’s—or the new RAV4 SE’s, for that matter.

Interior and Pricing

The revised interior comes off well, with useful information in the new central display on the cluster and noticeably plusher feel at the various touch points. In real-world usage, the RAV4 is a bit tighter in the back seat than several of its competitors, but luggage volume is decent at 36 cubic feet behind the back row and 71 cubic feet with it folded. That’s only about three cubic feet less than the nonhybrid model. And the liftover height in the rear cargo area is impressively low.

The price increment for the hybrid powertrain is only $700. That means $29,270 for the XLE and $34,510 for the Limited. Astute RAV4 shoppers might notice that baked into the XLE price is an increase of another $1000 or so from the nonhybrid 2015 model, but at least some of that is offset by a higher level of standard equipment for the refreshed version. For example, Toyota’s Entune Audio Plus infotainment system with a high-res LCD screen and Connected Navigation now is standard on the XLE, along with a power liftgate, halogen projector-beam headlights, and proximity access and ignition.

The RAV4 Limited has jumped in price more than $3000 to make room for the new SE model. It also has a few more standard features than before. For those who can face life without Toyota’s SofTex faux leather upholstery and LED lights, we’d reckon that the XLE hybrid is the better value.

That model provides a practical and useful everyday machine at a reasonable price—as well as being the highest-mileage AWD vehicle on the market.

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Mercedes-AMG GLS63 4MATIC

Thanks to consistent expansion of its offerings, Mercedes-Benz’s lineup has become somewhat confusing over the last decade or so. In the commendable effort to insert a modicum of logic, Daimler has renamed its SUV models (among others) to align them with the sedans that form the core of the brand's portfolio. The most fortunate beneficiary of this renaming scheme is undoubtedly the new GLS, the face-lifted and tweaked successor to the GL-class. Its model designation puts it squarely on a level with the S-class, despite the fact that it uses a stretched version of the architecture under the M-class—er, GLE-class.

Once conceived as a replacement for the venerable G-wagen, Daimler now calls the GLS "the S-class among SUVs." And to back it up, the massive seven-seater receives more power and equipment than ever. The GLS350d is fitted with a brawny 3.0-liter V-6 turbo-diesel that makes 255 horsepower—15 more than before—and 455 lb-ft of torque. The GLS450 carries over its 3.0-liter twin-turbocharged V-6 gasoline engine, rated at 362 horsepower and 369 lb-ft of torque, so the times when the “450” moniker denoted a value-priced V-8 are well and truly over. The GLS550 and its 4.7-liter twin-turbo V-8 is up by 20 horsepower to a full 449, while the AMG-fettled GLS63—now officially named the Mercedes-AMG GLS63—makes 577 horsepower, 27 more than before.

Somewhat curiously, however, the GLS63 AMG sticks with Mercedes-Benz’s twin-turbocharged 5.5-liter V-8, an engine that has been replaced by a twin-turbo 4.0-liter V-8 elsewhere. And it keeps the AMG-specific seven-speed automatic, while the three other models are now fitted with a nine-speed automatic. Needless to say, the ultrapowerful and fast AMG version is our favorite, although the other engines are impressive, too, particularly the efficient diesel.

In the update for 2017, Mercedes upgraded the GLS’s adjustable chassis modes. As before, there are Comfort and Sport modes, Individual allows the driver to choose bespoke settings, and Off-Road helps the GLS conquer rough terrain. The AMG model adds a Sport+ setting, while non-AMGs can get the optional Off-Road Engineering package—it adds a low-range transfer case and locking center-differential lock—adds a further Off-Road+ mode. Oh, and if you really want to get specific, there’s also a Slippery setting for when the roads are, well, slippery.

The "S-class among SUVs" could be topped only by the Maybach of SUVs, and we hear that just such a vehicle is a distinct possibility. We predict the GLS will continue to fare well in its competitive set, which includes the Lexus GX and LX models, the Infiniti QX80, the Range Rover, and the Cadillac Escalade. And in Maybach trim, it could hold its own against the Bentley Bentayga and the upcoming SUV by Rolls-Royce. Orders commence in December, and the first adopters will receive their SUVs in late March.Stylistically, the GLS is set apart from its predecessor with a redesigned front end. That means swoopier headlights and a massive, SL-inspired grille with “wings” so large that they themselves have stylized air intakes. The profile view remains unchanged, while the rear end gets redesigned taillights and revised chrome trim. Inside, the dashboard is upgraded with a larger central screen, a change that mirrors that of the GLE. Indeed, the driver's view in both cars is virtually identical, including the three-spoke steering wheel that would look more at home in a sporty A-class than in this 202-inch-long behemoth.

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Jeep Patriot/Compass Replacement to Bow in March

We’ll finally see the replacement for Jeep’s oldest models, the Compass and Patriot twins, at the New York auto show in March. Note that we said replacement—singular—as one model will supplant both of the current compacts

Jeep’s offering what is essentially the same vehicle as two differently styled models was sort of an accident of product planning. As the company told it, the Compass and Patriot were two proposals for a compact Jeep crossover. In clinics, Jeep found that the two versions appealed to different customers—the more traditionally styled Patriot to current Jeep owners and the more oddly styled Compass to non-Jeep people—so they decided to build both

It’s unusual, however, for a brand to have two models that compete so directly with each other. The FWD/AWD pair ride on the same wheelbase and are only 1.3 inches apart in overall length; both have a 2.0-liter four as their standard engine with a 2.4-liter optional. The slightly better-equipped Compass starts at $20,590 versus $18,590 for the Patriot (all prices before destination). In fact, the Patriot is $500 cheaper than the smaller Renegade. We’d expect that anomaly to be corrected when the new model arrives

Whether it is the Compass or the Patriot name that ends up being retained remains to be seen. The Patriot has been the better seller, with 93,462 sales last year to 61,264 for the Compass. We’ll know more when the new Jeep takes the stage in New York.

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BMW M3 and M4 Competition Package Announced, Brings 444 Horsepower

The market for high-performance coupes and sedans is getting crowded, and competition is more fierce than ever. The segment’s godfather, the BMW M3 (and M4 coupe version), is under attack from the Cadillac ATS-V, the Lexus RC F, and the Mercedes-AMG C63; in 2017, there also will be a new Audi RS5. Now BMW is fighting back. In true M fashion, BMW is adding a Competition Package.

Priced at $5500 (it’s $500 less for the M4 convertible), it cranks up horsepower from 425 to 444. Zero to 60 mph takes 4.0 seconds with the manual-transmission and just 3.8 seconds with the heavier but quicker-shifting dual-clutch automatic, according to BMW. (The convertible takes 0.1 second slower.)

The Competition Package comes with the same awesome forged 666M wheels that are found on the M4 GTS, but they’re painted silver here. The performance tires are sized 265/30 ZR20 up front and 285/30 ZR20 in the rear. A reprogrammed stability-control system and an active rear differential further improve cornering and dynamics.

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The Competition Package also adds style: The kidney grille and the M3 or M4 logo are painted in black, and the four exhaust tips are executed in black chrome. They’re also louder. This is, after all, a crowded market; you have to make yourself heard.

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2016 Audi RS7: A Fresher Beast

OFFICIAL PHOTOS AND INFO

We dig the Audi A7 and S7 sedans for their beautiful looks and near perfect overall execution, but the real mindbender is the RS7. Packing an awesome 560-hp twin-turbo V-8, it recently took the top podium spot in a comparison test against the Mercedes-Benz CLS63 AMG and the BMW M6 Gran Coupe. Just a few days ago, Audi released information and photos of the updated 2016 A7 and S7, but the RS7 was conspicuously absent. Apparently, the four-ringed brand felt that the beastliest member of the family served its own turn in the spotlight.

Like its lesser siblings, the RS7 gets new, sleeker LED headlamps and new taillights that abandon helix-decorated innards in favor of horizontal and diagonal bars. The new lights look more technical and contemporary, and they provide a visual link to the most recently unveiled Audi models, such as the third-generation TT. The upper corners of the grille have been clipped, as they were on the A7/S7, but the RS7’s front and rear fascias look essentially unaltered. But that’s because they’re still fairly fresh, as the über A7 was just launched last summer. The upshot: The RS7 remains the best-looking member of a pretty handsome family.

There are no changes to the RS7's powertrain, which is very much okay with us. This hatchbacked monster still features a twin-turbocharged 4.0-liter V-8 that cranks out 560 horsepower at 5700 rpm and 516 lb-ft of torque at 1750 rpm. (It will still deactivate cylinders under light load to increase fuel efficiency. How thoughtful.) Top speed is governed at 190 mph, and the sprint from 0 to 60 mph should take the same 3.4 seconds that we measured from the pre-refresh comparo car.Inside, the RS7 gets a few “discreetly revised” components, including the gauge cluster, the airflow controls for the vents, the paddle shifters, and the Quattro emblem on the instrument panel. Be glad we told you, because you likely wouldn’t notice otherwise. What you will be able to notice is the upgraded infotainment system, which is faster in operation and more capable than ever. It incorporates LTE-based connectivity and an optional improved night-vision system. Oh, and there are a few new colors and wood trim options.

That's supercar territory, and, again, we’re cool with everything in the engine room, but it’s a bit surprising that Audi didn’t bump output to the level of BMW's575-hp M5/M6 Competition Package and Mercedes’ 577-hp CLS63 AMG S-model.

The face-lifted RS7 will launch in Europe in the third quarter of 2014 and will arrive here in early 2015. Pricing should stay close to the current model, which starts at $105,795.

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2016 Renault Megane: New engines and interior revealed

All-new hatchback also shows off strong new design and Renaultsport-inspired 'GT' spec

Full details of the all-new Renault Megane family hatchback have emerged in the wake of the car's public debut at the Frankfurt Motor Show. When it goes on sale in early 2016, the mid-sized hatchback will be up against rivals such as the Volkswagen Golf, Ford Focus, SEAT Leon and new Vauxhall Astra.

Design-wise, the new Megane has adopted a much bolder look than before, while it’ll feature more efficient engines and have a greater focus on technology. The GT model will have a 205bhp petrol engine and four-wheel steering, while there are also plans for a diesel hybrid in 2017.

It's based on the same mechanical platform as the Nissan Qashqai and Renault Kadjar crossovers and the Nissan Pulsar hatchback.

New Renault Megane styling

The new Megane is boldly styled, with the familiar large Renault diamond logo dominating the grille. There are also styling cues from high-performance Renaults like the Clio RS hot hatchback, such as the low front bumper and chrome details around the windows.

Like the Renault Talisman – a family saloon that’ll be sold on the continent, but not in the UK – the Megane features C-shaped daytime running lights around the headlights.

At the rear, there are LED clusters that cut almost all the way across the back of the car, only interrupted by the Renault badge on the tailgate. According to Renault, this increases the perceived width of the car.

This generation of Megane is bigger than its predecessor, too. It's 65mm longer and the wheelbase (the distance between the front and rear wheels) has been increased by 28mm, which should result in a considerable increase in interior space. It's also wider, which should improve cornering stability and interior shoulder room.

The range-topping GT model will be available from launch. It features larger front air intakes and a black mesh grille at the front, rather than the standard chrome one. Other styling additions include trapezoidal exhaust pipes integrated with the rear bumper and unique 18-inch alloy wheels. Completing the sporty look is a rear roof spoiler.

Interior, specs, safety and technology

Renault has simplified the dashboard layout of the new Megane by fitting a large portrait-orientated central touchscreen (like those in the Volvo XC90 and Tesla Model S), which the company claims this is a class first. It controls the R-LINK 2 infotainment system, working in the same way as an iPad or other tablet with pinch-and-zoom functionality for the sat-nav maps.

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One of the key facets of the new Megane is a greater focus on technology and quality. Gone are the traditional instrument dials, replaced by a TFT screen, while you’ll also be able to specify a head-up display. Renault will offer a BOSE stereo, as well as adaptive cruise control, lane-departure warning, traffic-sign recognition, automatic emergency braking and blind-spot monitoring. High-spec versions of the will be available with a Napa leather-trimmed steering wheel and chrome detailing around the cabin. 

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The top-of-the range GT model has Alcantara sports seats, a flat-bottomed steering wheel, sports pedals and a ‘Race Mode’ for the digital instrument cluster. Depending on what exterior paint colour you choose, you’ll also be able to add blue or black inserts in the interior.

In terms of safety, the Megane should be on par with its rivals, too. Euro NCAP has awarded it the full five stars - in line with the majority of its rivals - and it comes with plenty of safety kit as standard. As well as the obligatory traction and stability control systems, it gets a plethora of airbags, ISOFIX child car seat mounting points in the rear and seatbelt reminders for all occupants. 

Engines and performance

Six engines – three diesels and three petrols – will be available at launch, with a seventh (also a diesel) arriving in 2016. The three diesels produce 90, 110 and 130bhp, with the 110bhp version likely to be the biggest seller. Renault says this version will emit 86g/km of CO2, making it tax free and very tempting as a company car.

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The three petrols produce 100, 130 and 205bhp, with the latter being exclusive to the GT model, which also gets a seven-speed dual-clutch gearbox and Renault's 4Control four-wheel steering system. The company claims this ensures “precise, dynamic handling on twisty roads, with total stability at higher speeds” and that “in emergencies, [it] provides reassuring, lightning-fast responses.”

As well as these systems, the GT has launch-control and a function that allows the dual-clutch gearbox to change down several gears at once.

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It's likely that 2017 will see the introduction of a ‘Hybrid Assist’ diesel version. There's no official numbers available for this system, but Renault is said to be targeting 94mpg and 76g/km of CO2. 

A high-performance Renaultsport version hasn’t been confirmed, but is likely to make an appearance in due course to take on rivals such as the Ford Focus ST, Vauxhall Astra VXR and Honda Civic Type R.

Price and release date

The new Megane will go on sale in the UK in summer 2016, a few months after it launches in continental Europe. No prices have been revealed just yet, but going by the previous generation, it should start at under £18,000.  

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