Half way through the day, my instructor turned to ask me if I was a diesel man, or a petrol-head through and through. Only a few years ago this kind of accusation could understandably be met with some antagonism by the average car enthusiast, but the world is now a different place and I actually couldn't give a definitive answer. A day at the wheels of various SEAT FR models (petrol and diesel), including the all-new Leon FR, only served to cloud the issue further.
FR stands for 'Formula Racing' and is SEAT's sporty, but in the company's own words, "attainable" hot hatch brand. Above it sits the more extreme Cupra models, such as the new Leon Cupra launched at the
British Motor Show and below it the mainstream models, which SEAT hopes will bask in the reflected glory of its high-performance models. There are obvious parallels between the FR brand and Vauxhall's VXR label.
Don't for a minute think of the FR range as niche models though. Forty percent of UK buyers of the previous generation SEAT Leon opted for the FR version, with a further 5% paying for the Cupra. That's a sizeable number and reflects perhaps the whole SEAT ethos, of "Auto Emoción". SEAT claims that UK sales are up 12% year-to-date already despite a shrinking marketplace. That is mainly thanks to the arrival of the stylish new Leon, which SEAT sold 69% more of in comparison to the same period last year.
So back to our day with the FR range. SEAT made use of Prodrive's facilities to allow us to try the cars in a variety of tests, including an 'Adverse Handling' course, a high-speed circuit, low-grip skid-pans and a decent public road route. The cars on offer were FR versions of the Leon, Altea and Ibiza, with petrol and diesel versions of all cars other than the Altea on hand. That's a lot to get through in a day, so we concentrated on the new Leon FR, with brief drives in both petrol and diesel Ibiza FR; the Altea will have to wait for another day.
Common to all FR models is an extensive number of styling modifications, including new front and rear bumpers, shiny stainless steel exhaust pipes, matt-silver painted door mirrors and sharply-styled 17-inch alloy wheels as standard. The interior is breathed on as well, with bespoke instruments, a superb three-spoke steering wheel, an unusually-shaped gearknob (it functions well) and sports seats emblazoned with the FR logo.
Ibiza FR buyers have the option of the VW Group's venerable turbocharged 1.8-litre (fitted with the five valves per cylinder head to release 148bhp and 162lb.ft of torque between 1950 and 4500rpm) or a 1.9-litre TDI unit. The latter is based on the 100bhp version found in the Ibiza Sport, but features increased fuel flow and a variable geometry turbocharger to boost peak power to 128bhp. Though the petrol car's maximum power figure is more impressive, the diesel unit also churns out a useful 229lb.ft of torque at just 1900rpm. Although the petrol car is nearly a second faster to 62mph than the TDI, in real-world terms, the diesel car is probably the quicker car and its claimed fuel economy is 50% better on the combined cycle.
The Altea and Leon FR share the same engines: either a 197bhp turbocharged, direct-injection petrol unit (the same T-FSI unit under the bonnet of the
VW Golf GTi) or a new 2-litre TDI engine that produces an impressive 168bhp, but as ever with the modern turbodiesel, its secret weapon is torque, with a maximum of 258lb.ft. SEAT markets this as a high-performance diesel, but it still manages good fuel economy thanks in part to incredibly high fuel pressure (up to 2200 bar) and the combination of piezo technology and unit injectors. To help reduce the characteristic diesel vibration, this engine is also fitted with two balancer shafts.
My first foray onto the Adverse Handling track was in the SEAT Leon FR fitted with the T-FSI engine. As the name suggests, this short track is pretty extreme, with precious few straights and plenty of bumps and off-camber sections designed to upset a car's composure. The track was built by Prodrive to improve the Subaru WRC car's tarmac rally prowess so it also features a few tricky chicanes. It is a perfect playground on which to analyse a hot hatch's handling ability, its stability under heavy braking and composure through direction and surface changes, as well as its ability to cope with sudden undulation.
SEAT's rules for the day forbade disabling of the standard ESP system, which can be a little frustrating on a wide open track, but I must acknowledge that the majority of new car buyers don't disable such systems, so the test was closer to a real world, hard-driving situation than a normal track day might be.
I needn't have worried though; the ESP system fitted to the Leon is quick-witted, with intervention at sensible times on the dry circuit. It trims excesses very well, but crucially does not cut short the amount of enjoyment you can extract from the Leon FR. After a few familiarisation laps, I found that the Leon FR flowed quite well on what really is an extreme test. Its brakes coped admirably with the abuse and even on a couple of the nasty high-speed bumps, the suspension did a good job of reassuring the driver that the wheels are firmly in contact with the tarmac.
Towards the end of my stint in the T-FSI equipped Leon FR, my instructor and I both commented on how much tyre squeal there was. Of course, the car was being driven on the limit of adhesion, but not much over it thanks to the traction control. I thought no more of it while I swapped into a TDI version of the Leon FR to complete the same test.
Once used to the quite different power delivery of the TDI engine, I felt as if I was able to lap even quicker than the petrol car. There is a small amount of lag below 1500rpm, but then a hugely impressive mid-range punches you in the kidneys and the engine revs keenly to about 5000rpm, though there is no reason to go beyond 4000rpm. For the specific demands of the Adverse Handling circuit, a slightly lower-geared third cog would have been ideal, but that's not really relevant to the real world. What is pertinent though is the sheer pace of the TDI car. Not only that, despite the heavier engine, it is just as accomplished a handler, with stability where you are happy for it and adjustability on the throttle available to adjust your line through a corner.
I was not alone in thinking that the Leon FR TDI was even better to drive on this circuit than the petrol car. Not only that; there was hardly any noise from the tyres. On further investigation the petrol car I drove was fitted with Pirelli P-Zero Rosso, while the diesel Leon had Bridgestone rubber. Apparently, both tyres have been approved to be fitted to either petrol or diesel Leon FR. On-track testing may be more excessive use than most owners will ever put their car through, but there was a pronounced difference in the on the limit handling of the two Leon FRs. On the high speed circuit the petrol car was much slower on initial turn-in too, which was particularly noticeable on the tight second-gear chicanes, with less grip on the fastest (fourth gear) corner on the circuit. It was not possible on the day to try different tyres on the same car, but it is something to watch out for when ordering your car.
On the same track, the Ibiza FR exhibited quite a different character. Where the Leon FR was smooth and sophisticated, rewarding a flowing driving style, the Ibiza demanded that you take it by the scruff of the neck and fling it through the corners. Both petrol and diesel versions displayed similar handling characteristics and though its personality was shall we say 'younger' than the Leon, it still soaked up the worst of the bumps and hard braking without losing its composure. The TDI version was the more enjoyable and faster car on the Adverse Handling circuit thanks to its impressive torque, though there was not much in it. The cars on test were fitted with Pirelli P-Zero Nero tyres, which offer masses of grip.
Grip is at a bit of a premium on Prodrive's selection of skid pans, on which we got to try the Leon FR with and without ESP engaged. It was a wonderful demonstration of the usefulness of these systems to the average driver. With all systems engaged, the instructor yanked the handbrake to induce a slide. Under instruction not to counter the slide myself, the ESP electronics braked individual wheels in an attempt to bring everything back under control. In effect, the ESP slowed the slide down, allowing the driver to take control again. A skilled driver could do the same, but ESP is invaluable in an emergency situation and let's face it; we're not all Sebastien Loeb.
For the final couple of hours of the day I took a Leon FR TDI out on the road and it cemented my decision between it and the petrol version. The car's remarkable poise remained, but brought even more to the fore on the public road was the outright speed. This car would give a well-driven Golf GTi a run for its money. Admittedly, the Golf still retains a smidgen more involvement and though the TDI engine is not noisy when pushed, neither is it inspiring. However, the urge available under your right foot can't be argued with. Even on an unfamiliar twisty, bucking B-road I came away smiling and nodding approvingly.
Now it's crunch time; it's all very well and good creating a capable and desirable hot hatch, but nobody will buy it if the competition (and let's face it, the hot hatch market is buoyant with new models) is better value. The Leon FR T-FSI costs £16,995 on-the-road in the UK, which is nearly £4,000 less than the five-door VW Golf GTi it shares its engine with. The TDI version is only £500 more and really is the pick of the two unless you really can't live with a diesel. Me? I'm still a petrol-head, but in this case I'd take the TDI Leon FR over the petrol version any day.
SEAT FR UK range overview
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SEAT Ibiza 1.8 20v T FR: £11,975
- SEAT Ibiza TDI FR: £13,120
- SEAT Leon T-FSI FR: £16,995
- SEAT Leon TDI FR: £17,495
- SEAT Altea T-FSI FR: £17,295
- SEAT Altea TDI FR: £17,795
Special thanks to Justin Dale and the other Prodrive instructors on the day for their help with the photographs. Please note that these were taken on a closed circuit with the car's ESP disabled and judicious use of the handbrake! If you click on the images for the larger version you can see from the drivers' faces how much fun they are having...
