Cupra Leon VZx 2022 Review

Timing is everything in the car business, but not even Cupra could have envisioned its fortuitous arrival in the Australian market.

Just after Ford Australia declared it is retiring the Ford Focus ST (and Fiesta ST) from showrooms – days after the hot Focus was named carsales’ Best Hot Hatch for 2022 – the new 2022 Cupra Leon has launched.

The big talking point is the Leon VZx, a bona fide hot hatch which squeezes neatly between the Hyundai i30 N and Volkswagen Golf GTI, and the Audi S3, Volkswagen Golf R and Mercedes-AMG A 35 the next segment up.

We’ve driven the Leon VZx on circuit in Australia; now it’s time to hit the road.

At the time of writing, Cupra is yet to announce drive-away pricing for the Leon V entry model, and isn’t listing any stock of that model on its Australian website. As such, the line-up currently opens at $52,990 plus on-road costs in Australia for the Leon VZ.

Each grade shares a common specification level, with the only real differences being their power outputs and exterior styling – save for the VZe which is a plug-in hybrid.

The VZx flagship driven here is priced from $61,490 plus ORCs.

Standard equipment includes 18-inch alloy wheels (with space-saver spare), LEDs for the headlights, tail-lights and daytime running lights, tyre pressure monitoring, heated and powered folding mirrors, tinted rear windows, keyless entry and start, three-zone climate control and an auto-dimming rear-view mirror.

Infotainment comprises a 10-inch centre touch-screen, 10.25-inch digital cockpit, Apple CarPlay and Android Auto (both able to be used with either wireless or wired connection), plus two front and two rear USB ports.

In terms of safety, the Cupra Leon carries a five-star ANCAP rating backdated to 2020 and based on New Zealand specification.

Standard safety items include adaptive cruise control, travel assist, autonomous emergency braking (AEB) with pedestrian and cyclist detection, lane assist, park assist, side assist with exit assist, driver fatigue monitor, emergency assist and a reversing camera.

The Cupra range is backed by a five-year/unlimited-kilometre warranty in Australia, together with the added enticement of a complimentary three-year servicing offer based on 12-month/15,000km intervals.

As we’ve previously reported, the 2022 Cupra Leon is based on the Volkswagen Group’s ubiquitous MQB architecture, with customers offered the choice of a 180kW/370Nm 2.0-litre turbo-petrol four-cylinder (Leon VZ), a 180kW/400Nm 1.4-litre petrol-electric plug-in hybrid (VZe) or 221kW/400Nm tune of the 2.0-litre turbo-petrol engine in the VZx.

Effectively mirroring the Volkswagen Golf GTI Clubsport not currently offered in Oz, the Leon VZx drives the front wheels through a seven-speed DSG dual-clutch automatic transmission – enabling a claimed 0-100km/h dash of 5.7 seconds.

Also included (handily, too) is an electromechanical locking front differential, while the quad exhaust tips are fully operational.

The Cupra Leon is based on the fourth-generation Seat hatch, sitting 25mm lower at the front and 20mm lower at the rear. It rides on a MacPherson strut front and multi-link rear suspension.

Among the options on the VZx are 370mm Brembo performance brakes that eschew the standard car’s 340mm rotors.

As we detail below, they’re likely to be a worthwhile investment if ownership includes regular track driving, though for strict road use the standard brakes feel up to the mark.

What’s clear from the outset is the 2022 Cupra Leon VZx is no shrinking violet.

From a design and performance standpoint, Cupra is ready to make a mark in Australia.

If our recent track test of the Leon VZx didn’t already demonstrate that, then the execution and finish of our Australian-market test cars does.

Cupra’s clever copper accenting all over the Leon VZx – a purported nod to the way afternoon sun shimmers on the buildings in Barcelona – gives way to a striking first impression in the skin. Sharp lines and a raked profile extend the trait.

Inside, Cupra has cleverly integrated quality soft-touch furnishings at all the contact points while giving careful consideration to incidental storage and space.

The driving position is low-slung and within easy reach of the key controls, while that roofline imposes only a moderate compromise in terms of outlook.

At 4.4 metres long, the Cupra Leon isn’t a typical family car, yet with rear air vents, ISOFIX attachment points and adequate proportions in the second row, it remains practical and versatile nonetheless.

The 380-litre boot area on the VZx is big enough for a full-size suitcase or a couple of overnight bags, and can operate in concert with split-folding rear seats.

Where the Leon does lose some liveability points is with its infotainment system. There are very few complaints with the native infotainment suite – with the exception of perhaps the decision to forego a physical volume dial – but the screen itself has no hardwired shortcut buttons.

It means that, unlike the equivalent VW infotainment system fitted to the Volkswagen Golf Mk8, the Cupra relies heavily on the screen itself for basic infotainment, climate control and vehicle commands.

That often means wading through several menus for something as simple as turning the recirculated air on.

In any case, those gripes ease to the back of your mind upon thumbing the very Lamborghini-esque steering-mounted starter button in the VZx.

The 2.0-litre turbo-petrol four grumbles to life with the same peppy demeanour as other VW product, and makes light work of day-to-day conveyance.

The EA888 is afflicted with the same low-speed hesitation upon taking off as countless other Volkswagen, Skoda and Audi group models, but from that point provides expedient and tangible forward progress.

There’s a slight elasticity in the power delivery, but work to its strengths and it will easily whip up to the flow of traffic and make light work of speed zone changes and overtakes alike.

Around town, the VZx is imbued with well-weighted controls including light low-speed steering (complemented by a pint-sized 10.5-metre turning circle) and a predictable brake pedal action.

It is also inherently efficient, matching its official 6.8L/100km fuel consumption claim on test in a mix of conditions.

There is a sporty premise to the suspension tuning; it means bumps in the road are reflected through the chassis accordingly and there is a slightly jiggly twist to low-speed passage.

Thankfully, all but the harshest of obstacles avoid any huge thudding or crashing moments, while larger undulations are shaken off swiftly despite its small 2.7-metre wheelbase.

But the major point of difference with the VZx arrives upon depressing the Cupra button on the steering wheel, which engages its angriest drive setting.

From this point, there’s more intent from the drivetrain, more weighting to the controls and a tasty burble emanating through the cabin. The throttle response sharpens appropriately and the gearbox slices through its ratios with whip-like expediency.

Laying your size 10 into the accelerator pedal brings on genuine hot hatch enlightenment. There’s induction noise and genuine scrambling from the Bridgestone tyres as the electromechanical diff plies for traction. Torque steer is ever-present in these driving settings as well.

You might read this as a slight on the VZx. It isn’t; this is a hot hatch that ably balances everyday comfort with expected hot hatch thrills. And we love it for that.

On public roads, we’re unable to exploit the same playful tendencies (read lift-off oversteer) as we recently did at Eastern Creek, but the feedback, feeling and general sense of aggro from it on road is just as rewarding.

And the drivetrain itself is more than quick enough for road-going speeds. The EA888 piles on speed effortlessly and the DSG gearbox facilitates a broad spectrum of driving.

The engine’s natural mid-range cadence offers tractable go-forward out of tight hairpin corners and open-radius bends alike. In short, you’ll seldom run out of puff on a public road.

Elsewhere, the steering weighs up nicely and mid-corner bumps are dispatched admirably.

All told, the VZx is a hot hatch that doesn’t mind putting the bit between its teeth and getting its hands dirty.

In all driving situations, the VZx also adequately blocks out road noise (within reason for a hot hatch) and the cabin of our test car is devoid of squeaks and rattles.

The 2022 Cupra Leon VZx does a convincing job on our first on-road test, laying the foundation to appease hot hatch enthusiasts and early adopters alike.

Ultimately, it doesn’t feel quite as capable as the previous Honda Civic Type R, while asking a massive premium over the Hyundai i30 N.

But the VZx is a welcome addition to the hot hatch establishment.

Ford’s loss with the withdrawal of its two proponents very much stands to be Cupra’s gain.

How much does the 2022 Cupra Leon VZx cost?
Price: $61,490 (plus on-road costs)
Available: Now
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 221kW/400Nm
Transmission: Seven-speed dual-clutch automatic
Fuel: 6.8L/100km (ADR Combined)
CO2: 156g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2020)