Miles per tank. 401 miles. Insurance group. 23. Road tax. £170. Dimensions. Length 4368 mm x Width 1799 mm. SEAT Leon Hatchback 2020 trim specs. El SEAT León es uno de los modelos Berlina de SEAT. Tiene 44 versiones que van desde 26.920 € hasta los 41.220 €. Sus dimensiones son 4.37 metros de largo, 1.8 metros de ancho y 1.46 metros de alto y tiene una capacidad de maletero de 380 litros. El SEAT León ofrece 4 tipos de motores: Gasolina, Híbrido, Diésel, Híbrido enchufable. ForoCoches: Usuario. 27-sep-2018 16:11. #1. Hola! Me gustaría saber que opináis sobre el motor TSI 1.5 de 130cv que llevan los León actuales, he pensado en comprar el León con dicho motor. Leí sobre la desconexión de dos cilindros y no se si eso dará problemas o no, además del motor en sí al ser bastante nuevo. Un saludo y gracias! Es que según la web de Seat un Leon ST Style cuesta: Leon ST 1.4 TSI 125 CV (92 KW) Start/Stop Style: 17.850 € Leon ST 1.4 TGI GNC 110 CV (81 KW) Start/Stop Style: 23.790 € . That, in a nutshell, is why this latest Leon is worth getting excited about, even if the new car represents business as usual in many ways. The range features transverse engines that mostly drive the front wheels alone, though only variants with more than 148bhp (and so not our TSI Evo, which makes exactly that) benefit from independent rear suspension. Less powerful models, including two new three-cylinder derivatives, therefore use a torsion beam, and this is one obvious area where Golf trumps Leon. With the VW, 148bhp gets you the more sophisticated suspension layout. However, starting at £19,855 for the 108bhp SE petrol, the Leon still usefully undercuts the Golf (lowest asking price £23,054) and the Ford Focus (£22,210), but when Skoda begins to offer its most basic versions of the new Skoda Octavia, we’d expect that to go lower still. Platform-wise, the Leon naturally uses the same VW Group MQB Evo hardware as the Golf, and because the wheelbase is 50mm longer than before, rear leg room has improved. In fact, the car is longer overall – by 86mm for the five-door hatchback and 93mm for the estate – although it’s also narrower and lower and so looks less stocky than the previous model, even if Seat insists the new design is now bolder. You can make up your own mind, but while the sharp incline of the window line as it meets the C-pillar looks smart, as does the long snout and the Porsche -esque rear light bar, you could argue that some Ford Focus-style homogeneity has wafted in. Certainly, in FR trim, which is Seat’s answer to VW’s R-Line, we might have expected the Leon to stand out a touch more. Where has the street fighter vibe gone? One thing the car isn’t lacking is variety beneath the creased bonnet. Garden versions of the new Leon will be available with downsized TSI petrol and TDI diesel engines along with eTSI mild-hybrid and eHybrid plug-in hybrid powertrains, although of these, only the eHybrid will break the 200bhp mark. For the sort of giant-slaying performance fast Seats have in the past delivered, you’ll need to wait for the turbo petrol Cupra derivatives, which will sit 25mm closer to the road and use revised steering and suspension settings along with an electronically controlled front limited-slip differential to help deploy up to 297bhp. An estate version – the ST 4Drive – will turn the dial higher still with 306bhp and four-wheel drive. Overall, it’s fair to say most owners should have little difficulty finding the right engine for their needs. How does the new Leon stand out from its VW Group sibling? Inside, the Leon has again been led firmly by the Golf, having adopted the same perched central touchscreen and architecture and culling most of the physical switchgear. It’s fantastically uncluttered but at the same time not quite as inviting or reassuring as before, when the central display was integrated neatly into the dashboard and sat on an identical plane to the instrument binnacle. The lack of knobs and dials for volume and climate control is also likely to irk some people, although after only an afternoon in the car, we found the system intuitive enough and brilliantly responsive. Elsewhere, there are some stylistic flourishes to help assuage the hard plastic trim for the door pulls and lower half of the cabin. The absence of quarter-lights (very Audi) feels sophisticated and the hexagonal vents are straight from the Lamborghini playbook, as is the acute topography of the dashboard. And while we’re on the subject of premium-brand inspiration, the way the window ledges and leading edge of the dashboard together form an unbroken crescent is pure Jaguar. The driving ergonomics are, in the context of everyday use, all but flawless and the thin, firm steering rim that’s a Seat hallmark remains a pleasure to hold. Long journeys ought to be effortless. As for your passengers, there is indeed more rear leg room than before but it’s still not exactly cavernous, even if head room is excellent and FR trim usefully brings rear climate control. At 380 litres, boot space is right on the money in this class, although the floor does sink awkwardly low behind the lip. Our test car also has the addition of a ski hatch through the rear seats, which, even if you never visit St Moritz in your new Leon, should at least prove its worth if you do visit the local tip. For now, that’s probably enough on the new Leon’s practicalities. How does this FR version, on its 15mm-lower suspension, actually drive? Encouragingly well and, yes, with more feel than the Golf, if not with the same level of finesse and precision as the Focus. Even without the help of the 48V mild-hybrid system of the eTSI Leon, this engine really is exceptionally smooth, although the gearing feels a touch too long for B-roads jaunts. Admittedly, it’s not an especially enjoyable engine to exercise, and along with an insipid shift action for the six-speed manual ’box, you’ll discover some turbo lag and pronounced flywheel effect that leaves its response feeling blunt, but perhaps that’s the price you pay for 65mpg on the motorway and whisper-quiet manners. Still, it’s clear that Seat has put some thought into the driving experience. Unlike so many over-servoed offerings in this class, the brake pedal is soft and progressive and the electromechanical steering, steadily geared but not sleepy, paints a clearer picture of the road beneath you than the class average. What augurs especially well for upcoming Cupras is how light the car’s nose feels as it changes direction and how easily the chassis settles into mid-corner balance. The Leon resists understeer conspicuously well, and in fact neither is the tail averse to helping alter your line. Despite the firmer FR suspension and the busy low-speed ride it yields (models with the independent rear suspension may do better in this respect), our car’s two axles don’t ever quite respond in harmony when you properly attack a corner – like lightning and thunder, there’s a pause between the front axle turning and the rear responding in kind – but there’s also an overall willingness that suggests fire-breathing Cupra derivatives should be fun and indecently quick. For more steady souls, the ordinary Leon is easy enough to recommend, even if the Golf remains more refined on the move and lavish inside and the class-leading Ford Focus has opened up something of a margin in terms of enjoyment. The difference isn’t night and day, though. The Seat Leon has never felt like such a complete and capable package, and neither has it ever felt so indistinct from its VW cousin, for better or worse. Used cars for sale NewsletterGet all the best car news, reviews and opinions direct to your inbox three times a week. You can unsubscribe via any email we send See our full privacy notice for more details Subscribe Never miss an issue of the world's oldest car magazine – subscribe to Autocar magazine today. Subscribe Seat Leon First drives Seat’s handsome new Leon ST means you’re even more spoiled for choice for mid-sized, hatch-based wagons right now. This isn’t a stretched hot hatch: Seat’s wagon suffix is confusingly identical to Ford’s performance models. But even the basic Leon is an engaging drive, so can the estate-bodied ST maintain Seat’s fine recent form? Doesn’t everyone want crossovers instead of boxy estates these days? Thought the Qashqai and Q3 crossovers of this world were taking over? Their ubiquity might seem so, but Skoda, VW, Honda, Ford and Renault have all revealed new or revised estates in the last few months. There’s still life in the idea of a hatchback with a garden shed strapped to the back. Diesel is a default choice in this market, so let’s play devil’s advocate. Time to settle into the solidly build but somewhat drab cabin of the new Seat Leon ST to see if a downsized petrol engine makes just as much sense. Which Seat Leon engine are we talking about here? The VW’s Group’s TSI motor: a direct-injection, turbocharged four-cylinder good for 138bhp and 184lb ft. Those are strong figures for the class, churned out by a tuneful, willing little engine that’s a real torch-bearer among the downsizing trend. Coupled with a slick six-speed gearbox that’s identical in action (and in gearknob) to that of a VW Golf or Skoda Octavia (which share this MQB platform hidden beneath the skin), it’s a strong powertrain, offering 0-62mph in around 53mpg is the official figure, with 40-45mpg our more realistic test average. Here’s a thumbs-up for forced induction: the turbo-free new Honda Civic Tourer in comparable iVTEC guises doesn’t arrive at 62mph until later. The Seat crucifies the Honda for torque too: 184lb ft plays just 128lb ft in the Civic car. Japan retaliates with crisper throttle response, but it’s too little too late. Torque: handy for carting around a bootful of gubbins! Speaking of which… Open the Leon ST’s low-lipped tailgate and you’ve a 587-litre boot. Flip the back seats down via a handy lever in the boot and that expands to 1470 litres. In isolation then, this is an extremely practical holdall. But compare the Leon ST with its closest rivals and the story’s less rosy. A Skoda Octavia makes best use of the MQB platform (610/1740 litres), with its VW Golf Estate sister car close behind at 600/1620 litres. Seems curious, doesn’t it, that the Leon should, ostensibly, be the same car as its Czech and German relatives underneath, yet it gets beaten in the wagon wars? The Leon ST stands 15mm lower than the Octavia and a good 30mm below the Golf, and it’s a smidge shorter than both – handy for the styling, not so much the space. Perhaps that’s a sign the handsome Seat is supposed to assume the youthful, sporting position within the VW Group, and leave the maturity of load-lugging to the grown-ups. The slower Honda partially hits back in the practicality stakes – though it’s more cramped for passengers, you get a 628/1668-litre boot. Meanwhile, the venerable Ford Focus Estate – recently facelifted and now almost as sharply suited as the Leon – matches the Seat, thanks to 476/1502 litres of storage. A small boot for the class then. Better be good to drive! Whether it’s the slightly higher shoulderline, or the more supportive seats, the Leon’s driving position definitely feels that bit lower than the Golf’s or Octavia’s. That’s a running theme throughout the car’s dynamics – though it should, and often does feel like an identikit MQB car, there’s a whiff of fun in the Leon missing in its straight-faced cousins. And with no weighty diesel weighing down the nose, the little turbo’d petrol is a willing participant. Grip is strong, body roll well-checked, and control weights middling-to-light. It’s a good basis for the rumoured Leon ST Cupra, which twins 276bhp grunt from the new Nürburgring lap record holder with the ST’s boxier body. Look out, Ford Focus ST Estate… Anything else? Our ‘SE’ trim test car is the fleet drivers’ favourite, but shouldn’t be overlooked if you’re not munching many motorways. Standard kit includes sensible 16in footwear, Bluetooth, privacy glass, cruise control, and air-conditioning. At the time of writing, Seat’s also throwing in a free tech pack, adding pretty LED headlights, DAB radio and sat-nav, via the entry-level greetings card-sized screen. The offer only lasts until 31st March 2014, so you’d better be quick if you want to take advantage. Verdict Ducking under the £20,000 barrier by £80, the Leon ST with this punchy little TSI undercuts its direct Honda competitor by around £250, but is outpriced by the £19,190 Skoda enemy within. If you’re happy with a merely ‘large’ rather than ‘Space Shuttle load bay’ of a boot, then the Leon’s chuckable handling makes it a worthy addition to the test drive list. Read the Seat Leon ST review on our sister site ► Sub-warm hatch still has plenty of power► Engine a little coarse when worked hard► Zero to 62mph in reasonable seconds Life for top-line hot hatch spotters is a lot tougher than it used to be. With M Sport, AMG Line and R-Line badges liberally plastered across the most mundane three-cylinder eco-hatches and diesel rep-cars alike, impressing the neighbours with a rapid five-door hatch is pretty challenging these days. Seat’s sporty trim – FR Technology – is a little more selectively applied, with 148bhp being the power threshold needed in the Leon. The Golf sibling is already a looker – more so after a little facelift tweakery – and FR Tech’ trim flatters its sharp lines. But is the entry-level TSI 150 model an authentic warm hatch, or is it just a sporty badge on a weakling of a car à la the 82hp Peugeot 108 GT Line? Leon TSI: 50% of the Cupra’s power, 80% of the looks Following a little facelift surgery the Leon now has a tweaked grille and lights, but retains the Leon’s modern, handsome look. Full LED headlights at the front and twin pipes at the rear set it apart from lesser Leons, though you won’t mistake the FR Technology for a Cupra. Power comes from a turbocharged petrol lump with 148bhp and the ability to shut off half of the cylinders in the name of economy. Full-bore starts should get you to 62mph in seconds, though claimed economy is surprisingly good at Whatever the figures, the small petrol engine is punchy, with plenty of muscle at low engine speeds, and we chalked up a displayed – meaning there’s no need to go for the £1830-pricier TDI 150 diesel, unless you cover mega miles. It pulls well when worked harder, too, with very little lag from the turbo. The cylinder deactivation is seamless, as well, notably boosting economy without hindering performance. FR Technology trim means comfy seats but firm ride The Leon matches its reasonable dose of power with sharp handling, albeit with the payoff of a firm ride. On better roads it’s smooth and quiet, but hit some rippled, scarred tarmac and you feel it inside – even more so than the Cupra with adaptive suspension. Steering is nicely direct, with a slick gearchange and sharp brakes rounding things off. The engine is mostly pretty muted in normal driving, though it does drone a little at motorway cruising speeds and takes on a slightly coarse note if you go hunting the redline. Thankfully comfortable seats help take the edge off the ride, with good side support when cornering. There’s plenty of room in both rows of seats as well, with just the gargantuan rear pillars making things a little gloomy and denting rear visibility. The boot’s also pretty useful, though there’s a big drop from the opening to the boot floor. Cabin feels more upmarket, though two-button sat-nav harder to use The updated Leon gains piano black trim – for an extra helping of Golf-ness – plus an electric handbrake and a new touchscreen media system. This does away with nearly all of the useful buttons surrounding the old unit, forcing you to prod the screen to do anything – which is unnecessarily distracting. Thankfully the Leon does without digi-dials, meaning that you get a much crisper analogue speedo and rev counter than any pixel-painted version. Also new is the option of a wireless phone charger with signal booster and safety kit such as Front Assist, Pedestrian Protection and Traffic Jam Assist. FR Technology models get extra standard kit including: Eight-inch media system with sat-nav Apple CarPlay and Android Auto Dual-zone climate control Rear parking sensors Cruise control 17-inch alloy wheels Lowered suspension Full LED headlights Verdict The Leon has always been a sensible buy for those who want something a bit sharper – in look and drive – than the VW Golf (not to mention a bit cheaper). That hasn’t changed, and the Leon now looks and a feels more modern than before. The TSI 150 petrol is a bit of a sweet spot in the range, offering a notable step up in power over lesser models while significantly undercutting the 148bhp diesel version. Throw in decent finance deals – expect to pay around £280 per month for this car on a three-year, 10,000-mile per year contract with a £2,000 deposit – and the TSI 150 FR Technology is pretty appealing. It may be no Cupra, but the £200-per-month saving (with the same contract terms) – or a cash saving of £9105 – is a great sweetener.* *Deals are correct at time of publication. But the new Leon also represents Seat’s first dive into what you might call the ‘substantially’ electrified arena, and the eHybrid PHEV breaking that ground is the subject of this week’s road test. It’s easily the most compelling model in the range on paper, but we’ll shortly discover how it fares in the real world. What might confuse those who, understandably, may not have their finger on the pulse of all things Leon is what has happened to Cupra. What started as Seat’s answer to VW’s GTI sub-brand with the Ibiza Cupra of 1996 is, as of 2018, a fledgling brand of its own, but one still heavily reliant on Seat hardware. It therefore makes its own hot take on our Leon eHybrid and will eventually expand the Cupra Leon range to include 242bhp, 296bhp and 306bhp models with different drivelines and bodystyles. Truly, there will be a Leon for every occasion, but today we focus on the regular, if also somewhat irregular, plug-in hybrid. The Leon line-up at a glance Seat’s UK Leon range effectively contains three petrol engines, each available with varying degrees of electrification, and one solitary diesel. Paying extra for a mild-hybrid version of either of the lower-end petrols also gets you a dual-clutch automatic gearbox but, oddly, doing that doesn’t actually get you a lower-emissions car. There’s a seven-rung trim line-up, starting with SE and finishing with Xcellence Lux. Price £30,970 Power 201bhp Torque 258lb ft 0-60mph 30-70mph in fourth Fuel economy CO2 emissions 27g/km 70-0mph

seat leon st 1.4 test