The GTI is not far behind, actually. In fact, it’s snapping at the heels of the Cupra and speeding towards the same imaginary checkered flag. But the Cupra is more eager to race towards its 6500rpm redline and actually revs over that high point, with some more oomph to give when the GTI is already running out of puff at 6000rpm.
Both hatches essentially have the same quick-fire 6-speed dual-clutch gearbox, but the Cupra changes gears more aggressively, whether upshifting/downshifting automatically or paddle-shifting manually.
Yet, the greater aggression of the Cupra’s gearchanges isn’t at the expense of slickness, with the transmission every bit as well-oiled as the one in the Golf.
The Cupra also beats the GTI in sporty sound effects, with even juicier engine notes and even fruitier exhaust “pipes”.
That being said and heard, the racket generated by the Seat rocket might get tiresome and attract unwanted attention as the Golf goes about its business in relative stealth.
On the handling test sheet, the Cupra ticks the same boxes as the GTI – [confident], [enjoyable], [controllable] – but with a little more pressure from the petrolhead’s pencil.
In the same corners where the GTI would grip and proceed, the Cupra would bite and let rip. En route from entry to apex and exit, the GTI is rapid, whereas the Cupra is rabid.
If I use a corny dance analogy to describe the two cars’ difference in cornering behaviour, the Golf is like techno disco and the Leon is like macarena.
All the dance moves are energetic, but the German dancer is more mechanical and its beats are full of synthesizer rhythms, in contrast to the animated Spaniard and its Latin tunes played by a live band.
When the dancing ends and it’s time to drive home, the Golf becomes the more likeable dancer. Its ride is quieter and its suspension is able to deflect the rougher patches of tarmac which would disturb the Leon and its occupants.
In Singapore, where exceeding the speed limit anywhere is pushing your luck, the performance gap between Cupra and GTI isn’t that wide – for the chap driving the two cars back to back, negotiating the gap in question is more like crossing a side street than dashing across a main road.
Inside the cabins, the differences could sway a buyer in either direction, depending on his personal taste and innate desire for haste.
The faster-colour scheme, for instance, is “red”-hot in the GTI and “white”-hot in the Cupra. The Cupra’s checkered-flag logo is everywhere (I counted six), unlike the “GTI” emblem (only on the steering wheel).
The Cupra’s instrumentation is also more indicative of serious performance – 300km/h speedometer versus the GTI’s 280km/h speedo, plus customisable Sport Information digital dials (power output, turbo boost, g-force, oil and water temperatures) instead of the GTI’s eco-oriented Think Blue Trainer (the Cupra also has a similar feature called Eco Trainer).
Both steering wheels look good, feel very good in your hands, twirl sweetly in every situation (they’re variable-ratio) and have paddles for the DIY driver to play with.
But compared to the GTI rack, the Cupra’s steering is generally too light and supplies discernibly less feedback. It also puts fewer features at your fingertips (no cruise control, for instance). The GTI even steers for you with its Park Assist automated parallel parking.
Other goodies aboard the Golf make the Leon appear lean – keyless entry and push-button ignition instead of an insert-and-twist key, an electric parking brake instead of a good old handbrake, an 8-inch infotainment touchscreen with integral navigation instead of a 6.5-inch system with Garmin GPS ($400 dealer-installed accessory), and a standard panoramic sunroof ($5000 factory option for the Leon).
In addition, the GTI driver’s seat is electrically adjusted. The Cupra’s chair behind the wheel is not only adjusted manually, but also a tad short on thigh support vis-a-vis the GTI’s. But the part-Alcantara upholstery is lovely and almost as comfy as the GTI’s “Vienna” leather.
Closer inspection would reveal, unlike Volkswagen with the Golf, Seat has left the Leon’s A-pillars, doorbins and glovebox untrimmed, consequently making the interior look cheaper.
Another item that cheapens the Leon is the self-service metal strut that props up the bonnet – the Golf has a convenient built-in gas strut for this purpose.
The two hatchbacks have the same 380-litre boot capacity, more or less the same amount of cabin space and an equally broad centre armrest for the pair of passengers in the back.
But it’s easier to stash sundries in the Golf thanks to its roomier storage compartments, and the Golf’s auto air-conditioning feels more effective.
So, which of these hatches of hotness do I prefer?
If I were a reckless 30-something who would drive the hot hatch like I stole it, I prefer the Seat Leon Cupra. If I were a restless 40-something who would drive the hot hatch like I bought it, I prefer the Volkswagen Golf GTI.
Volkswagen Golf GTI 2.0 (A)
ENGINE 1984cc, 16-valves, inline-4, turbocharged
MAX POWER 220bhp at 4500-6200rpm
MAX TORQUE 350Nm at 1500-4400rpm
GEARBOX 6-speed dual-clutch with manual select
0-100KM/H 6.5 seconds
TOP SPEED 244km/h
CONSUMPTION 15.2km/L (combined)
PRICE INCL. COE $174,400 (no CEVS rebate/surcharge)
Seat Leon Cupra 2.0 (A)
ENGINE 1984cc, 16-valves, inline-4, turbocharged
MAX POWER 290bhp at 5900-6400rpm
MAX TORQUE 350Nm at 1700-5800rpm
GEARBOX 6-speed dual-clutch with manual select
0-100KM/H 5.7 seconds
TOP SPEED 250km/h
CONSUMPTION 15.2km/L (combined)
PRICE INCL. COE $189,500 (no CEVS rebate/surcharge)
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