Ibiza Cupra / Bocanegra Engineering & Chassis
Ecological power
• 180 hp twin-charged 1.4 TSI engine
• 7-speed DSG gearbox with steering wheel shift paddles
• Better performance, lower consumption and fewer emissions
It may seem strange that we mention ecology when describing a model with the
CUPRA badge. Despite improving the performance levels of its former version, the new member of the
Ibiza family also delivers
lower fuel consumption figures and emissions levels, as on the rest of the model range.
SEAT has increased the power output of the twin-charged 1.4 TSI engine from 170 to 180 hp for this platform, and has mated it to the 7-speed DSG gearbox: an explosive combination in terms of sporty driving performance and handling comfort, but at the same time more ecologically oriented.
Compared to the previous
Ibiza CUPRA, emissions have been reduced by nearly 20%, from 180 to 148 grams of CO2 per kilometre, making it eligible for a 4.75% tax rate in the Spanish market. Furthermore, it fully complies with EU-5 emissions legislation, something which few such sporty models achieve.
Twin-charged engine
The new
SEAT Ibiza CUPRA is equipped with one of the most modern engines on the market. Thanks to its technology, the engine provides excellent performance,
lower consumption (6.4 l/100 km combined compared to 7.9 l/100 km of the previous version), fewer emissions and greater flexibility. This direct injection twin-charged 1.4 TSI delivers 180 hp with a torque of 250 Nm between 2,000 rpm and 4,500 rpm.
The SEAT Technical Centre focused on modifying the engine’s electronic management, meaning the maximum revs at which maximum power is available has increased from 6,000 to 6,200 rpm, and the maximum turbo pressure has increased from 2,000 to 2,150 mbar, resulting in the additional 10 hp compared to Volkswagen’s well-known 170 hp 1.4 TSI engine.
As with the FR version, its twin-charger technology features two compressors. One is a high speed mechanical compressor and the other is an exhaust gas turbo-compressor. Depending on the torque required, the pressure regulation system decides whether the pressure generated by the exhaust turbo-compressor is sufficient or if it needs compensation from the additional compressor.
Starting from minimum torque, the mechanical compressor works alone up to a maximum of 2,400 rpm. The turbo-compressor is purposely designed for efficiency, and does not provide any pressure at low revs.
Both systems work together between 2,400 rpm and 3,500 rpm, at which point the mechanical compressor disconnects. Above 3,500 rpm the turbo-compressor alone generates the desired pressure. In this way, the compressors fill any “torque gap” and guarantee instant delivery of engine torque in any situation.
These torque figures provide the
CUPRA with spectacular response. Top speed is 225 km/h, it accelerates from 0 to 100 km/h in only 7.2 seconds, and covers a standing kilometre in 28.1 seconds, compared to 7.3 seconds and 28.4 seconds respectively of the former
CUPRA model.
Modifications have been made to the software of the 7-speed DSG gearbox on the
CUPRA to adapt it to its sporty performance, and no mechanical adjustments were needed. The result is better fuel consumption and improved in-gear acceleration figures.
New front intercooler system
A new front intercooler system has been developed on the new
Ibiza CUPRA.
The new intercooler is now located at the bottom of the cooling assembly directly beneath the radiator, instead of both elements being parallel to each other. Since there is no element located in parallel behind the intercooler, there is less resistance and greater flow of incoming air. This new design also enhances airflow into the radiator since the intercooler is no longer an obstacle.
Its new location puts the intercooler in the area of aspiration of the fan, maximising the performance of the air forced through it.
The main reason behind the performance of the intercooler is the air flowing into it, so its location centred at the
lower front of the car provides the system with added benefits, especially when driving at low speeds or when the car is heavily laden.
The new intercooler on the
Ibiza CUPRA has been improved compared to the one found on the previous
Ibiza. Its weight has been reduced from 3.9 kg to 1 kg, and the aspirated air temperature has been decreased by around 10 °C, with an internal air pressure loss of only 70 mbar compared to 250 mbar on the old intercooler. This provides better engine performance, since it has to charge less due to the front location of the intercooler in the area of highest pressure and its greater permeability since there is no radiator offering airflow resistance.
Tell-tale sound
Worthy of any race car, the new
Ibiza CUPRA makes a distinctive, tell-tale noise. SEAT technicians in charge of engine acoustics have worked hard to create an exciting roar when the driver accelerates.
The noise comes from a system that is controlled by a terminal box with an acoustic model made from a set of programmed matrix values. Revs and instant torque generate an electric signal that is sent to the system, which then gets sent to the chassis. This procedure joins the one stemming from the engine, the exhaust and especially the transmission, producing a final result that is perceived by the passengers, mainly the driver and the front passenger.
Agile and dynamic
• Reduced weight and lower centre of gravity
• XDS electronic self-blocking mechanism
• Better traction and increased comfort
The 180 hp output delivered by the engine on the new
Ibiza CUPRA would be of no use if it could not be transferred to the ground evenly. The SEAT Agile Chassis takes care of this admirably, and on this version it has been suitably modified in order to provide this sporty model with segment-leading performance levels.
SEAT technicians have worked on achieving a car as agile as the former
Ibiza CUPRA, but yet more effective to drive. With the arrival of the new model, its traction capacity has been improved which makes it easier to drive on all kinds of surfaces.
Reduced ride height
To achieve this objective and to make their work easier, engineers used the basis of the new Volkswagen Group platform which made its debut on the new
Ibiza. The
CUPRA has 10 mm less ground clearance compared to the Sport version, which also lowers the car’s centre of gravity.
The new
Ibiza CUPRA is now easier to drive, has improved handling and is more agile. The front wishbone silent-block ratings are stiffer, and reduce variations in the wheel’s position when called upon (cornering support, acceleration, braking in curves, etc.), resulting in greater precision during sporty handling.
The main differences compared to the chassis on the FR can be found in the stiffer shock absorbers, 15% stiffer coils and 5 mm reduced ground clearance on the front shaft, while the modified rear shaft coil and shock absorber ratings, with specifically designed shock absorbers, are suited to the new chassis set-up and more sporty feel.
One of the fundamental elements behind the performance of the new
Ibiza CUPRA is the electronic self-blocking XDS. As explained before in the FR section, this device works together with ESP as a mechanical self-blocking mechanism, but functions more smoothly and avoids the addition of a new mechanical element on the vehicle.
All of the improvements introduced on the new
SEAT Ibiza CUPRA provide better traction, making it the leader in its segment in this aspect.
Excellent braking
The new
SEAT Ibiza CUPRA is equipped with high-performance 15 inch ventilated discs (288 mm front and 232 mm rear discs). There is also the possibility of adding ‘SEAT racing brakes’ – including a set of four-pot callipers and sportier brake pads that provide 15% sharper brake pedal response and reduce fading by 10%.
The
CUPRA also has an additional vacuum pump as a backup to the servo-brake. Along the same lines as the braking aid assistance, the right-hand drive version
CUPRA is equipped with a new, better-performing 7”/8” tandem servo-brake with better braking capacity.
Finally, the servo-steering on the new
Ibiza CUPRA is an improvement over the figures achieved on the former
CUPRA version in terms of catch-up, response time beginning with the pump’s idle rate, and linear effort progression optimisation.
