SEAT has been chosen to debut the latest VW Group platform tech in the new Ibiza, called MQB A0. It’ll eventually be found in the VW Polo, Audi A1 and Skoda Fabia plus a range of small SUVs, but for now it’s the Ibiza that jumps the gun on its rivals and sets new supermini standards.
The lightweight, hi-tech platform gives the now five-door-only Ibiza a grown-up feel very much like the bigger Auto Express Award-winning Leon (and therefore, the VW Golf, too!). It’s supremely quiet, even with 1.0-litre three-cylinder engines under the bonnet, while the ride feels mature, too – comfy, but keeping you informed of the state of the road surface.
MQB A0 also means the Ibiza gets lots of safety, connectivity and luxury tech that we haven’t seen in this sector before. There’s pedestrian detection with auto braking, adaptive cruise control, wireless charging for mobiles, LED lights and Apple CarPlay and Android Auto. Sadly, though, much of the tech is reserved for range-topping FR and Xcellence models and on the options list for others.
There’s good space on board for passengers and luggage, while quality is impressive on the whole, although dash top plastics are a bit hard.
Although the new SEAT Ibiza is a fraction (just 2mm) shorter than the old model, the MQB A0 platform means the wheelbase has extended by 95mm giving much more space inside – seat says rear legroom is improved by 35mm, while the square-shaped boot is especially spacious at 355 litres.
More importantly the car has got much wider – by 85mm – and it sits ever-so-slightly lower giving it a sportier look on the road. That’s accentuated by the sharp creases along the sides, the narrow front lights with LED daytime running lights and more creases running down the bonnet. This is a seriously good-looking supermini.
The good looks continue to the inside with more sharp lines around the dash and plenty of shoulder and headroom in the front and back. A six foot passenger can just about sit behind a six foot driver in reasonable comfort, but there’ll be plenty of room for three children across the back bench.
In spite of the sharp lines across the dash, it’s not as adventurous as the outside, but it’s dominated by a touchscreen system for the infotainment. Most buyers will opt for SE Technology trim and above, so will get an 8-inch screen with navigation – but you’ll only get Apple CarPlay or Android Auto as standard if you opt for FR or Xcellence trim, otherwise it’s a £150 option. S models get a 5-inch black and white touchscreen, while that’s upgraded to colour for SE cars.
Heating and ventilation controls are separate and sit below the touchscreen, while the instrument binnacle features two large clear dials and a screen in between that can show navigation, audio or vehicle information.
Slightly disappointing inside is the quality of the plastic on the dash and door top. It looks fine, and feels okay when you first touch it. But prod it and you’ll realise it’s hard – you can bet the Ibiza’s Polo equivalent will get a soft-touch dash top. Still, for us the interior is good enough and that wouldn’t stop us recommending it.
You’ll always get a strong palette of colours to choose from with a SEAT with a lovely deep red or striking blue. The gold/beige Mystic Magenta isn’t quite as successful, though.
Sat-nav, stereo and infotainment
Every Ibiza we tested at the car’s launch came fitted with a Beats audio upgrade, giving a seven-speaker 300W sound system that can be connected via USB or Bluetooth (which is a doddle to pair). Although the systems hadn’t properly been run in, they offered impressive sound quality in the supermini sector, but more so given the upgrade price of just a few hundred pounds – for that it’s highly recommended with a good spread of detailed sound and punchy bass.
The 8-inch touchscreen is similar to those in other VW group cars, with menus popping up as your hand is sensed near the screen – even when slotting into first, third or fifth gear! It features clear and simple to follow menus, while the navigation features pinch and expand functionality on the screen. There are two knobs either side of the glass for controlling volume and station search, while heating and ventilation controls sit underneath the screen so you don’t have to wade through menus to change the temperature.
We’ve only sampled two of the four available engines in the Ibiza so far, with the more impressive of the two being the 1.0-litre turbocharged three-cylinder motor producing 114bhp.
As with all three-cylinder engines there’s an unusual thrum under acceleration, but only when you’re pushing will you hear anything. At cruising speeds, the engine is almost entirely inaudible and smooth with it.
Acceleration in gear is decent enough as the turbo does its job, while the Ibiza with this engine feels brisk enough away from standstill – the zero to 62mph sprint takes a reasonable 9.3 seconds.
Efficiency is good, too – SEAT claims an average of 60.1mpg with CO2 emissions of 108g/km. It’s no wonder diesel versions won’t be offered in the UK.
The best selling engine is likely to be the 94bhp version of the same engine, while there’s also a 74bhp non-turbo for entry-level cars.
The 1.5-litre four-cylinder engine we also drove offers a promising 148bhp, although it’s so smooth and refined it never feels especially fast or frantic. Again, things are silent on the move, while the slick six-speed manual box helps you shift gears with the minimum of effort. If you want an auto, a seven-speed DSG double-clutch auto is available on the 114bhp 1.0-litre car for an extra £1,080.
SEAT has had a mixed time of things in our Driver Power customer satisfaction survey, finishing in 18th place out of 32 in last year’s survey. It’s dealers don’t fare much better, either. They’ve been rock bottom in previous surveys, but rose last year to 27th place – still a disappointing result.
On the safety front, every car gets airbags for the driver and front passenger, plus side and curtain bags, too. There are active front head restraints, autonomous emergency braking and electronic stability systems. An impressive roster of big-car safety options include tiredness recognition, adaptive cruise control, pedestrian detection with auto brake and parking sensors.
Warranty
As with rivals and other members of the VW group, a new SEAT will be covered by a manufacturer three-year warranty.
Size
The Ibiza is only available as a five door now, and it’s much wider, a touch lower and a fraction shorter than before. It’s still just over four meters long, but the added width makes it feel like a bigger car.
Leg room, head room & passenger space
SEAT seems to have done the impossible by making the Ibiza 2mm shorter, yet offering much more space inside. Leg room in the back is up 35mm, thanks mostly to the 95mm increase in wheelbase. It all equates to one of the most spacious cars in the class with space for a six foot passenger to sit in reasonable comfort behind a six foot driver with plenty of head and shoulder room. Three adults across the back will be tight, but children will be fine. Access to the rear seats is good and the view out is impressive, too – even without a panoramic roof the car feels light and airy.
Boot
The rear seats will split and fold to increase the already impressive 355 litre luggage space, while a two stage boot floor will keep things level for loading or drop lower for maximum capacity. There are no complaints about access to the luggage space, either – the SEAT badge on the boot door doubles as the release handle and the door swings high up out of the way.
Although the SEAT Ibiza with the 1.5-litre four-cylinder engine has yet to be homologated so no figures are available, we do have stats for the three three-cylinder units.
The most powerful (and most expensive) of the three, the 114bhp unit, is also the most fuel efficient claiming a 60.1mpg average and 108g/km of CO2. The standard stop/start system works seamlessly as you roll to a halt and take the car out of gear, cutting in with barely a whisper as you depress the clutch again.
The 94bhp 1.0-litre posts identical figures to the more powerful unit, although it has a lower CO2 figure of 106g/km thanks to its skinnier tyres. All of those models will have a first year VED rate of £140 and a benefit-in-kind tax rate of 20%.
The cheaper, non-turbo 74bhp engine is still reasonably impressive with a claimed average of 57.6mpg and emissions of 112g/km of CO2. Although you’ll save a fair few hundred pounds on the list price, you’ll pay £160 for the first year’s VED, while the benefit-in-kind rate for company car drivers is a touch higher at 21%.
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