Alfa Romeo Tonale vs Cupra Leon

What's the difference?

Stuck between efficiency and performance, the Alfa Romeo Tonale Veloce Ibrida can’t really decide what kind of car it wants to be.

Fun, but not fun enough. Efficient, but not truly frugal. Pragmatically sized, but not super practical. Improved on inclusions, but not on price point.

The one area this car truly excels at is looking really good no matter what it’s doing. I’m not sure that’s enough to increase its appeal in what has become the most competitive new car market in the world.

There's a lot to like about the updated Leon line-up, but probably not by lots of people. It won't be a best-seller, Cupra doesn't need or even want it to be. What it will do is offer something different, and in the case of the Sportstourer something very rare.

The S and VZx will face stiffer competition in the hatchback markets, primarily from Volkswagen, Audi and even Skoda, and it's hard to pick an area where they really stand out from the competition, apart from the unique styling. Not that they aren't pleasant cars to drive, it's just a crowded market.

Which is why the Sportstourer, especially with its plug-in hybrid powertrain, has a chance to be something that really sets Cupra apart from its rivals. Dynamic, efficient and different, it won’t fit in - and that’s exactly what the brand is hoping for.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

As per the Alfa Romeo brand promise, the Tonale is, as far as small SUVs go, beautiful.

The update refines what was already a good looking car further, with a re-designed front grille and air intakes and a lower front area to make the car look wider, more muscular and sophisticated.

The design enhancements take inspiration from other famous Alfas of recent memory, from the Giulia sedan to the 33 Stradale sports machine, as well as other tweaks which make it more familiar to the more recently launched Junior small SUV.

The new Tonale’s footprint is actually physically wider, too, with a revised track width to go with the aesthetic.

The brand also offers an appealing array of colours, as usual, with a new red and green shade available for this update, as well as an Ocra shade for the Sport Speciale limited edition trim.

Inside, it’s typical Alfa, and in a great way, too. Unlike so many of its rivals which are chasing the new Chinese brands into cabin tech overload, the Tonale looks and feels understated and restrained, with more of a focus on physical controls than screen real estate.

It’s surprising how much this dates a cabin, with the Tonale in some ways feeling a generation old, but then the abundance of physical switchgear and a tight, refined and driver-centric cockpit are increasingly rare, even amongst traditional brands.

The three-spoke wheel is full of physical controls, every grade gets big metal gear shift paddles and the digital instrument cluster has nice-looking classic dial-style themes to go with the overall aesthetic of the car.

All of this is certainly a choice, but I think the niche customer willing to take a chance on an Alfa will like what’s on offer from its sculpted frame and restrained interior.

Design is a key tenet of Cupra’s ethos, because while it may share Volkswagen mechanical DNA, the Spanish brand wants to really stand apart when you look at or sit inside the Leon.

While it may be the same size as a VW Golf, it certainly doesn’t look or feel like one. Yes, there’s the typical Volkswagen build quality to the fit and finishes, but overall it has a unique Spanish style to it.

On the exterior, Cupra has given the Leon a major visual overhaul with the front end featuring a new-look grille, bumper and headlights. At the rear the tail-lights have been redesigned and now incorporate the logo into a single horizontal light bar that runs the width of the rear.

Inside there’s some new materials, but the most notable change is the introduction of a 12.9-inch multimedia screen. Ambient lightning available on all three models helps to highlight the cabin design.

Unfortunately, and also like a lot of Italian cars, this commitment to aesthetics makes the interior less than stellar on the practicality front.

Hopping into the driver’s seat, things feel small immediately, as you’re surrounded by dark trim and bolstered seats which hug you tightly, and I like to think I’m not even that wide.

Several adjustments later, and I find my left knee pushed up against the (mercifully, synthetic leather trimmed) centre console.

Not only does it feel physically tight, but there are also some practicality oversights. The revised gear shifter and array of buttons on the centre console takes up a lot of space, and isn’t even very nice to use, with the rotary dial simply turning on the spot rather than tilting on a spring, which makes it difficult to tell which gear you’ve selected.

On top of that, the wireless phone charger nestled beneath the climate controls is only good for one phone and takes up the entire area which could have been a more useful storage tray.

The bottle holders are located further back and deep-set, they have spring-loaded ridges to fit a few different bottle sizes, but you can lose a small coffee in them. The centre console box is also tiny, but it’s nice it has something for your elbow to rest on.

As with the restrained approach to screens, one of the biggest benefits of the Tonale’s interior is its commitment to physical buttons and toggles. There’s an entire set across the centre for your climate functions, a physical drive mode selector and a button for the suspension adjustment, a steering wheel adorned with buttons and dials, which have been re-thought to work a bit better, too.

This makes the Tonale easy to use, although while the digital dash is straightforward, the Stellantis multimedia suite is a little busy, with a few too many fiddly sub-menus.

The back seat offers just enough space for me behind my own driving position (at 182cm tall) with a little airspace for my knees. Soft trims largely continue, and the seats are nice. There’s a decent-sized bottle holder in each door, a drop-down armrest with two more, which even hides a ski port behind.

Boot space measures a decent but not stellar 385 litres. It was able to consume the whole CarsGuide three-piece luggage set, but only with the cover removed.

I can’t help but feel like this car has aesthetics and hopefully driving dynamics in mind above other considerations, as its German rivals have more to offer in terms of space and practicality.

While we’re talking about two different bodystyles here - hatch and wagon - the front seats are the same. So you are treated to Cupra’s stylish but thoughtful layout, which looks nice but also has good practicality.

The seats themselves are comfortable, even after extended periods behind the wheel, while there’s cupholders, sizeable door pockets, a lidded centre console box and a wireless smartphone charging pad.

The previously mentioned 12.9-inch multimedia screen dominates the centre console, sitting proudly at the top of the fascia. Unfortunately, Cupra (like Volkswagen) has fallen to the modern trend of ‘touch controls’ rather than physical buttons.

Not to sound like an old man yelling at clouds, but these touch-sensitive sliders are simply not as user-friendly, especially in a moving vehicle, as a traditional physical button or dial. While the multimedia system is easy to use, especially with Android Auto or Apple CarPlay fully integrated, adding dials for the stereo (on/off and volume) and the climate control would have been great.

Otherwise, the 12-speaker Sennheiser sound system with subwoofer and 390W amplifier sounds great, offering a premium in-car entertainment experience to match the Cupra’s price and positioning.

As for space in the back, which is obviously where the hatch and Sportstourer vary. There isn’t a lot to split them in terms of passenger space. These are both small cars, so neither offer the kind of room you’d get from an equivalent-sized SUV. The real difference is the cargo capacity, the hatch pair offer 344L (or 888L with the rear seats down) whereas the Sportstourer has a more generous 470L/1045L.

Knowing that hatchbacks and wagons aren’t big sellers and Cupra’s desire to stay boutique rather than mainstream, the line-up is relatively simple.

The Leon S kicks off the range at $46,990 (all prices listed exclude on-road costs) and comes with 18-inch black and silver alloy wheels, LED headlights, keyless entry and ignition, heated sports bucket seats, tri-zone climate control and a six-speaker sound system with Apple CarPlay and Android Auto.

The Leon VXz starts at $64,990 and includes 19-inch black and copper alloy wheels, multi-link rear suspension, adaptive dampers, front locking differential, upgraded brakes, quad exhaust and Cupra drive modes. There’s also leather-appointed seats and a 12-speaker Sennheiser sound system.

The VZe Sportstourer completes the line-up priced at $69,990 featuring unique 19-inch black and copper alloys, LED headlights and tail-lights, a power tailgate with handsfree opening and black roof rails. Inside it gets leather-appointed sports seats, heated front seats and steering wheel, tri-zone climate control, native navigation, Apple CarPlay and Android Auto plus the 12-speaker Sennheiser stereo.

The Veloce Ibrida we tested is equipped with the lesser of two powertrain options in the Tonale range, although the hybrid set-up here is curious.

It pairs a 1.5-litre four-cylinder turbo-petrol engine with a small electric motor inside the seven-speed dual-clutch automatic to send a combined 128kW/240Nm to the front wheels.

While it only rates as a 48-volt mild-hybrid system, the motor is powerful enough to motivate the car without the assistance of the engine at low speeds, making it closer to a real plugless hybrid than the usual enhanced start/stop system the ‘MHEV’ moniker usually indicates. In this sense it is similar to Audi’s MHEV+ system.

While the previous Tonale was criticised for a clunky transition between motor and engine power, the brand promises it has refined the switch for this update (see Driving).

If you want all-wheel drive though, you’ll have to opt for the significantly pricier plug-in hybrid version.

On top of that, the Tonale is said to have some of the ‘most direct steering in its segment’ on top of the standard sporty suspension and brake package.

The three Leon models all feature a different powertrain, as each is targeting a distinctly different buyer.

The Leon S is powered by a 110kW/250Nm 1.5-litre turbocharged petrol engine with mild-hybrid assistance. 

The Leon VZx gets a more potent 2.0-litre four-cylinder turbo-petrol engine that makes 221kW/400Nm, to put it right at the heart of the hot hatch market.

The Leon VZe Sportstourer manages to combine efficiency with performance, with a 1.5-litre turbo-petrol engine paired to an electric motor to make an efficient 200kW and 400Nm.

The one thing all three have in common is a seven-speed dual-clutch transmission and front-wheel drive.

The fiddly hybrid dual-clutch and compact engine combine to give the Tonale Veloce Ibrida a combined cycle (urban/extra-urban) fuel consumption figure of 5.4L/100km. It requires mid-shelf 95RON unleaded, and has a decent fuel tank size of 55 litres suggesting a driving range of around 1000km on a full tank.

After some enthusiastic testing my car was producing a dash-indicated 6.8L/100km but I think you could get lower if you were asking less of it.

CO2 emissions are good for a combustion car in this segment, at 123g/km.

Naturally, the three different powertrains provide three very different fuel economy numbers.

The mild-hybrid system in the Leon S allows it to use just 5.4L/100km, which provides a theoretical range of up to 833km thanks to its 45-litre fuel tank.

The VZx is the thirstiest member of the range, not surprisingly, using 7.6L/100km. With its 50-litres tank it has a theoretical driving range of approximately 650km.

Finally, the Sportstourer VZe manages a claimed 0.4L/100km on paper, thanks to its 20kWh battery providing up to 121km of electric-only driving range. Obviously achieving that claimed figure in the real world is incredibly difficult (as it is with any PHEV) but we still managed to use just 2.4L/100km on our mostly extra-urban test drive, which is still a good return.

The Alfa Romeo Tonale should be about the driver, and it at least tries to make this smallish SUV segment a bit more exciting with its standard performance features.

Things feel good immediately, with the tight cockpit, sporty bolstered seats and big chunky metal paddle shifters.

The ergonomics are familiar to other sporty Alfas, although you are sitting noticeably high off the ground.

Pressing the start button on the steering wheel (satisfying) reveals a surprising bark from the exhaust, whetting the appetite for what should be a fun drive.

From there things devolve into a puzzlingly mixed experience, revealing a car which can’t really decide what it wants to be.

The steering is excellent, as the brand suggests, but the pedals have a strange wooden feel to them, I assume because the car is using software to determine how much power is deployed or regenerated electrically and how much requires the engine and brakes.

I only drove the plug-in version of the previous car, so it’s hard to tell how much the transmission has improved. It’s still not the most slick shifting unit, although the low-speed performance is pretty good. It tends to hiccup not from a start, but when you ask it to suddenly give you power when you’re already moving, where a moment of hesitation still seems to exist.

On this topic, even in Sport mode with things dialed up, the manual shifts have enough of a delay when you pull the paddle shifters to take you out of the action. Something not the case in this car’s very good Giulia sedan sibling and its much sharper attitude.

The exhaust, despite its keen start-up attitude, is only okay when you’re riding it up the rev-range.

The Tonale is pretty good on the curvy stuff, although I was expecting more. The aforementioned sharp steering combines nicely with the more aggressive wider track and sporty stiff suspension to make for a halfway decent corner-carving experience, but if you were expecting a lifted hot hatch, it falls short.

The power from the turbo engine and hybrid system simply isn’t punchy or responsive enough to make it thrilling. On top of that, you can feel the height from its SUV body, which makes it a bit uncouth when pushed. Suffice it to say, despite the upmarket Bridgestone Turanza tyre package fitted to our car, there’s a lot of tyre torture when cornering enthusiastically.

It’s actually annoying how much this car teases you with a good time, only to never quite get there.

The more performance-oriented set-up comes with drawbacks, too. This car is a bit noisy at freeway speeds and can have harsh crashy suspension moments on sub-par city roads.

It also has some signature Alfa personality quirks. Somewhere under or next to my seat near the driver’s door had a persistent squeak, for example. Despite my attempts to find it by pushing on every panel or piece of the door and seat to try and find it, it would only make the sound when I was sitting down. 

It’s just like the last Giulia I drove which had a rattle behind the instrument cluster. It wouldn’t be an Alfa Romeo otherwise, I suppose.

Obviously there are three very different variants in the Leon range, with three different powertrains and two different body styles, and yet there is a familiar feeling between all three when you’re behind the wheel.

This is arguably the ‘most Volkswagen-y’ element of the Cupras, with the solid, stable Volkswagen underpinnings coming through. This is, of course, not a criticism, but rather highlights the positive connections between Cupra and its parent company, which has allowed it to make an immediate impression on the Australian market.

However, it also means the Leons feel so familiar that they don’t leave you with a unique impression and driving character.

For example, the VZx is almost too good, too quick and too clinical. It lacks the excitement and engagement rival hot hatches offer, notably the Hyundai i30 N and Honda Civic Type R, but instead compensates by just being really capable.

Obviously, that may not be seen as a negative by everyone and for those who want that sort of engaging, dare I say ‘fun and edgy’, driving experience the Leon VZx may not be precisely what they are looking for. Still, the engine is potent and even the lack of all-wheel drive doesn’t dampen its performance abilities too significantly compared to the likes of a VW Golf R or Audi S3.

The Leon S offers a different proposition, a warmed up hatch, rather than something hot. On that front it delivers, providing a well-mannered drive but without the punch of the VZx.

The Sportstourer is arguably the pick of the range, with its combination of sharp driving dynamics and very efficient powertrain. At no point do you feel like Cupra compromised its sporty intent to make the Sportstourer save fuel. Instead, the PHEV powertrain offers plenty of performance when you need it but is otherwise quiet and efficient the rest of the time, helping it to sip fuel at a much lower rate than its Leon hatchback alternatives.

The Cupra trio come loaded with plenty of safety features including 10 airbags for excellent passive protection plus autonomous emergency braking, front and rear cross-traffic alert, blind spot warning and driver fatigue monitoring.

For convenience and safety there’s also adaptive cruise control, front and rear parking sensors and even self-parking.

As the Leon has had no major structural changes, the original 2021 five-star ANCAP rating still applies. However, it should be noted that ANCAP updated its testing protocols in 2023, so that five-star rating is different to a five-star rating applied since then.

The Tonale range gets a five-year and unlimited kilometre warranty with a matching five years of roadside assist.

Indicative service pricing, available via the online calculator, extends out to 10 years, and for the life of the warranty costs an average of $666.10 per year or 15,000km visit. That’s a little pricey, with a particular sting at the 48 month mark costing $1421.44 in one visit.

Somewhat shocking residuals for Alfa Romeos are worth factoring in even if you’re purchasing one as part of a novated lease as the value of the car can be much lower than expected by the time your lease expires.

And it’s worth noting there are only eight primary Alfa dealerships and 18 service centres across Australia.

All three Leons are covered by Cupra Australia’s standard warranty, which covers the first five-years/unlimited kilometres. Which is good, especially for a new and more premium brand, even if it’s obviously short of the best-in-market.

Servicing is required every 12 months/15,000km, whichever comes first, and Cupra is offering a servicing pack special until the end of 2025, of $1990 for five years. That works out to an average of $398 per year.

Cupra is expanding its dealer network in Australia too. The Leon drive event we attended began at the newly-opened Cupra Macarther in Sydney’s growing west. There’s also a new dealership at Melbourne’s Essendon Fields.

Of course, one of the key advantages that Cupra has over many other new brands to Australia is its Volkswagen/Audi connections, which allows its models to be serviced at those dealerships as well. That provides a much larger footprint for customers to find somewhere convenient to service their car, which cannot be underestimated.