Cupra Leon vs Toyota 86

What's the difference?

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.

The Toyota 86 might be a bit of a blast from the past in 2020, especially considering there is a new-generation version just around the corner, but that doesn’t mean it’s a bad car.

In fact, it serves up a fun and visceral driving experience seldom seen in anything other than the most focussed of sports cars, but packaged up with an attainable price.

If you value practicality and straight-line pace, a hot hatch will be the easy choice, but if the driving experience is the most important aspect of a car to you, it’s hard to pass up the Toyota 86.

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.

There’s no denying Toyota’s 86 boasts classic sports car proportions thanks to a long bonnet, short overhangs and a sleek coupe body-style.

Though some things have changed since the model first came to market in 2012, such as revised bumpers and lights, the 86 is just as recognisable today as it was back then.

From the front, the 86 gives off a purposeful and aggressive stance thanks to its angled headlights, gaping intake and bulging arches.

Move to the side and you will see the wheelbase stretches nearly to the edges of the car, while a strong shoulder- and roofline join at the rear haunches to emphasise the 86’s rear-drive character.

The rear end is probable the least favourable angle for the 86, but the wide tail-lights, large diffuser and dual-exhaust outlets add to its sporting character.

Our test car was fitted in the eye-catching Apollo Blue colour, as well as 17-inch wheels, mirror caps and a rear spoiler finished in black.

After eight years on the market, we still think the 86 is one of the better-looking sports cars on the market, largely thanks to its purposeful and no-frills approach to styling.

It’s not quite as over-the-top as something like a Honda Civic Type R, but you still know it means business if it showed up to a track day.

Step inside though, and the cabin has not aged as well as the exterior.

The centre stack houses a 6.1-inch multimedia touchscreen that looks like it was picked out at a Repco sale, while you can practically see the pixels on the digital clock and temperature readout screens.

It’s not all bad though, as the chunky switchgear and large push-button starter add a little character to the interior.

We also like the instrumentation, which puts the tachometer front and centre for the driver while also incorporating a 4.2-inch display to add a bit of modernity.

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.

Measuring 4240mm long, 1775mm wide, 1320mm tall and with a 2570mm wheelbase, the 86 coupe is dimensionally smaller in every measure to its Corolla hatchback sibling.

Despite this, Toyota says there is enough seating for four, but the 86 is much closer to a 2+2 than it is to a proper four-seater.

Front occupant space is ample enough, with plenty of adjustable in the seat and steering column for drivers to get into the perfect position.

There’s cupholders in the centre console, storage and the door pockets will even take a water bottle.

Front occupants also have access to a very, very small tray just in front of the shifter, though what it could accommodate is unknown.

We will also mention that when in odd-numbered gears, it can get tricky to use the climate controls, though it wouldn’t be a problem in auto-equipped cars.

Flick the front seats forward, contort yourself into the rear and, well, its more akin to a medieval torture device than passenger-friendly seating.

Headroom is especially limited, though we were surprised with the better-than-expected legroom due to the bucket-shape of the rear seats.

Don’t expect any mod-cons in the rear though, as the only thing to keep yourself entertained back there is the seat belt.

The boot accommodates just 237 litres of volume, which is just about enough to fit a large suitcase, though because of the short space, it will have to go in sideways leaving not a lot of room for much else.

Boot floor is also quite high, meaning tall objects will struggle to fit, but the rear seats can be folded flat to accommodate longer items.

While early versions of the 86 came with a spare wheel, in 2020, all new cars come with a puncture-repair kit.

The Toyota 86 kicks off at $31,440 before on-road costs for the base GT manual, while the GTS version starts at $36,640.

An automatic transmission adds $2300 to the asking price.

Our test car, a top-spec GTS with all the options, rings the till up to $39,590 thanks to the Dynamic Performance Pack and Apollo Blue paint adding $2950.

As standard, the 86 comes with dual exhaust tips and LED headlights with daytime running lamps, while the black spoiler and side mirrors are an option available to the GTS grade.

The 17-inch wheels finished in black are also exclusive to this spec of 86, and the Dynamic Performance Pack adds larger Brembo brakes and Sachs suspension (more on those later).

Inside, the 86 is fitted with a black leather interior, sports seats with Alcantara inserts, Alcantara touches on the dashboard and door trims, rear privacy glass, dual-zone climate control, heated front seats, 4.2-inch multi-function driver display, push-button start, floor mats and three-spoke multifunction steering wheel.

The multimedia system is displayed on a 6.1-inch colour touchscreen, and includes features such as Bluetooth connectivity, USB input and satellite navigation.

No doubt this version of the 86 wears a sizeable pricetag, one that puts it right in contention amongst faster and more practical hot hatches like the Hyundai i30 N, though how much value you put in a coupe body-style and rear-drive dynamics is up to you.

Compared to something like the 2.0-litre MX-5 though, which starts at $43,820, the 86 looks much more attractive, but again, this is not taking into consideration the Mazda’s convertible party piece.

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.

Powering all Toyota 86s is a 2.0-litre four-cylinder Boxer petrol engine, outputting 152kW/212Nm when paired to a the six-speed manual gearbox.

Automatic transmission versions are downgraded to 147kW/205Nm.

Peak power comes in at a heady 7000rpm, while maximum torque is available from 6400-6600rpm for both manual and automatic versions.

Tipping the scales at around 1258kg means the manual 86 can accelerate from zero to 100km/h in 7.6 seconds, while the automatic version is 0.6s slower to the landmark time.

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.

Official fuel-consumption figures for the 86 is 8.4 litres per 100km with the six-speed manual.

However, we managed an 8.3L/100km figure after a week’s worth of driving, which is especially impressive given most of our time was spent in Melbourne’s inner-city.

Of note, the 86 requires 98 RON petrol.

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.

Front engine, rear-wheel drive, it’s a tried-and-true formula for an engaging driving experience and the Toyota 86 certainly doesn’t disappoint its spiritual predecessors in this regard.

Sure, the engine is a little underpowered, but the free-revving 2.0-litre will happily be wrung out until the 7600pm cut off.

The slick six-speed shifter is also an absolute joy to move, offering satisfying ‘snicks’ with every gear change, and a positive and natural throw that makes it hard to mis-shift.

Pedal placement, a crucial element in a manual car, is equally excellent, with just the right amount of spacing between the clutch, brake and throttle.

Don’t get us wrong, we aren’t heel-and-toe devotees, but it's nice they are positioned well, and offer the right amount of feedback and engagement.

From the driver’s position, looking out over the long bonnet can be a bit daunting, but with the bulging front wheelarches, you can actually tell exactly where the front wheels are, making apex-clipping a breeze.

The fantastic steering response helps with that too, as does the communicative chassis that conveys exactly what the rear axle is wanting to do.

Balanced, neutral handling is the name of the game here, with MacPherson struts up front and a double wishbone rear.

Our test car was also fitted with the up-rated Brembo brakes and Sachs-branded dampers that are designed to improve stopping power and handling respectively.

However, without driving this car and an 86 without the Dynamic Performance Pack fitted, it’s hard to make comment on how much the handling characteristics have changed.

We can say that the Brembo brakes are excellent at scrubbing speed from the perky Toyota coupe, thanks to larger callipers and rotors.

The Toyota 86 carries a maximum five-star ANCAP safety rating and was crash-tested in 2012.

It scored 34.4 points out of a maximum of 37, with excellent 94 and 96 per cent results in the frontal offset and side impact tests respectively.

However, ANCAP standards have since moved on, and mandates the standard inclusion of driving assistance technologies such as autonomous emergency braking (AEB) for a five-star result.

The Toyota 86 is not fitted with AEB as standard, nor is it available as an option, but does come fitted with cruise control, reversing camera, hill-start assist and seven airbags.

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.

Like all new Toyota vehicles, the 86 comes with a five-year/unlimited kilometre warranty, which is also accompanied by a seven-year anti-corrosion assurance.

The first service is due in the first month of ownership and is free, while scheduled servicing is usually every 15,000km/nine months, which every comes first.

Each of the next four services covering up to 36 months/60,000km is capped at $200 per servicing, while the next service rises to $391, $1860 and $391

Therefore, the first 63 months/105,000km of ownership will set buyers back $3051 in servicing.