Key to this re-positioning is what SEAT calls its 'Agile Chassis' concept, more of which later, and styling influenced by the Salsa concept car. The new Ibiza is larger than the outgoing model - 77mm longer, 58mm wider and fractionally taller - and its construction bears the hallmark of German influence, which is a good thing. The fully galvanised shell is laser-welded, uses high-strength steel in vital areas and is said to be 30 per cent stiffer than the old car's. It also comes with a 12-year anti-corrosion guarantee and is easier to repair, which should lower the insurance ratings of the Cupras and bring them into line with rivals.

I can't say I'm convinced by the looks. Walter da Silva, the ex-Alfa Romeo stylist, had a hand in it, as can be most obviously seen from the rear, which is strongly reminiscent of the Alfa 147, especially on metallic grey cars. That's the Ibiza's best angle because the high-waisted side looks a little slabby and the nose is, well, pinched, thanks to the raised ends of the headlamp covers. At least SEAT has avoided the mini-MPV proportioning that's rife at the moment.
Inside the Ibiza is a distinct step on. The materials used suggest quality and there's a sporty feel created by circular air vents and a unique matt finish to the facia top which looks almost like cloth. There are also individual round dials, each with a body-coloured bezel in the Sport versions, while the centre console display and switchgear are very VW-esque.

We've been impressed by the 130PD turbo-diesel engine in the Golf and it feels even gutsier in the Ibiza which, at 1192kg, is the best part of 100kg lighter. It's hitched to a six-speed gearbox and standard traction control. The latter quells unseemly scrabbling out of junctions, which is but a toe-prod away thanks to the considerable torque on offer - some 229lb ft at 1900rpm. According to SEAT's figures, the lusty diesel hits 62mph in 9.4sec and doesn't run out of puff until 129mph, both of which feel spot-on.

So, what of this 'Agile Chassis'? Well, SEAT has clearly invested lots of engineering effort in it, mostly centred on the front end. There's a three-piece subframe, the engine and gearbox mounted on one part, isolating them from the steering and lower wishbones, which are mounted to the other two parts. The anti-roll bar now picks up on the struts, giving more direct response, and the steering itself has variable assistance that takes account of road speed and the rate at which the wheel is being turned. The tyres are also tuned for more response with reduced slip angles. The rear retains a torsion beam set-up.

The diesel we drove was on the optional 16in rims with 205/45 tyres (195/55 R15s are standard) and it rode pretty firmly. In the corners it felt remarkably crisp and finely adjustable, even with the weighty engine to cope with. However, we also tried the 100bhp 1.4-litre petrol version, on the same tyres, which should be a better indicator of what we can expect from the Cupra models. It felt less stiffly sprung and in a straight line its steering seemed less weighty, which led me to expect plenty of roll and scrubby understeer in the corners. Far from it. It turned in so cleanly and held its line so precisely and tenaciously I was gob-smacked. There really was something pretty special going on at the front. It reminded me very much of the Ford Puma, not only in terms of feel and fine feedback but also in the way it felt agile without working the rear to help turn-in and balance. That's high praise. It also bodes very well for the Cupras. So SEAT, stop messing about and bring 'em on.