We barely touched it: First drive in the updated SEAT Ibiza and Arona

“If it isn’t broken, don’t fix it” seems to have been SEAT’s guiding principle in deciding how to update the Ibiza and Arona. The full story is more complex, but either way—these are two key models for the manufacturer, accounting for about two-thirds of the brand’s sales. Of the 310,000 cars SEAT built last year, 106,000 were Ibizas and another 90,000 were the crossover based on it, the Arona.

Both models have now been with us for nearly nine years—the current generation of the Ibiza and the first of the Arona. The usual industry timeframe for replacing them with a new generation has already passed.

So SEAT thought it over and decided that another light facelift for both models, along with a future goal to upgrade the engines, would satisfy the supermini audience that wants cars like the Ibiza and Arona. A truly new generation would be postponed by at least three years. Are they right?

The refreshed Ibiza gets a new front end, now with full LED headlights featuring a thin and sharp light signature, more pronounced side lines, an “FR” engraving on the B-pillar, and updated rear elements with a more dominant black component to emphasize sportiness.

The Arona was upgraded in a similar spirit and, as before, includes a black surround along the bottom of the body to emphasize its crossover look. It also offers a contrasting roof color, and both models now come in bolder new colors.

In real life, the Ibiza looks sportier than before thanks to its lower and deeper front end, while the Arona looks more mature because of its height. In my opinion, both still look excellent.

Beneath the surface, connectivity has been improved with a new multimedia interface, the audio system has been upgraded from four to six speakers, a wireless charging pad and two USB-C ports were added—features that weren’t previously available.

There are benefits to keeping the design unchanged, as all the good things from before remain: Comfortable seats, good driving position, excellent visibility in all directions, a digital dashboard with multiple views, and steering-wheel controls—you get the idea. Above all, there’s the simple, intuitive operation of all systems, including climate controls located on a separate panel. On the downside, some drawbacks remain too: There’s no physical volume knob, touch buttons are less convenient to use, and the air vents are positioned too low.

As before, there are three trim levels: The base version (simply named after the model), followed by Style and FR. There are no major changes apart from the mentioned upgrades, so what you had before is what you still get.

Although the Ibiza and Arona are no longer young, rear-seat space is still respectable compared to modern rivals. The seat itself is simple and firm—in the Ibiza, as in its competitors, it’s also short and low, which means adult passengers sit with knees bent in an awkward angle. There are no luxury touches like soft door panels or rear ambient lighting, but most rivals offer a similar setup, so it’s acceptable.

The trunks of both models will meet the needs of a young family: 355 liters for the Ibiza and 400 for the Arona. As a bonus, both come with tie-down hooks and a two-level cargo floor.

The 1.0-liter engine provides solid performance with confident acceleration, even at half throttle. The 1.5-liter engine delivers genuinely strong performance, with quick midrange response for faster overtaking. Interestingly, the larger engine exhibits a slight turbo lag noticeable mainly at low speeds.

In both engines, the transmission is smooth and pleasant, with only a slight hesitation when launching aggressively from a standstill. Otherwise, gear shifts are quick and seamless.

As expected, the three-cylinder engine is slightly noisier and more vibrational than the four-cylinder, though this is mostly noticeable at idle when cold. Both allow quiet, relaxed cruising at low RPM.

Fuel consumption is difficult to measure under launch conditions, but based on previous data, expect around 16 km/l for the smaller engine and 14.5 km/l for the larger one.

The suspension calibration and low-profile tires create a compromise: Ride comfort is only fair at urban speeds—especially in the Ibiza, which reacts sharply to bumps—but it improves as speed increases. The Arona handles rough surfaces better, though it still doesn’t set new standards for comfort.

The flip side of that compromise is dynamic ability, and here both models perform well thanks to firm suspension and grippy tires. Between the two, the lower-slung Ibiza—with less body roll—offers the more engaging setup.

Two years ago, Volkswagen management even announced that SEAT would gradually stop making cars and instead become a shared electric mobility brand (in Europe, SEAT already sells electric scooters under its name). The factory would then focus on producing the more profitable Cupra models. That announcement, which seemed detached from reality given SEAT’s popularity, sharply dropped SEAT’s used-car values in several European markets.

This facelift, then, is more than just a refresh of metal, rubber, and plastic—it’s meant to show that Volkswagen still believes in the brand. Last year, the company announced a U-turn: SEAT will continue to exist alongside Cupra, focusing on gasoline and hybrid models.

At the launch, SEAT also presented its future timeline: Mild-hybrid powertrains for Ibiza and Arona in 2027, a full-hybrid Leon in 2028, and a fully electric Leon in 2029—a completely new model likely twinned with the upcoming electric Golf due a year earlier.

Back to the Ibiza and Arona at hand—their facelifts addressed what needed improvement: Material quality around the driver’s area and noise insulation. But they didn’t touch the powertrains, which still deliver solid performance, even as some rivals now offer hybrid options with better fuel economy.

Above all, it’s surprising to see how, despite their age, both models remain relevant. They’re roomy, well-equipped, quick, and efficient enough to stay competitive—especially as most rivals haven’t changed dramatically either. To stay within limits, SEAT says prices in Europe will remain unchanged.

Sales in Europe will start in early 2026, and the models are expected to arrive in Israel in April. Prices haven’t been finalized, but the importer promises to maintain current levels: Starting from NIS 122,400 for the Ibiza and NIS 133,000 for the Arona.