SEAT Toledo
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SEAT Toledo 1L. Genesis, design, production and exclusive versions

More than 30 years have passed and the SEAT Toledo “1L” continues to be seen on the roads. It was a spectacularly tough car, and also, especially important. It was the first SEAT product integrated into Volkswagen, the last car manufactured in the Barcelona Free Zone and the first manufactured in Martorell, it was the 10 millionth SEAT and the first non-German car to mount the famous TDI engines. And this, without counting his leading role in the 92 Olympics and his sales success. Doesn't it deserve a place in the hearts of the fans?

SEAT's history is well known. Founded on May 9, 1950 as “Spanish Society of Tourism Cars” by the extinct National Institute of Industry and, therefore, controlled by the government of that time, commanded by Francisco Franco Bahamonde. He began by manufacturing FIAT automobiles under license. In fact, the first years of SEAT were characterized precisely by the manufacture of FIAT models in Spain. Although it also had some of its own invoice such as the SEAT 1430 or the very personal "bocanegra”, the SEAT 1200 or the 1430 Sport which, furthermore, was not even manufactured by the brand, but by the company Industrial de Carrocerías SL.

Better known as INDUCAR. However, regardless of whether they were self-developed or licensed cars Components from the FIAT organ bank were always used, until the end of the collaboration agreement between the Spanish and Italian companies.. Even after the end of the agreement SEAT continued to take advantage of Italian components. There is the famous scuffle with FIAT over the launch of the SEAT Ronda.

That break with FIAT put the Spanish brand in serious trouble. Whose ability to develop own technology and models was quite limited. Even so, it managed to survive until the arrival of Volkswagen thanks, among other things, to the development of the SEAT Ibiza. A utility based on the Ronda platform which, in reality, was an evolution of the SEAT Ritmo platform and, therefore, was technically outdated. On the other hand, being a C-segment platform, it allowed the creation of a very spacious utility, with a well-used interior and fairly contained costs. Which ended up being part of his main arguments: price and habitability.

Seat Ibiza
First generation of the SEAT Ibiza

Volkswagen became a shareholder of SEAT in 1986, acquiring 51% of the company and German influences soon began to be noticed. Especially since at the end of 86 the capital was increased to 75%. As a curiosity, that same year SEAT Sport was founded and the brand began to export its cars to Europe, being Holland the first country where the Spanish firm disembarks. Shortly after, the development of the first SEAT under the aegis of Volkswagen began. The call "Project S3". Which ended up being one of the most important cars of the brand, opening the door to a new era for SEAT.

As is logical, this first SEAT “by Volkswagen it was developed taking advantage of the extensive bank of organs of the German group, as well as some previous developments. For example, started from the platform of the Volkswagen Golf II, an element that was already rented at that time (shortly after the third generation of the German compact was presented) and had shown plenty of solvency in the Golf and also, for example, in the second generation of the Volkswagen Jetta. For the dashboard, for its part, a discarded Audi design was used and in the range of engines they were all of Volkswagen origin.

Halfway between segment C and D

The S3 Project would result in the SEAT Toledo “1L”. Which was presented at the Barcelona motor show in 1991 after the appearance of some images of the model that same year. The Spanish firm entered a new segment. Or rather, it was returning to the market plot that the SEAT 131 once occupied. He did it with a vehicle that stood out for the great progress it represented for the brand as well as for its enormous versatility..

A quality that was due, almost in equal parts, to the use of space available for the passenger compartment and its trunk, one of the largest in its category; What's more, even now, the trunk of the first generation of the Toledo is huge with its 550 liters. In addition, it presented a solution that was key: a large tailgate, which made the car a true five-door despite its sedan silhouette.

The creation of the Toledo began, almost, after the arrival of Volkswagen. Although in reality everything came from before. It was necessary, with some urgency, to renew the catalog with a truly modern product, taking advantage of, among other things, the end of the commercial life of the SEAT Málaga. But it was not enough to occupy the place of Málaga. Well, actually, it was, to a large extent, an Ibiza "with ass" Volkswagen did not prevent SEAT from launching new models in new segments, so it was decided to shape a car that was halfway between segment C and segment D.

In fact, development had begun, back in 1984. Before the arrival of the Germans and with the aim of replacing the SEAT Málaga, but the project was rejected by the German directive because it did not meet the quality and commercial projection requirements. what you would expect from a VAG product. Not in vain, the basis of this project, which received the name of SEAT Mallorca, was the old platform of the SEAT Ibiza (and Málaga) adapted and slightly updated.

SEAT Malaga
SEAT Malaga

After the rejection and with the intention, as expected, to save costs and take advantage of what is already available, SEAT is offered a project that had been started to replace the Passat (and the Santana) and which had been discarded. The idea was that the SEAT engineers would continue with its development and launch it on the market with the logo of the Spanish brand. Those responsible for SEAT analyzed the possibilities and characteristics of the vehicle, as well as the range on sale at that time, and came to the conclusion that there was no room in the SEAT catalog for such a car; it was too big and did not match the products offered at that time, nor the brand's customer profile.

Therefore, the proposal was rejected and an alternative solution was sought: a new specific development, exploiting the technical and technological potential to which one had access by being part of the Volkswagen-Audi Group. But avoiding as much as possible that the costs were too high.

The entire process would take place in the Barcelona Free Trade Zone, which remains active while the construction of the new Martorell facilities is completed. Thus, In March 1986, Friedrich Goes, who had already worked on the Volkswagen Golf, arrived in Barcelona.. Mr. Goes was the one who started talks with Italdesign, as he had very good relations with Giorgetto Giugiaro. In fact, Giugiaro was key to the evolution of SEAT until the end of the 90s, being responsible for some of the brand's bestsellers such as the second generation of the Ibiza or the Córdoba as well as the Toledo M1 (the second generation of the model) and the SEAT Leon.

SEAT Toledo sketches
First drawings and proposals for the SEAT Toledo

The first proposals did not take long to be ready, with different models being delivered in September 1987. All the proposals were based on the Volkswagen Passat platform. Technically advanced, but responsible for the costs being very high. To cut these costs, it is decided to use the A02 platform, which supported the second generation of the Golf and Jetta, as previously mentioned.

Specifically, the version used in the Jetta was taken, somewhat longer than that of the Golf and more suitable for the intended objectives. On this basis, Giugiaro created different proposals that evolved and were presented to the public at different times.

SEAT Proto T, SEAT Proto TL and… SEAT Proto TLD?

SEAT Proto T

On the occasion of the 1989 Frankfurt motor show, the first proposal was unveiled: the SEAT Proto T. A pseudo sedan, which was actually a five-door. It was not a functional vehicle, It was a model made in “epowood". A combination of wood and epoxy resin and therefore did not even have a cabin.

Now, with the perspective that time gives, it is clearly appreciated how the features of the Proto T already clearly advanced the lines of what would be the SEAT Toledo. There is also a clear resemblance to the SEAT Córdoba. Model that, as was the case with Málaga, had a lot in common with Ibiza. Likewise, and despite being a prototype, Lucía had very balanced lines and simple, clean surfaces, characteristics that were brought to production.

SEAT Proto TL

For the 1990 Geneva motor show, held just a few months later, Giugiaro and SEAT have a second proposal prepared: the Proto TL, whose name already suggests the name of Toledo. In this case, it was a fully functional car and, therefore, it had a complete passenger compartment. It showed a design that, without being very different from the first Proto T, was closer to the image of a production car.

It boasted an interesting and attractive front, along with spectacular aerodynamic efficiency thanks to a Cd of 0,243. It also stood out for the fluidity between the different volumes of the body, fleeing from the classic sedan "with ass”, as well as the inclusion of two cameras instead of traditional side mirrors. To top it off, it hid a pair of probes near the fog lights that collected traffic and weather information. Things that, as you already know, never reached production (they are being implemented now, 30 years later…).

After these prototypes, it seems, a third proposal called SEAT Proto TLD was presented to SEAT. It was a private meeting from which no details were made public, not even images of the vehicle. It is not even certain that the aforementioned Proto TLD was created, the information in this regard is conspicuous by its absence, although it is said that it was the definitive version of the SEAT Toledo.

Development in record time: 33 months

While Italdesign shaped the body, the engineers took care of other matters, such as weight. The objective was that the basic version did not reach 1.000 kilos, which made it necessary to review some sections. Compared to any current car, the Toledo was a flyweight (a category in some combat sports, for fighters with less weight).

Once these inconveniences were resolved and with the final design decided, the development prototypes began to roll. It would also be the first time that SEAT put some things into practice. As a market study, with the aim of knowing the opinion of the possible target audience. Volkswagen demanded a level of quality and efficiency never seen at SEAT and it had to be fulfilled yes or yes, for this reason, also, the development prototypes traveled half the world. No less than 9.000 million pesetas were invested, more than 150 million euros, and development was completed in 33 months (normally 48 months, on average). And best of all, in a very discreet way.

Finally, in 1991, as previously mentioned, the SEAT Toledo was presented, a pseudo sedan 4.321 mm long, 1.662 mm wide and 1.424 mm high, whose 2.471-mm wheelbase was shared with the Jetta II. Compared to Giugiaro's Proto, it had straighter and simpler lines, forced, after all, by cost containment (the straight line is cheaper than the curve)., but equally attractive and even with a certain dynamism and sporty spirit. The success was almost immediate, reaching 559.000 units sold between 1991 and 1998.

very interesting versions

They were seven years of production, a relatively normal commercial life, but one that went a long way. For example, in 1992 he was awarded the award for "car of the year” and was the best-selling car in its segment. That same year, as many will surely remember, the Barcelona Olympics were held, of which SEAT was the main sponsor and provided more than 2.000 vehicles for travel, most of which were SEAT Toledo. Taking advantage of the Olympics, the possibility of selling Toledo in the United States was even considered, but under the name of “SEAT Barcelona”, looking for a direct reference to the 92 Olympics. Something that finally never happened.

The year 1992 and the celebration of the Olympics gave a lot of play. The fact that SEAT was the official vehicle of the event led to the creation of a very particular and unique Toledo, known as the SEAT Toledo Olímpico or SEAT Toledo Electric (the brand called it the SEAT Toledo Eléctrico Olímpico). The organization asked the brand to create an electric vehicle for some of the events that would take place, such as the marathon, which according to the regulations, had to be opened by a vehicle “zero emissions".

So they took a Toledo GLX and in a few months, a Toledo came out of the Martorell Technical Center that can hardly be compared to any current electric car. The engine yielded a limited 16 kW (22 CV), which could reach 22 kW (30 CV) in acceleration phases. To reach 30 km/h it needed five seconds, which became 12 seconds to reach 50 km/h, while the top speed was 100 km/h. Yeah, it was slow which snail, but really, perfectly fulfilled its function, which was to serve as a delegation for athletes. As a curiosity, it mounted a set of 16 lead batteries weighing 500 kilos, which offered a range of 80 kilometers at 50 km/h, 65 kilometers at 70 km/h and 55 kilometers in the urban cycle.

SEAT Toledo
SEAT Toledo Electric Olympic

The most famous version related to the 92 Olympics, however, was the SEAT Toledo Podium, a super-exclusive version, created solely as a gift to Olympic medalists, 22 of which ended up in the hands of Spanish athletes. SE was based on the Toledo GT, including the 2.0 16v engine, and also stood out for its exterior color, and for a passenger compartment that was not replicated in any other version. Said passenger compartment had seats from the Audi 80 upholstered in cream-colored leather and was accompanied by wooden details or very striking solutions such as a fax machine in the trunk or a landline telephone between the seats. By the way, our friends from SEAT on set have one of the units in his collection, which can be seen live and direct in its museum, located in Guadalajara.

In 1992 a version was also presented that never reached production: the SEAT Toledo Exclusive. It was a car that, at first, entered through the eyes, with a specific body kit, two-tone paint and some great grooved rims that completed a very well resolved set. The cabin, as a prototype that it was, was not so graceful, characterized by cream color, wood trim and some minor details. The engine was the 2.0 16 valve of the Toledo GT, the most powerful that the model offered with 150 CV.

SEAT Toledo Sport and Toledo GT

SEAT Toledo GT

The integration of SEAT into VAG was a breath of fresh air and a torrent of money and components, but in addition, it also meant a change of heart for the brand. Suddenly, SEAT began to show sporting aspirations that it had not had up to now and for a long time, almost until the separation of CUPRA as an independent brand, it presented a more dynamic and youthful spirit. Aspirations that appeared with the Toledo and not only because of its design.

From almost the moment sales began, in 1991, the range featured the SEAT Toledo GT 1.8 16v, a version that boasted of being the sportiest in the range. With a very suggestive image, it was animated by a propeller already known from other Volkswagen models, a 1.781-cubic-centimeter four-cylinder, cast-iron block and aluminum multi-valve cylinder head, which produced 136 hp at 6.100 revolutions and 160 Nm of torque. at 4.500 revolutions.

It was the same engine that the SEAT Ibiza GTI 16v also had, but with some changes in the intake. The brand announced at the time a maximum speed of 207 km/h, a 0 to 100 km/h in 8,8 seconds and the 1.000 meters with a standing start in 302 seconds. The consumption, compared to the current ones, is nonsense: 7,6 liters at 120 km/h and 10,9 liters in the city (according to publications of the time).

SEAT Toledo Sports

In March 1992, the SEAT Toledo Sport appeared, which despite its name, was not as powerful as the Toledo GT. However, sportsmanship is not measured solely by engine power and in the case of the Toledo Sport, it was played precisely with that idea. Aesthetically, its sporty image was enhanced with small details and anagrams were included that made clear the version in front of it.

The equipment mixed things from the GL and the GT and was offered with two engines: 1.8 90 CV and 2.0 115 CV, the latter engine, which could be combined with an automatic transmission. They were receiving cosmetic touch-ups as time went by, although in reality it was only on sale for a year, disappearing from the catalog in 1993. In any case, before leaving the market, a white SEAT Toledo Sport 1.8i became the millionth Toledo.

Both the Toledo GT 1.8 and the Toledo Sport were replaced in 1994 by the Toledo GT 2.0 16v, a version that, thanks to the engine from the Golf GTI III, became the most powerful Toledo marketed in Europe. It was the famous ABF engine, an atmospheric four-cylinder with 150 hp at 6.000 revs and 180 Nm of torque at 4.500 revs, which had to move a set of 1.185 kilos, shod with 195/50 R15 wheels. Thus, the 0 to 100 km/h was completed in 8,4 seconds, it reached 212 km/h and the approved consumption was 8,1 liters. The chassis, as expected, was firmer than in the other variants and had some specific aesthetic and equipment details.

However, the GT 2.0 16v disappeared just as quickly as the Sport and in 1995, due to the restyling of the model, it was renamed Sport 2.0 16v. This, over the next three years, was accompanied by the Sport Limited and the Sport Executive, which differed basically by equipment. Regarding the technical issue, there were no major changes beyond those included in the restyling. The SEAT Toledo Sport 2.0 16v remained on the market until 1998.

SEAT Toledo TDI, one of the pillars of sales

SEAT Toledi TDI

The Toledo was, without a doubt, one of the most important cars for SEAT and is, in its own right, a car worthy of being considered a classic. There will be those who do not think the same, despite having the arguments amply justified. And one of those arguments is, for example, that it was the first non-German car to mount the 110 hp TDI engines, the jewel in the VAG crown in those years, although before that the 90 CV TDI was also offered and even a 1.9 naturally aspirated diesel with 68 CV ​​or the 1.9 TD, already with a turbo, and 75 CV.

The arrival of the TDI was a shock to the model, which soon ended up linked to each other, and to the Magnus finish, one of the most popular due to its interesting balance between price-quality-equipment. The TDI engines were also offered with the Sport finish and the SEAT 10 million was precisely a Toledo TDI with a Marina finish.Curiously, a finish only available for gasoline engines and therefore became a unique example.

The rarest and most exclusive: the SEAT Toledo RM180

SEAT Toledo RM180

We cannot abandon SEAT Toledo"1L”, without first traveling back in time, we have to go back to 1992 and also, we are going to travel to British lands. There, SEAT UK, with the intention of homologating the Toledo for the British Touring Car Championship, developed what is possibly the fastest and most interesting SEAT Toledo of all: the SEAT Toledo RM180. And yes, we have said it well, “RM 180”. It is easy to see on the Internet, how this version is called "BRM180”, but it is not correct. On the grill of the car you can see how the distinctive "RM 180” and in the official photos of the time, the same denomination is clearly indicated.

With that said, let's move on. The Toledo GT 1.8 16v was taken as a starting point and some changes were made by British Racing Motors (better known as BRM, hence the confusion). The first change was to remove the 1.8 engine and put in its place the 2.0 9A from the Volkswagen Passat B3, to which some modifications were made until managing to extract 180 CV at 6.200 revolutions. Work was also done to reduce the weight, leaving the set at a spectacular 1.060 kilos. Thus, the weight-power ratio was 5,9 kg/CV, worthy of a sports car "serious”, being able to complete 0 to 100 km/ in 6,8 seconds.

The suspensions were hard and short, very racing, like the 17-inch wheels. It was offered to order and always in black with white wheels. It never left the UK and we have not found information on the units manufactured. Undoubtedly, a certain note of mystery in the history of this massive bestseller.

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Written by Javi Martin

If you ask me where my love for motoring comes from, I wouldn't know how to answer. It has always been there, although I am the only one in the family who likes this world. My father worked as a draftsman in a metallurgical company with a lot of auto parts production, but there was never a passion like I can have.

I really like automobile history and I am currently creating a personal library dedicated exclusively to motor history in Spain. I also have a huge collection of scanned material and have written the book "The 600, a dream on wheels" (Larousse publishing house).

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