2026 Cupra Formentor VZ5 | PH assessment

But we’ve already been here. The VZ5 is not a completely new model, it existed before the Formentor was updated (and made uglier). Reportedly, a few of those original VZ5s made their way to Britain, albeit only in left-hand drive form. This time there will be right-hand drive cars. But could it be too little too late for a really nice Formentor? Neither the platform nor the powertrain are getting any younger, and less than an RS3 is still a significant amount. On the other hand, considering Cupra’s electrified options haven’t exactly been compelling so far, a traditional suck-squeeze-bang-blow-thrill might be just what the doctor ordered.

Certainly, this engine has had more overt installations (e.g. the Audi). The Formentor was already a quite distinctive piece of design, which the VZ5 does not drastically change; there are stacked Lexus-style exhausts, new wheels and beefier brake calipers to set it apart. The wider arcs are difficult to detect. It would be far-fetched to call it subtle, as there is nothing with the Cupra logos and huge light bar, although this is relatively discreet given the performance potential. It could almost pass as a 1.5 hybrid, as a static object.

While that might have its advantages, an inner familiarity might be less encouraging. There are some pretty serious CUP bucket seats in a VZ5, though there’s little else obvious to label it as a flagship that costs twice the price of a base car. It’s a problem that persists across performance variants of ‘normal’ cars – it’s certainly a problem with the Golf R and RS3 – a problem further exposed by the somewhat questionable interiors that still stand out in VW’s empire. You’ll have to be satisfied with the idea that it works fine in principle, with useful buttons spread across the dash and steering wheel, if nothing more.

But let’s be honest: no one buys a VZ5 because of the atmosphere in the interior. For those already intrigued by the Formentor, any other powertrain will do. The tentpole here is clearly the wonderful engine behind that strange snout, and the five-cylinder charm offensive is undeniable. And immediately: every start offers a few more revs, a little more singing and a lot more grins than the four-cylinder ever could.

This is definitely also a usefully more muscular Formentor; the premium buys an awful lot more than just sonic satisfaction. This car was launched alongside the new Leon VZ (more on that soon), and the distance the family-friendly crossover can travel between it and the hot hatch on a straight stretch – as part of a closed road route – was undeniable. Not big, but noticeable. As always, the 2.5 five takes a stroke longer than the EA888 2.0 to steel itself, and with a romp from just under 3,000 rpm all the way to 7,000 rpm it’s as tempting as ever. Each gear offers great performance, with the Cupra rolling along just a little faster and noisier than necessary.

And that’s great. There’s that feeling of generous displacement torque across the rev range that the 2.0-litre never quite delivers. You step up a gear to feel the performance increase and work towards that invigorating crescendo. The VZ5 is very fast, sounds brilliant and offers absolutely all the character we have come to love from this bike over the years. It is an undeniable, unstoppable lump that deserves wider appreciation.

Also drives nice. Again, the Formentor experience is well known from other MQB cars that use the Torque Splitter rear end, and that doesn’t make it any less bad. The test cars used Goodyear Supersport Eagle F1 tires, with strong grip and perhaps a little more life in the steering than you might expect. Despite the engine’s extra mass, it doesn’t seem to lean too heavily on the front end. Almost as soon as power is turned back on, you can feel the rear differential doing its thing: subtly cutting the arc of your exit or leaning into something crazier if it’s a slower, tighter corner. Drift mode hasn’t been tested this time, but it’s probably safe to assume that those who enjoy oversteer antics are well catered for.

Just as important for those trying to justify a five-cylinder Formentor over a four-cylinder, the VZ5 is a wonderful car to simply drive smoothly rather than bullishly. Keep it out of Cupra mode (the usual dual handling and stiff steering), opt for Performance or whip up an Individual if you have the time – 15 damper options, throttle and engine maps, steering etc – and you’ll find an easy yet satisfyingly fast car. The brake pedal is firm enough and the braking force is strong, with the damping inspiring enough confidence to benefit from well-balanced steering. All accompanied by that glorious soundtrack and a willingness to deploy the trick hardware.

The VZ5 doesn’t necessarily break new ground or change expectations, although anyone who has admired the RS3 over the years will find a lot to like here. Just like with the Audi A3, the five-cylinder adds an extra dimension to a car that drives very smart as standard. Sometimes a good car doesn’t have to be more complicated.

Now that all the good aspects of the powertrain have been carried over, it’s probably only fair that the bad aspects are too. Fortunately there aren’t many: the seven-speed DSG feels a bit old compared to the latest kind of dual clutches, and sometimes a bit slow on the paddles. And another acceleration could help the cruise economy, as unlikely as that may seem now. It’s a perfectly acceptable transmission, but while the engines may not have improved drastically in fifteen years, the gearboxes certainly have.

Nevertheless, it is a car that deserves to be sold. As a less flashy but equally capable version of the RS3, it’s easy to imagine a few curious customers. Perhaps a direct comparison with the Audi or Golf R would highlight where a little extra weight means something, although on this first experience it’s not a drastically different proposition either. But because its potential is a little easier to disguise as a sensible family car, there’s a sense of win-win with the VZ5. We’ll know for sure when the British cars arrive next year.

Engine: 2,490 cc, five-cylinder turbo
Transfer: 7-speed dual clutch gearbox, four-wheel drive
Power (hp): 390 at 5,800-7,000 rpm
Torque (lb⋅ft): 354 at 2,100-5,500 rpm
0-100 km/h: 4.2 sec
Top speed: 280 km/h
Weight: C. 1,650 kg
MPG: C. 30 (subject to change)
CO2: C. 210 g/km (subject to change)
Price: C. £60k