2025 Audi S3 Sportback TFSI
Let's be honest, Auckland traffic is hardly the proving ground for a hot hatch. But that's exactly where my week with the 2025 Audi S3 began. Predictably, it was smooth, composed, and… well, a bit uneventful. In the gridlocked sprawl of everyday commuting, the S3 felt more like a quietly competent A3 than a fire-breathing member of Audi's S division. Comfortable? Absolutely. Fuss-free? Completely. Exciting? Not so much.
But then the traffic cleared. The roads opened up. And the drizzle started falling. That's when the S3 quietly flexed its muscles… and, well, earned my respect.
The moment I hit Auckland's twistier outskirts, the car transformed. It was grip city. Even in damp conditions, the S3 felt absolutely planted through tight 35 and 45km/h bends. I threw everything I had at it; late turn-ins, mid-corner throttle, quick transitions — and it just held on, clawing its way through corners like it was riding on rails. Understeer? Non-existent. The quattro all-wheel drive system remains Audi's secret sauce and, in this iteration, it feels even more sure-footed and balanced than ever. Confidence-inspiring doesn't even cover it. It's not just fast, it's usable fast. Accessible fast. And that's something not all hot hatches can claim.
Credit here goes in part to two standout features now standard on the facelifted S3: progressive steering and the S sport suspension with damper control. The former makes the steering feel fluid and precise at speed, yet relaxed around town. The latter transforms the ride depending on the mode, giving the S3 a genuine dual character.
Under the bonnet, the familiar 2.0-litre turbocharged four-cylinder returns, pumping out 245kW and 420Nm. A decent bump up from its predecessor. That's good for a claimed 0–100km/h time of 4.7 seconds, which still puts the S3 in serious territory. It's quick off the line and doesn't let up until well into licence-losing speeds. Braking is equally sharp. Strong, progressive, and drama-free, even under heavy load.
But if there's one thing I found myself wishing for more of, it's sound. The S3's exhaust note feels noticeably dialled back compared with previous generations. There's a hint of sporty pop, but not quite the personality you'd expect from an S-badged Audi. Maybe that's the RS 3's job now. But if I'm spending over $100k, I want to feel and hear every cent of it.
That's not to say the car isn't fun because it is. It's just not theatrical. It's sharp and fast, but in a very German, very tidy way. Think more scalpel, less flamethrower.
For all its backroad talent, the S3 also proved itself a genuinely liveable daily driver. Boot space was adequate for errands and the random odd gear, and my 193cm brother had no complaints riding shotgun, which is saying something. The ride in Dynamic mode did feel a little harsh on Auckland's pothole-prone roads, but dial it back to Comfort, and it became a smooth cruiser. It's refined, easy-going, even after long motorway stints.
I spent most of my time in Individual mode, fine-tuning it to suit my needs — softening the dampers while keeping throttle response and steering sharp. That ability to customise is what gives Audis that extra touch. One car, multiple personalities.
Fuel economy? Honestly, I was too busy enjoying the drive to notice, but you can expect to see high sevens hit the dash on the litreage per 100kms.
Audi interiors have long been a benchmark, and the S3 doesn't disappoint. For me, it starts with the steering wheel; still the best in the business. It's elegant, sporty, and comfortable, which matters when it's the one thing you're always in contact with. Every time I slid into the driver's seat, it felt like home.
The seats themselves deserve praise too. I appreciated the adjustability, especially the extendable lower cushion, which makes a massive difference for shorter drivers like me. The cabin as a whole oozes quality with clean lines, solid materials and just enough flair to remind you this isn't your average A3.
The updated infotainment system continues Audi's tradition of intuitive tech. It's classic Volkswagen Group: logical, familiar, and seamless. I've lived with Audi systems for years, and not much has changed which is a good thing. Apple CarPlay fills the entire screen (unlike my current Hyundai Santa Fe), and haptic touch adds a bit of premium flair, even if some might prefer to disable it.
Bonus points for the customisable ambient lighting; it's a small detail but it adds personality. The only real interior miss? The plastic-feeling buttons on the lower centre console that control climate and drive modes. They felt a little cheap, like an afterthought on an otherwise premium layout.
Here's a surprise: I didn't hate the lane assist. Normally, it's the first thing I switch off in any new car. But in the S3, it was gentle and unobtrusive, more co-driver than overzealous chaperone. That speaks to Audi's attention to detail in calibrating its adaptive features. It helps but it doesn't interfere. The virtual cockpit remains a highlight, and while you can configure it in multiple layouts, I found myself gravitating back to the classic tachometer and speedo set-up. Sometimes, simplicity wins.
Let's talk about the elephant in the driveway: the S3's appearance. Put bluntly, it doesn't look special enough. The face-lifted styling changes are subtle to a fault. The removal of the front S badge dulls its identity and with the Black Optics package cloaking the rear badge, the car borders on anonymous. That might appeal to stealth enthusiasts, but as someone who likes a bit of visual theatre, it left me wanting more.
It's not that it looks bad; the lines are clean, the stance is tidy and it still has that Audi class, but it doesn't stir much emotion when you walk up to it. It's only once you open it up through a winding stretch of tarmac that it reminds you what it's truly capable of.
The 2025 Audi S3 is not a car that shouts. It doesn't beg for attention at the lights or bombard you with noise and fury. But it is a car that delivers. It grips. It goes. It communicates. It's poised and planted, fast and refined, and totally useable as a daily.
Would I buy one? If I were after a subtle sleeper with real capability and premium polish, absolutely. But as a self-confessed hothead with a soft spot for drama and character, I'd still save a bit more and opt for the RS 3. You just can't beat that five-cylinder fury.
Still, for the driver who wants the best of both worlds (weekday civility and weekend fun) the S3 might just be the ultimate compromise. Or, if you're less emotional about your cars and more into intelligent engineering, it might just be the perfect fit.
Audi S3 Sportback TFSI$103,990 / 8.6L/100km / 197g/km
0-100 km/h 4.7s
Engine 1984cc / IL4 / T / DI
Max power 245kW@5600-6500rpm
Max torque 420Nm@2100-5500rpm
Drivetrain 7-speed twin-clutch / on demand AWD
Front suspension Mac strut / swaybar
Rear suspension Multilink / swaybar
Turning circle 11.1m (2.2 turns)
Front brakes Ventilated discs
Rear brakes Ventilated discs
Stability systems ABS, ESP, TV
Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size 235/35R19
Wheelbase 2635mm
L/W/H 4352 / 1816 / 1441mm
Track f-1554mm r-1525mm
Fuel capacity 55L
Luggage capacity 325-1145L
Tow rating Not rated to tow
Service intervals 12 months / 15,000km
Scheduled servicing 3yrs / 100,000km
Warranty 5yrs / 150,000 km
ANCAP rating Not yet rated
Weight (claimed) 1535kg
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
NZ Autocar
01-06-2025
- NZ Autocar
2025 BMW M3 Competition Touring vs Skoda Octavia RS+ TSi Comparison
The performance wagon is an enthusiast's favourite, especially for those with more than just themselves to think about. It is practical, family friendly even, yet when the driver finds themselves alone, it delivers substantial fun. Unfortunately there aren't many options and most are reserved for the upper reaches of the premium Euro market. An example is the BMW M3 Touring. It's the first time the M3 has been served up with a bigger boot and this M3 is BMW's RS 4 foil. A pity that the Audi is between drinks; we drove the last of the current generation last year, so a direct comparison seemed pointless. Instead we ask: do you really need to spend six figures to get your fast wagon fix? Can something costing significantly less satisfy the urge? Such a machine does exist, and it's just been revised too. We are talking about the Skoda Octavia RS. We've had coupe, sedan and convertible M3s in times past, and finally now the Touring. You might be used to the angry beaver look of the latest M3 up front, but it's still ungainly. However, the look improves aft of the grille. The Touring is pumped out, its sculpted wheel arches encasing a wider track. The extended side skirts fill in the gaps, bridging the exaggerated front and rear aprons. You'll also notice the XL exhaust tips and the wee Gurney flap on the roof spoiler. Its multi-spoke alloys look menacing though are a nightmare to clean (a good punishment for naughty children). Under the hood lies a serious rendition of the 3.0-litre straight six. This has a pair of monoscroll turbochargers and creates 390kW, helped by 650Nm of torque. Teamed with all-wheel drive and a quick-shifting eight-speed auto, the Touring can supposedly hit 100 in 3.6 seconds. Typical of the M breed, there is a raft of set-up options; the transmission, suspension, steering, brakes and stability control can all be tailored, most through three levels of intent. And you can save your preferred combo to one of the two M buttons on the steering wheel, for quick access. The M3 gets a good stiffening with extra bracing and struts, and tauter suspension settings teamed with adaptive dampers. The all-wheel drive is variable in nature and blessed with a rearward bias. There's also an M differential out back to further enhance that rear-drive feeling. You can select 4WD Sport, which serves up even more drive to the rear, or switch off the DSC completely and then you're in 2WD. Then you can tune the M Traction Control to your liking, through 10 stages of intervention. Along with an onboard lap timer, there's the Drift Analyser to record the duration, angle and distance of your skids. All this fun does not come cheap, however, with a base price of $199,600. The Skoda doesn't have quite the firepower or such a long hardware list but it doesn't ask nearly as much either. The new model starts at $67,990, while the Plus variant is an extra $5k for upgraded seats trimmed in leather and better sounds. The engine department has had an update, the 2.0 TSI making 195kW here, with 370Nm chiming in as well. The RS runs with a seven-speed twin-clutch transmisison, sending the torque to the front wheels alone. Helping ground that output is the electro-hydraulic diff lock. This tempers torque steer and minimises spinning wheels when powering out of bends. With both a power and traction deficit, it can't hope to hold a candle to the hard charging M3, with a stated 0-100km/h time of 6.5sec, if you can get it to stick properly. Helping balance comfort and dynamics are adaptive dampers. Ride in the RS is set 15mm lower than in the cooking version. The revised Otavia also gets a style update with new front and rear bumpers (new diffuser and tailpipes at the back too) and blackened bits. It sits on 19-inch, aero-optimised alloys. Sure, it doesn't sound quite as exciting, but you could have two of these and still go on a lavish holiday for the price of the BMW. The RS can decode demon roads well. Switched into Sport mode, it dives into the action, and holds a line sternly through the bends. It does feel a tad digital however as the torque vectoring function is working to keep things tidy. With 'ESC Sport' engaged, this lessens the intervention of the stability commendants, the front-end unshackled and it's your right foot that manages the show. The RS can take corners at a decent clip, the wheels scrambling to lay the power down as you give it just the right amount of jandal, wary to keep the front from pushing too wide. Through the tighter, twistier sections, it is genuinely engaging, grin inducing. The brakes are decent too with good bite but also a delicate pedal so you don't upset the balance with errant weight transfers. Its steering is quick, while also advising on how hard those tyres are working. The twin-clutch is up and down the cogs quickly and smartly, the paddles there for show really. Its 2.0-litre pulls nicely from 3000rpm at speed, but it's no screamer, being well done by 6500rpm. There's a bit of a rorty note to its delivery but the tyre roar can challenge it at 100km/h on coarse chip. BMW's M3 Touring can charge through the bends in an even more furious manner, but is it a case of being too much of a good thing? It's seriously rapid, much of its talent going untapped without getting unhinged on road. But, when you do get the chance, this is a blazingly quick and talented machine. It has an outright grip advantage with wider tyres at each corner. Sure, it is heavier but with a balanced weight split, it turns in sharply. The helm isn't brimming with feedback but you know it will just stick. With its variable AWD and the M diff working together, you can feed the power in mid-bend and it claws its way around without a hint of pushing wide. And then you can be on the gas hard before the exit. With its rear bias, this helps it tighten the line, making it feel very neutral. And easy. The ride in Sport plus is intolerable, Sport better but still bumpy. The in-between setting for the trans is not quite sporty enough in terms of well timed downshifts while full attack mode is way too racy. So it can be better to paddle it along on the road. There's nothing much wrong with the response of the turbocharged engine. It really comes alive from 3000rpm and it revs quickly to just past 7000rpm, sounding distinctive and powerful through the range. The brakes are almighty, with a strong initial bite yet a tactile feel. The M3 Touring is an impressive performer, though a bit OTT for your drive to the beach house. Road noise can be intrusive and suspension vibrations are amplified here compared with in the Skoda. The Czech is also that bit easier on fuel reserves. It'll average around the 10L/100km mark for a mix of city and motorway miles, whereas the BMW is in the 15s. When drinking heavily, the Octavia got into the 13s, the M3 saw close to 20. The character of the M3 Competition will sit well with those that owned a modified JDM rocket in their youth. The suspension set-up sees the tyres chattering during u-turns, the diff gets a bit grumpy when cold and the brakes squeak. It sits low, the splitters and lower skirts look quite vulnerable, while the big alloys had already met the curb a few times before we had our time with it. The Skoda is preferable as a commuter. Its ride is sumptuous compared with the harsher BMW. And the M3 generates a fair amount of tyre roar even at 50km/h. Neither suffers from any real turbolag at town speeds, the BMW with a heap of low down torque, the Skoda brisk too. Each has quick and light steering, the turning circles about equal. The Skoda doesn't have quite the firepower or such a long hardware list but it doesn't ask nearly as much either. You Could have two of these and still go on a lavish holiday for the price of the BMW. The safety minders know their place, issuing precious few alerts, though the Skoda's lane keeping is more insistent. BMW's active cruise with its Assisted Drive feature is smarter too, virtually taking care of motorway cruising. There are more widgets in the infotainment realm, a better parking camera with a surround view, and more items on the spec sheet, as you would expect for the much greater ask. The Skoda has everything you really want though, the bigger 13-inch screen a bit easier to navigate than the old system. However, a few more buttons on the dash would be nice, while the voice help isn't as proficient as the BMW's. It's a snug fit behind the wheel of the M3, the driving position set deep. The seats are firm, overly so, though have excellent adjustment and are ventilated too. The M3's cockpit wears the sports luxury leather and carbon combo well. Skoda RS has a roomier driving position, the seats with more comfort about them yet they are no less effective in overall support. The Skoda is your more practical performance wagon. It has a larger boot, with a wider, longer load area. The width of the BMW's hold is limited by intrusive suspension towers. However the M3 is not impractical, still with 500L of space, and with a variable split folding seat back too. The opening glass hatch is a nice touch, a 'heritage' trait. The Skoda is more accommodating of people in the rear seats. It's tight in the back of the M3 Touring, the big sports seats up front robbing those behind of leg room, while three across is a genuine squeeze. Most definitely. It's a quick, fun-to-drive car that is also more practical and easier to live with. You get to enjoy all of its potential, the limits easier to access whereas with the M3 Touring, you'll have to try a lot harder. Yet there will still be those with the means that will just want the M3 Touring Competition. It is a weapons-grade wagon but requires you to put up with its much harder edge. BMW M3 Competition Touring$199,600 / 10.4L/100km / 235g/km 0-100 km/h 3.6s Ambient cabin noise 78.0dB@100km/h Engine 2993cc / IL6 / T / DI Max power 390kW@6250rpm Max torque 650Nm@2750-5730rpm Drivetrain 8-speed auto / AWD Front suspension Mac strut / swaybar Rear suspension Multilink / swaybar Turning circle 12.6m (2.1 turns) Front brakes Ventilated discs Rear brakes Ventilated discs Stability systems ABS, ESP, TV Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size f-275/35R19 r-285/30R20 Wheelbase 2857mm L/W/H 4801 / 1903 / 1446mm Track f-1617mm r-1605mm Fuel capacity 59L Luggage capacity 500-1510L Tow rating Not rated to tow Service intervals Variable Scheduled servicing 3yrs / unlimited km Warranty 5yrs / 100,000km ANCAP rating Not rated Weight (claimed) 1865kg Skoda Octavia RS+ TSI$73,990 / 7.2L/100km / 166g/km 0-100 km/h 6.5s Ambient cabin noise 72.9dB@100km/h Engine 1984cc / IL4 / T / DI Max power 195kW@5250-6500rpm Max torque 370Nm1600-4500rpm Drivetrain 7-speed twin-clutch / FWD Front suspension Mac strut / swaybar Rear suspension Multilink / swaybar Turning circle 11.1m (2.2 turns) Front brakes Ventilated discs Rear brakes Discs Stability systems ABS, ESP, TV Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size f/r-225/40R19 Wheelbase 2681mm L/W/H 4709 / 1829 / 1468mm Track f-1543mm r-1534mm Fuel capacity 51L Luggage capacity 610-1700L Tow rating 750kg (1600kg braked) Service intervals 12 months / 15,000km Service plan $1745, 3yrs / 45,000km Warranty 5yrs / 150,000km ANCAP rating ★★★★★ (2022) Weight (claimed) 1563kg
NZ Autocar
24-05-2025
- NZ Autocar
2025 Mercedes-Benz G 580 Edition One Review
Modern electric vehicles usually share a few traits: sleek aerodynamics, a focus on weight-saving for efficiency and often a futuristic aesthetic to match their advanced drivetrains. But it seems Mercedes engineers thought, 'bugger all that' (or whatever the German equivalent is), and built the G 580 anyway. It's an all-electric take on the military-born Geländewagen. And we love them for it. The Mercedes-Benz G-Class has always been an automotive icon, first as a military-grade off-roader, and more recently as a luxury status symbol. Now it's entered a new era without losing its identity, the brand having kept all that is good about the vehicle – its cubic design, heavy-duty construction and off-road capability – while adding a huge battery and four, yes four, electric motors. We took this big white box for a spin; more about that later. Priced at a hefty $276,000 for the Edition One model (with a standard version coming soon at $231K), the G 580 is aimed squarely at well-heeled enthusiasts. Yet in the realm of six-figure luxury EVs, that ask isn't as outrageous as it sounds. It is a natural step up from the EQS 450, and around the same ballpark as the BMW iXM60 and i7. Yes, it is expensive, but they could have asked more. You'd be hard-pressed to tell the G 580 is electric at a glance. Mercedes hasn't meddled with the G's iconic silhouette. It's still a big, boxy brute with short overhangs, perched on a ladder-frame chassis. The form follows function for maximum approach angles and interior space. At just a bit over 4.5 metres long, it's not as gigantic as it looks; many modern three-row SUVs are much longer. The Edition One trim adds gloss black 20-inch AMG rims, black door handles, and subtle hints of blue (check the brake calipers and the rub strips along the flanks) to denote its electric heart. Our test unit was white – cue another fridge comment. There's no spare tyre hung on the rear door; instead you get a lockable 'G-Box' for charging cables. The overall effect is G-Class through and through;. It's chunky, retro and cool, with just enough EV-specific flair to set it apart for those in the know. Up front, the G 580 Edition One sticks with a traditional grille. Round LED headlights flank it, complete with LED rings and adaptive beams that can mask out oncoming traffic. Fender-mounted indicator lamps and exposed hinges give it that old-school charm and the doors still shut with a vault-like clunk. Being the first G-Class with keyless entry, you press a button and give the door a firm shove – it's like closing a safe. Slide into the G 580 and you're greeted with a blend of familiar G-Class ambience and new-age tech. The Edition One's cabin is draped in Nappa leather – a two-tone Silver Pearl/Black scheme with contrasting blue stitching and carbon-fibre accents. It mixes Mercedes' top-tier 'Superior' and 'Exclusive' design lines, making it feel every bit the flagship. The dash is thoroughly modern Mercedes, with dual 12.3-inch digital displays and MBUX interface but thankfully retains chunky vents and analogue toggles. There's even the classic grab handle for the passenger. For space, the G 580 is generous up front but a tad tight in the rear. That relatively short length means rear legroom is merely adequate. The cargo area offers just over 500 litres, expanding to nearly 2000 litres with the seats folded. Creature comforts are certainly not in short supply. The front seats are heated, ventilated and massaging, with memory settings and classic Mercedes door-mounted switches. Wireless charging, cooled or heated cupholders, a Burmester sound system, and ambient lighting round out the package. The MBUX infotainment system supports all the expected apps and features. Its 'Energising Coach' is a quirky touch for it plays music and massages you if it thinks you're drowsy. And then there's 'G-Roar', a synthetic V8-like sound that plays through the speakers. It's convincing enough to fool a passenger but can also be switched off for silent cruising. The surge is instant and relentless. In Sport mode, it feels agile for something so large – it really can dance for a big rig. Fire up the G 580 and you immediately sense this isn't an ordinary SUV. For one, there's nearly three tonnes of mass beneath you. Yet it proves remarkably easy to drive around town. Visibility is excellent, the turning circle manageable and a 360-degree camera makes parking a breeze. Ride comfort is plush with an underlying firmness. The G 580 glides over undulations but there remains a hint of that traditional G-Wagen jiggle. Body control is excellent and refinement solid. With four motors and a 116kWh battery, the G 580 puts out 432kW and 1164Nm of torque. Zero to 100km/h takes just 4.7 seconds. The surge is instant and relentless. In Sport mode, it feels agile for something so large – it really can dance for a big rig. Steering is numb but accurate, and the Edition One's performance tyres offer plenty of grip. Brakes (a mix of big discs and regen) inspire confidence. Motorway manners are also good. Adaptive cruise and lane assist are present but unobtrusive, and the ride is settled at speed. Wind noise is noticeable but not excessive given the shape. Of course, a G-Wagen must prove itself when the going gets rough. While we didn't head far off-grid, we have been off-road in the G 580 at a controlled test. Switching to Off-Road mode engages the full suite of traction aids. Each motor has a two-speed gearbox with a low-range ratio, and the G 580 has multiple drive modes and crawl control levels. With 250mm of ground clearance, short overhangs, and a 26mm thick carbon-fibre shield under the battery, it clambers over most things with ease. It can even wade through 850mm of water. The headline trick? A G-Turn. This allows the G to spin 360 degrees in place – one side's wheels rotate forward, the other side's back – activated with a paddle in a special drive mode. It's genuinely useful in tight trails and more than just a showroom gimmick. G-Steer also helps the big G pivot tighter by overdriving the outer wheels in a turn. It makes this 4×4 surprisingly nimble in tight off-road scenarios. With a De Dion rear axle and independent front, wheel articulation is excellent. Permanent AWD and power delivery to a single wheel help it conquer tricky terrain. The only limitation? Performance tyres and no tow rating – likely due to weight limits. With a big battery and brick aerodynamics, efficiency was never going to be a G 580 highlight. But Mercedes gave it enough juice to make it work. The 116kWh battery officially returns 23kWh/100km, for about 450–500km of range. Realistically, expect closer to 400km. Drive it hard or on the open road and usage can hit 30kWh/100km but most owners will charge overnight at home and use it around town. DC fast charging at up to 200kW gets you from 10 to 80 per cent in about 30 minutes. An 11kW AC wallbox at home will fully charge it overnight. The nav system can route via chargers, and the Mercedes me app handles charge monitoring and pre-conditioning. The Mercedes-Benz G 580 is, in a word, epic. This electric G-Wagen could have been a compromised tribute but it's not. It's the real deal. It combines classic G charm with cutting-edge tech. Performance is great, range is adequate, and the technology is awesome – all wrapped up in that unmistakable G-Wagen style. Where else can you find a vehicle that massages you on the motorway, then does a tank turn in the bush? Yes, most G 580s won't venture far off-road, but they could. Mercedes has electrified a legend without losing the plot. If you ever doubted an electric G-Wagen could be the real deal, this one sets the record straight. Mercedes-Benz G 580 Edition One$276,000 / 23kWh/100km / 0g/km 0-100 km/h 4.7s (claimed) Motor output 432kW Max torque 1164Nm Battery 116kWh Range 473km Drivetrain Single-speed auto / e-AWD Front suspension Wishbones / air springs Rear suspension Multilink / air springs Turning circle 11.3m (2.5 turns) Front brakes Ventilated discs Rear brakes Discs Stability systems ABS, ESP, TV Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size 275/50R20 Wheelbase 2890mm L/W/H 4624 / 1931 / 1986mm Luggage capacity 555L Tow rating Not rated to tow Service intervals 12 months / 20,000km Scheduled servicing 3yrs / unlimited km Warranty 3yrs / unlimited km ANCAP rating Not yet rated Weight (claimed) 3085kg
NZ Autocar
23-05-2025
- NZ Autocar
2025 Cupra Formentor VZ Review
Each time we've driven the Cupra Formentor crossover, we get the feeling we've experienced about the best there is in the compact crossover sector. But can that last forever? Er, apparently, because there's still nothing much else in the area that thinks it's a hot hatch in disguise. This still goes like stink and corners like a car, so what's not to like? Perhaps a price rise precisely when the global economy seems to be on a knife edge. Things have changed somewhat though, for the Formentor has undergone a recent facelift. There's a new more go-get-em look up front, with an aggressive prow and reshaped bonnet line. Down the back are new lights, and a Cupra sign that illuminates at night, along with a full-width light bar. But the shape is still familiar, as is the urban friendly size of Formentor (4.45m long, by 1.84m wide). It fits easily enough in our garage and will tote five adults at a pinch, better for four though. A turning circle of 10.7m is city friendly too, not that rearward visibility is exactly first rate. Nevermind as a surround camera circumvents that issue. The Formentor line-up slims down for this year; the hybrid is now to-order only. Meantime, Cupra is making moves to become a national player. Outlets are on the up. Previously, there was just the single 'garage' in Auckland but now there are six. Five are scattered about the North Island, two in Auckland, either side of the bridge. There's a lone Christchurch site on the mainland. Cupras are now more expensive but what isn't subject to price creep? The entry-level V model is asking $65,500. When we drove it in 2022 it was under $50k. That's in part due to a repositioning of Cupra as a more premium brand. So it competes now with a different calibre of rival, as does the VZ you see here. At one time this model with the hot 2.0T engine and DCT tranny was available for under $70k but now commands a price tag of $87,500. At least now you can haggle over the price however, Cupra moving away from the agency model. As if to emphasise its shift in status, the retail outlets are placed in close proximity to Audi dealerships, putting it in good premium company. You buy the Audi if you want the conservative choice, the Cupra if you want something a bit more dynamic with outgoing style. Despite fewer models in each area, the line-up is growing. Aside from Cupra Formentor and Leon SportsTourer – the hatch has dropped out, as has Cupra Born – there's also the new Terramar SUV, along with the electric Tavascan due here later this year. So now most Cupras you can buy have ICE power and electrification…except for the one you see here. It's pure 2.0T power, hooked up to a seven-speed twin-clutch transmission and driving through all four wheels. It can honk, naturally, given its output of 245kW and 420Nm, cutting the sprint out in 4.8sec. We near as dammit managed that on a damp road. That's so far ahead of the V it isn't funny, being almost twice as quick. You pay more up front and at the pump of course. That said, we easily met its mean fuel consumption figure of 8.3L/100km (8.8 rightcar) on the motorway at cruising speed, even if the long term average was just into double figures. The mild hybrid V model uses a suggested 5.5L/100km. Yes, it's still a proper riot, especially in the more vibrant Cupra mode where it's amongst the fastest, most dynamic and tastiest of compact crossovers available at present. And the best bit is that the ride is, if anything, even better. Sure, it's firm in the go-hard Cupra and Race modes, but not jarringly so. And in the Personal mode, you can dial up adaptive damper settings from Comfort to Cupra. In the Comfort mode it borders on pampering, midway is ideal for regular out-of-town drives and Cupra is for, well, Cupra driving. This is the main difference from its natural Eastern rival, the LBX Morizo RR. It also feels more premium and is somewhat roomier. It's also more potent, sounds better and is a half second quicker in the sprint. Like the RR, this is a limpet in the dry, confident in the wet. And its quick steering and Cupra bark make it feel even more like a hot-hatch. Beware the options boxes as they add up. With Akrapovic exhaust ($7400), the Century Bronze matte paint ($4k), matrix LED headlights ($2k), panoramic sunroof ($3100) and special copper-coloured forged alloy wheels ($3300) that put the price over the top to $107,300. You can also order an Akebono front brake upgrade for $4500 but we'd not bother for the standard items are good as is. Other rivals are more expensive and not as quick, like X2 M35i, and Q3 Sportback (ditto). VW's T-Roc R costs less but isn't as ornery. Cupra Formentor VZ $87,500 / 8.3L/100km / 200g/km 0-100 km/h 4.78s Engine 1984cc / IL4 / DI / T Max power 245kW@5600-6500rpm Max torque 420Nm@2100-5500rpm Drivetrain 7-speed-twin clutch / AWD Weight (claimed) 1679kg
