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
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NZ Autocar
4 days ago
- 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
26-05-2025
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The June 2025 issue of NZ Autocar is now on sale
The June issue of NZ Autocar magazine is out now. Find it all good magazine outlets and supermarkets. Find out what we have in store for readers below. Subscribe to NZ Autocar to ensure you get the best automotive magazine delivered to your mailbox, while enjoying a discount on the cover price. We attend the big Shanghai Auto extravaganza to see what's in the pipeline for NZ. Racy is not how you'd describe your average Lexus. But now there's a hot-shot AWD compact Lexus crossover that's track-ready. Meet LBX Morizo RR. Kia has yet another new electric vehicle on sale in the form of the EV3. It's recently been crowned the World Car of the Year. So what's all the fuss about? The latest Audi is the new S5. It's the replacement for the old S4, which we quite liked. Is the new one better? The Volvo XC90 undergoes another revision as it enters its second decade. Is it still a viable option for those after a premium seven-seat SUV? Mini's first electric Cooper went well enough, but couldn't roam that far out of town. The new SE remedies that. The 911 rallies yet again in its 992.2 generation, adding electrification to its bag of tricks. Is the Carrera GTS still a divine choice? The Skoda Superb is somewhat of a novelty in 2025. It's one of the dwindling wagon choices in a sea of SUVs. Is the new one really superb? PHEVs are going gangbusters in some parts of the world where EV range is now well over 100km. How does Haval's first effort rate? The previous RS Q8 we drove was a wild thing, but this latest is even more epic, with added output and cornering prowess. Cupra is expanding in New Zealand and going more premium. Meet the entry-level Cupra, the Sportstourer V. The biggest BYD has joined the long-term fleet, and we outline what's in store for this plug-in ute. We take a little R&R in sunny Queensland, and find there a lot of Chinese cars in Australia too. TVR mashes together a mix of parts to deliver a sports car low in weight and heavy with power. The Chimaera, named after a mythical monster, is one of the more popular models here. We take a look at a nicely restored 5.0-litre version. Royal Enfield now has six machines powered by its 650cc parallel twin engine. The latest is this, the Bear 650, a scrambler.
NZ Autocar
23-05-2025
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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
