2026 Cupra Formentor VZ5 | PH Review
The five-cylinder, 390hp Formentor has existed before, but not for the UK. Worth the wait?
There ain’t no party like a five-pot party, and VW seems keen to make the most of the rave before the lights come on and the fun is over forever. While rumours continue to swirl of a Golf with five cylinders from the factory for the first time, not to mention a run-out mega RS3, there’s also the small matter of a family-sized Cupra crossover getting the 2.5 turbo. With a UK allocation coming, and a price in the region of £60k. Which is less than any RS3, and therefore pretty interesting. At a time of such uncertainty concerning combustion, the Formentor VZ5 has all the makings of a cult classic.
But we’ve been here already. The VZ5 is not an all-new model, having existed before the Formentor was updated (and made uglier). Allegedly, a few of those original VZ5s came to the UK, albeit only in LHD form. This time, there will be right-hand drive cars. But could it be too little, too late for a truly fun Formentor? Neither platform nor powertrain is getting any younger, and less than an RS3 is still a significant amount. On the other hand, given Cupra’s electrified options haven't exactly compelled thus far, maybe some traditional suck-squeeze-bang-blow excitement is just what the doctor ordered.
Certainly, this engine has had more overt installations (i.e. the Audi). The Formentor was already a fairly distinctive bit of design, which the VZ5 doesn’t drastically alter; there are Lexus-style stacked exhausts, new wheels, and meatier calipers to tell it apart. The broader arches are hard to detect. It would be a stretch to call it subtle, because nothing with the Cupra logos and enormous light bar is, though this is relatively discreet given the performance potential. It could almost pass as a 1.5 hybrid, as a static object.
Where that could have its advantages, a familiarity inside is perhaps less encouraging. There are some quite serious CUPBucket seats in a VZ5, though little else obvious to mark it out as a flagship that costs twice the price of a base car. It’s a problem that persists with performance variants of ‘normal’ cars - it’s certainly an issue with the Golf R and RS3 - one further exposed by the somewhat iffy interiors that remain conspicuous in VW's empire. You must be content with the idea of it being basically fine, with useful buttons dotted around the dash and wheel, if nothing more than that.
But let’s be honest here - nobody is buying a VZ5 because of the cabin ambience. For those already intrigued by the Formentor, any other powertrain will suit. The tentpole here is clearly the wonderful engine behind that strange snout, and the five-cylinder charm offensive is undeniable. And immediate: every start offers up a few more revs, a bit more warble and a lot more of a smirk than the four-cylinder ever could.
This is definitely a usefully more muscular Formentor as well; 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 put between it and the hot hatch on a straight - as part of a closed road route - was undeniable. Not huge, but noticeable. As always, the 2.5 five takes a beat longer than the EA888 2.0 to steel itself, then with a romp from a bit less than 3,000rpm all the way to 7,000rpm, it is as beguiling as ever. Each gear offers up a great lunge of performance, the Cupra rollicking along just that bit faster, that bit more rowdily, than it really needs to.
And that’s great. There’s that feeling of generous displacement torque throughout the revs that the 2.0-litre never quite offers up. You’ll grab a gear up just to feel the performance build and build to that invigorating crescendo. The VZ5 is really fast, sounds brilliant, and definitely offers up all the character we’ve come to appreciate from this engine over the years. It’s an unmistakable, irrepressible lump that well earns wider appreciation.
Drives nicely, too. Again, the Formentor experience is broadly familiar from other MQB cars employing the Torque Splitter rear, and none the worse for it. The test cars used Goodyear Supersport Eagle F1 tyres, with strong grip and maybe a touch more life to the steering than might be expected. Despite the additional mass of the engine, it doesn’t seem to lean too heavily on the front end. Almost as soon as power is reapplied, the rear diff can be felt doing its thing, subtly trimming the arc of your exit or leaning into something sillier if it’s a slower, tighter bend. Drift Mode went untested this time, but probably it's safe to assume that those keen on oversteer antics will be well catered for.
Just as importantly for those trying to justify a five-cylinder Formentor over a four-cylinder one, the VZ5 is a lovely car to just drive briskly rather than bullishly. Keep it out of Cupra mode (the usual jostly ride and stiff steering double act), opt for Performance or conjure up an Individual if you have the time - 15 damper options, throttle and engine maps, steering etc - and you’ll find an easygoing yet satisfying fast car. The brake pedal is firm enough and the stopping power strong, with its damping inspiring sufficient confidence to take advantage of well-weighted steering. All accompanied by that glorious soundtrack, and a willingness to engage the trick hardware.
It doesn’t necessarily break any new ground or transform expectations, the VZ5, although anyone who has admired the RS3 over the years will find a lot to like here. Much as it does in the Audi A3, the five-pot adds an additional dimension to a car that drives really smartly as standard. Sometimes a good car doesn’t really need to be any more complicated.
With all the good bits of the powertrain carried over, it’s probably only fair that the bad aspects are as well. There aren’t many, fortunately: the seven-speed DSG feels a tad old against the latest breed of dual-clutchers, sometimes a bit sluggish on the paddles. And another gear might help cruising economy, however unlikely that’s going to be now. It’s a perfectly acceptable transmission, but where engines may not have drastically improved in 15 years, gearboxes definitely have.
Nevertheless, it’s a car that deserves to sell. As a less conspicuous but equally capable take on the RS3, it’s easy to imagine a few curious customers. Maybe a direct comparison with the Audi or Golf R would highlight where a little extra weight tells, though on this first experience it’s not a drastically different proposition to either. But with it being potentially a slightly easier one to disguise as a sensible family car, there is a sense of win-win about the VZ5. We’ll know for certain when UK cars arrive next year.
SPECIFICATION | CUPRA FORMENTOR VZ5
Engine: 2,490cc, five-cyl turbo
Transmission: 7-speed dual-clutch, all-wheel drive
Power (hp): 390@5,800-7,000rpm
Torque (lb ft): 354@2,100-5,500rpm
0-62mph: 4.2sec
Top speed: 174mph
Weight: c. 1,650kg
MPG: c. 30 (tbc)
CO2: c. 210g/km (tbc)
Price: c. £60k
I have a soft spot for the old Cupra R225 but sadly no modern Cupra ticks any boxes for me. I’d also be fearful of scuffs and scratches, guess that paintwork would a nightmare to match too 
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