2025 Cupra Tavascan VZ2



Badge engineering might not mean much to thee and me, but in the automotive industry, it’s becoming increasingly common and increasingly important. With development costs rising while consumers’ spending power, erm, doesn’t, car makers are left trying to keep their bottom line looking healthy. So instead of developing their own products, many manufacturers – and particularly those in big groups, such as Volkswagen and Stellantis – are putting different badges and bodywork on the same car and selling it as separate products.

The Volkswagen ID.5, Skoda Enyaq and Audi Q4 e-tron Sportback are shining examples of this philosophy at work – so much so that Ford has joined the party and used its new partnership with VW to turn the ID.5 into the Capri. Now, though, it’s another VW Group brand that has had its way with the ID.5’s underpinnings, creating the Cupra Tavascan. But will it be good enough to beat the rivals with which it shares so much?

Test Car Specifications

Model: 2025 Cupra Tavascan VZ2 77kWh
Price: £62,180 as tested
Engine: Two electric motors
Battery: 77kWh lithium-ion
Transmission: single-speed automatic, all-wheel drive
Power: 340hp
Torque: 545Nm
Emissions: 0g/km
Range: 323 miles
0-62mph: 5.5 seconds
Top speed: 112mph
Boot space: 540 litres

Styling

Cupra's design language is a bit divisive, featuring angular shapes that mirror the design of the brand's much-maligned logo, as well as some clever use of LED lighting. As a result, the Tavascan looks quite different from the more rounded ID.5 and Capri models, and though they aren't exactly ugly, it's nice to see a different approach. Sure, the Cupra will be a bit 'Marmite', but at least people will have an opinion about it. For us, it's a reasonably attractive thing, although our test car's two-tone paintwork made it look a little bit like it had been cheaply repaired after an accident. Still, the Tavascan is far from the worst bit of design in the VW electric coupe-SUV herd, and we like it overall.

Interior

Just as the Tavascan's exterior might divide opinion, the interior is similarly striking. The whole dashboard seems to be propped up by a metallic central pillar, which only adds to the car's spaceship design, and the curved air vents at the sides give the dash the appearance of a bird of prey when viewed from the back seats.

Close up, though, the cabin is quite minimalist, with few buttons and just a massive central touchscreen dominating proceedings. It's big, sharp and ultra-modern, but it isn't always the easiest system to navigate, with some tricky menus and hidden features. That said, it responds sharply and there are customisable taskbars in the display, allowing you to place shortcuts to the features you use most.

Ergonomics, then, are not quite what they could be, but the build quality is excellent. The whole thing feels really nicely constructed, and the materials used are difficult to fault. Some extra buttons would have been welcome, particularly for climate control, but otherwise it's a nice place to spend time.

Practicality

As it's only available in fastback form, the Tavascan isn't the electric SUV of choice for those who prioritise space. Yet despite that, it's quite a roomy thing. Rear cabin space, for example, is so ample that you will have to be pretty tall before you run out of headroom or legroom, and average-height adults will be perfectly comfortable. At 540 litres, the boot is big enough for most people's needs, too, although more conventionally shaped cars will be better at carrying more awkwardly shaped items.

Performance

Tavascan customers effectively get a choice of two different powertrains, but every version gets the same 77kWh battery. In V1 and V2 models, that's paired with a 286hp electric motor driving the rear wheels, while VZ1 and VZ2 versions get two electric motors, providing all-wheel drive and a total output of 340hp.

Opt for the former, and the Tavascan is brisk, getting from 0-62mph in 6.8 seconds, which is faster than most customers will ever need. It also means you get an official range of 353 miles, which should cover you for most eventualities, even if the real-world range is something between 250 and 300 miles, and possibly less on the motorway.

And while we expect most customers to choose that longer-range option, the VZ2 model we tested came with the latter, more powerful setup. That cuts the range to 320 miles, but it'll still do more than 200 miles at sensible motorway speeds, and about 250 over a mixture of roads. It also makes the Tavascan even faster, cutting the 0-62mph time to 5.5 seconds, which is very quick for a family SUV. It'll certainly startle your passengers.

Whichever version you opt for, you get the same 135kW maximum charging speed, which is apparently enough to fill the battery from 10 to 80 per cent in about half an hour. You'll need a 150kW public charge point to do that, but it gives you some peace of mind on a longer motorway journey. Not that you should need to charge away from home very often with a reliable 200-plus-mile range.

Ride & Handling

Alongside that sporty powertrain line-up, the Tavascan gets a sportier driving experience than some of its rivals, including the VW ID.5 and Ford Explorer. The car feels very stable in corners, and the steering is nice and precise, which makes it easy to throw it into corners at pretty high speeds. Nobody is ever going to mistake it for a hot hatchback, but the Tavascan drives tidily for something so big and heavy.

The downside to that is a slightly firm ride at low speeds, where the weight of the battery and the big wheels seem to have an impact on comfort. It settles down a bit on the motorway, which is good news, and the quietness of the cabin means it's very relaxing on a longer drive, especially with that big battery offering plenty of range. It's big, though, and limited visibility means it isn't always so relaxing around town.

Value

Tavascan prices start at £47,350 for the basic V1 model, which still comes with the 286hp, rear-wheel-drive powertrain as standard, and gets 19-inch alloys, three-zone climate control and the 15-inch touchscreen, as well as a heated steering wheel, a reversing camera and wireless phone charging. Upgrading to the V2 adds electrically adjustable heated front seats to the mix, along with larger 21-inch alloys and the Dynamic Chassis Control (DCC) system. It offers a Sennheiser audio system, microsuede upholstery and the augmented reality head-up display, too.

Alternatively, you can go for the VZ1, which gets the 340hp, twin-motor powertrain and much the same specification as the V2, but costs around £2,000 more, at £55,945. Or you can have the range-topping VZ2 tested here, with its £60,845 starting price and ventilated front seats, as well as Cup Hero leather upholstery. In truth, most customers probably won't see the benefit of upgrading past the V2 or VZ1 trims, depending on their powertrain requirements, but the VZ2 is a very nice thing to sit inside.

Verdict

If you're into the Cupra's styling, absolutely nothing about the way it drives will put you off. In this VZ form, it's plenty quick enough, and it handles tidily, if with a bit more heft than something like a Cupra Leon. Still, it's a pleasant thing to drive, and it's more than practical enough. It isn't cheap, but otherwise it's hard to fault.