► Cupra ‘grows up’ with a mid-sized SUV
► Based on the MQB Evo platform
► 2.0-litre petrol is the better buy
You’re looking at the Cupra Terramar, the beginning of a new chapter in Cupra’s short but successful history. An all-new SUV aimed at the fastest growing sector, it’s available with mild-hybrid, PHEV and pure petrol – powertrains. That’s right, even Cupra is catering for a cooling EV market and changing consumer demand.
It’s been in the plan for a while though; we first saw the Terramar 2 years ago at the brand’s Unstoppable Impulse event. The new SUV will use the same MQB Evo platform as the new Volkswagen Tiguan – but CEO Wayne Griffiths is adamant that it’s still every bit a Cupra.
For the head of the Cupra brand – sorry, ‘tribe’ – the Terramar is about growing in size, model line-up and crucially audience. It should get Cupra in front of more eyeballs and in more driveways than anything before – and bring in the cash too.
But does the Cupra DNA stretch this far from home and on this platform? We drove the Terramar in both hybrid and petrol variants to find out. You can read about the petrol below, or read about the hybrid in our dedicated review.
At a glance
Pros Stylish looks, solid interior, fun and predictable handling
Cons Not much space for the second row, still less exciting than other models
What’s new?
The Cupra Terramar is an all-new car designed to slot into the mid-sized SUV segment. At 1584mm tall, 1863mm wide and 4519mm long (with a wheelbase of 2681mm) it’s pretty much par for the course, and similar in size to its MQB Evo stablemates.
Cupra’s angular ‘emotional’ design has been pulled over VW Group’s latest hardware, but the results aren’t as cynical or as disjointed as you’d expect; the Terramar is a decent-looking SUV. Key to the mix are techy Matrix LED Ultra headlights that feature the brand’s new triangle-focused light signature. The rear has similarly intricate lamps connected by a light bar, and there’s also an illuminated Cupra sign.
The Terramar can be had with 18-, 19- and 20-inch wheels depending on which package you opt for.
What are the specs?
There are five powertrains in total; two PHEVs, one mild-hybrid – and two pure petrol. That’s right, 100% ICE.
The base petrol model puts out 150kW or 201bhp and 184lb ft of torque through a seven-speed DCT before pumping power out to all-four wheels. The top of the range model we drove pushes that number up to 261bhp or 195kW and 295lb ft of torque thanks to a four-cylinder turbo, and it too distributes power to both axles.
0-62mph takes just 5.9 seconds in the top of the range petrol we drove, compared to 7.3 seconds on the top of the range hybrid. The slower petrol will do the same sprint in 9.3 seconds. That’s because despite the increased power, the hybrid has to move an additional 154kg (it’s 1904kg compared to the 2.0-litre petrol’s 1750kg.)
All models have their suspension lowered by 10mm compared to the Tiguan, and they also benefit from front MacPherson struts and a rear-multilink setup. There’s progressive steering on the front axle and uprated six-piston Akebono brakes available as an option. Cupra has also tweaked the Dynamic Chassis Control (DCC), in the higher end VZ models and the suspension also gets two-valve shock absorbers. The ESC can be turned off in the top of the range VZ versions – that includes the petrol and hybrid versions we drove.
How does it drive?
Better than you’d think. At 5.9 seconds the 2.0-litre petrol Terramar borders on hot-hatch speed, and when in Sport mode the gearbox makes the engine feel responsive and alive. It could do without a bit of the enhanced engine noise – which sounds like a rumbling V8 at times – but we’re a fan of the engine up front.
Straight-line speed is one thing, but I’m pleased to report that the petrol Terramar is relatively agile too. The huge optional Akebono brakes shed speed in a strong but relatively predictable way, and in the sportier modes the steering is heavy and precise – perfect for inducing confidence on turn in. The Terramar then has a nice balance of mechanical enough grip and body roll – so you really feel it bite into the corner. Stamp on the throttle on the other side, and the Terramar’s four-wheel drive pulls you out with just enough performance.
The predictability of the Terramar’s controls mean that it’s actually very fun to drive on more challenging roads – even if it doesn’t excel in outright performance.
You’d think those sporty dynamic would come at the expense of ride, but thankfully that’s not the case. In the top-of-the-range petrol car we drove, bumps around town were eliminated, with the Terramar feeling refined and well resolved. We’ll update this review when we get the Terramar on UK roads, but it’s looking promising.
Compared to the hybrid, we found the petrol Terramar more predictable and precise to drive – and that’s partly down to its lighter weight.
What about the interior?
If you’re expecting something sci-fi like the Tavascan, you’re going to be sorely disappointed. There are no swooping struts in the Terramar, and everything is more conventional. Still, there’s a 12.9-inch infotainment screen as seen on other VW Group and Cupra products, so there is lots of tech.
Like other Cupras there’s burnished copper all around, but everything feels a little more functional and mundane. This is a car for a larger audience, and you can feel the Terramar’s more conservative VW Group DNA just below the surface.
Wireless charging is included and the Terramar also packs in an optional 12-speaker, 390-watt Sennheiser-branded system. We sampled some tunes from Apple Music’s default radio station with good results. Bass was punchy on hip-hop and dance tracks, while vocals sounded clear and undistorted at all times.
All Terramars get front and rear parking sensors, a rear-view camera, lane assist and adaptive cruise control as standard. The latter works well and is easy to configure using physical buttons on the wheel.
Hop to the rear seats and you’ll find space is limited but competitive for cars in this sector. With the drivers’ seat an inch or so forward from my ideal position I was able to just about put my 6’3 frame behind itself. Part of that was thanks to sculpted recesses for knees on the rear of the front seats.
Cupra offers three characters: Deep Ocean, Moon Light and High Canyon. The first uses 100% upcycled Seaqual yarn made from marine plastics. The second is dark grey and uses 73% polyester, while the High Canyon is a burgundy number that uses leather tanned with a plant-based process. All three suit Cupra’s more fashionable palette, but the leather seats did squeak a bit – which wasn’t ideal.
Boot space is 540-642-litres in the petrol car and 400-490-litres in the plug-in hybrid car.
Before you buy
The 2.0-litre petrol Cupra Terramar faces competition from all sides; from within the model range, from its MQB Evo relatives, and finally from the other cars in its hotly contested sector.
First up is the eHybrid which it beats pretty convincingly. More agile and faster in a straight line, the petrol is cheaper to buy too: In comparable trim, the petrol car we drove was £46,040 to the hybrid’s £49,460.
Opt for VZ1 trim instead of the higher VZ2 and those numbers go down to £43,390 and £46,810. The difference between VZ1 and VZ2 includes things like 20-inch wheels instead of 19-inch rims, a head-up display and other bits like lane assistance, performance tyres and leather seats. Both VZ trims get dynamic chassis control and the ability to turn off ESC.
The range starts off with V1 and V2, but neither the top hybrid nor top petrol is available in those trims. We’ll update this review when we drive those.
Verdict
The Terramar may be the most grown-up Cupra so far, but in 2.0-litre petrol form it has enough character, style and importantly performance to make sense. It’s practical and refined when it needs to be, but on more demanding roads it still feels quick and rewarding. Tap the mode button to get to the spicier settings such as Cupra or Performance and the work of Cupra’s engineers is evident.
Compared to the hybrid car it feels more alive, with brakes that are easier to modulate and a power delivery that is less disjointed. Throw in a reduction in weight and it’s an altogether more exciting car to drive – despite its slightly lower power figure.
Is this exciting as a Born VZ or a Formentor? Not quite – but it’s a Cupra for a new and altogether larger audience.