Cupra Terramar review

“You're joking – not another one.” That might well be your reaction to the Cupra Terramar – which is, indeed, yet another sporty SUV from Cupra.

It wasn’t long ago that the idea of a sports SUV seemed niche, but now we have the Terramar joining the Cupra Ateca, the Cupra Formentor and the all-electric Cupra Tavascan in the Spanish brand's model line-up. So what sets it apart from its siblings and rivals?

Well, for starters, it's closely related to the new Skoda Kodiaq and VW Tiguan under the skin, making it the biggest and roomiest model Cupra has ever produced.

Naturally, Cupra also wants you to believe that it’s sportier than other family SUVs. To that end, the Terramar inherits several design elements from the Tavascan, including triangular lights, a shark-like nose and aero wheels. Subtle? Hardly.

As with all things Cupra, the brand’s engineers say this is much more than just a rebranded Tiguan. The Terramar has been engineered to deliver a more engaging driving experience, with special attention to power delivery, suspension and steering.

So the real question is: is the Cupra Terramar thrilling enough to drive to stand out among the best family SUVs, including the Kia Sportage and Volvo XC40? Read on to find out...

As long as you’re not looking for a diesel (or an electric car), the Cupra Terramar’s engine range has you covered. The line-up starts with three non-plug-in options: a 1.5-litre mild-hybrid with 148bhp driving the front wheels, and a 2.0-litre four-wheel-drive version, available with either 201bhp or 262bhp.

Then there's a front-wheel-drive 1.5-litre plug-in hybrid (PHEV), available in two flavours: 201bhp or 268bhp, both using the same hefty 19.7kWh battery. Whichever version you go for, it’s rated for over 70 miles of electric-only range.

It’s a figure that matches the new Skoda Kodiaq and VW Tiguan PHEVs (they share the same battery tech) and easily beats plug-in hybrid versions of the Audi Q3, BMW X1, Range Rover Evoque and Volvo XC40.

At launch, we sampled the Terrarmar with both the 262bhp 2.0-litre engine and the 268bhp 1.5-litre PHEV and found that, despite having slightly less power, the 262bhp non-PHEV version is a more convincing sports SUV.

With a 0-62mph time of 5.9 seconds, it’s not "rip your face off” quick in the same vein as some performance-focused electric SUVs but it loves to rev. In Sport or manual mode, the seven-speed automatic gearbox is satisfyingly crisp.

That said, the PHEV has a character of its own. With max torque available from 850 to 4,750rpm, it pulls strongly in any gear and feels noticeably punchier than the non-PHEV in most give-and-take driving situations. We even like the fake five-cylinder engine noise piped in through the speakers. It’s like a Spanish soap opera: slightly ridiculous but packed with drama. 

However, as a "driver’s car", the PHEV does have one major weakness – its gearbox (unlike the non-PHEVs, it has six speeds rather than seven).

Cupra gives you the option of taking full manual control of the engine with the paddles, which is great in theory. But in reality it often overrides your inputs either upshifting too early or denying you a downshift when hammering into a corner.

Worse, the car will occasionally decide to cut the engine to coast even if you’ve pulled the paddle for a lower gear – a disconcerting feeling because in that moment you lose engine braking and therefore control of your speed.

It’s a good thing, then, that our Press car came with the Akebono Performance Brakes. The six-piston calipers combine with bigger perforated disc brakes (375mm x 36mm) compared to standard options (340mm x 36mm) and they’re powerful and easy to modulate.

We experienced no brake fade despite hammering them for hours on end. The only catch is that they’re available only on the range-topping VZ model or the limited-run America’s Cup Edition.

In terms of handling, the Terramar is more capable than fun. Like other Cupra car models, the steering is light and accurate, there’s plenty of grip, and body roll is well-managed, allowing you to carry some serious speed across country. The PHEV, with the extra weight of its batteries, is a touch less alert through quick changes of direction but still a few steps above a Hyundai Tucson or Kia Sportage and on par with the BMW X1 xDrive30e.

Perhaps the Terramar’s most impressive trait, though, is what you might call its duality. If you pop the car back into Comfort mode you’re left with a surprisingly refined family SUV. Despite riding on big 20in wheels, it glides over rough roads with minimal fuss and there's little float over undulations. Even in its stiffest mode, it rides more comfortably than a BMW X1 on its equivalent adaptive suspension.

However, we should point out that our Press cars were range-topping VZ and models and as a result featured the VW Group’s latest adaptive dampers (Dynamic Chassis Control). How cheaper variants will ride on their passive suspension set-ups is something we’ll only find out when we drive the car in the UK later this year.  

It’s also worth highlighting that the large wheels and tyres of the range-topping models do drum up a touch more road noise than in a VW Tiguan, Skoda Kodiaq or Volvo XC40 – although it’s far from obtrusive. And if you opt for the PHEV, day-to-day driving offers much of the smoothness and silence of a full electric SUV.

“The Terramar in its sportiest trim isn’t the most expressive sporty SUV I've driven, but it has awesome brakes, great body control and plenty of grip. All of that means you can show an averagely driven hot hatch a clean pair of heels on a country road.” – Neil Winn, Deputy Reviews Editor

Much like the exterior, the Cupra Terramar’s interior exudes a distinctly sporty vibe. The dashboard is noticeably more driver-focused than in a VW Tiguan, with the air vents and the central touchscreen angled towards the driving seat.

While it doesn’t quite match the premium build quality of a Volvo XC40 (there are a few too many plastic pieces of trim taking central stage), overall there’s an appealing mix of materials that give the Terramar a more upmarket feel than the Tiguan and the Skoda Kodiaq. 

For those craving a sportier driving experience, the standard sports seats are a welcome feature. You can sit relatively low behind the wheel, and the seats' chunky side bolsters provide excellent support during sharp cornering. Cupra has also cleverly designed the centre console to rise up and meet the dashboard, giving you a cocooned feeling. 

It's not all positive. Unlike the new Kodiaq, the Terramar lacks physical buttons for climate controls. Instead, you have to tweak the temperature using the 12.9in infotainment touchscreen – a rather distracting operation to conduct on the move.

And while the screen itself is bright and clear, it’s not as configurable as the closely related systems in the Tiguan and Kodiaq. Crucial functions such as switching to electric mode are buried in menus, for example. 

On the plus side, we’re pleased to report that Cupra has resisted the temptation to put touch-sensitive buttons on the Terramar's steering wheel. Instead, the flat-bottomed wheel features proper physical buttons and rollers that operate with a well-damped action. You also benefit from extra thumb-able buttons to start the engine and switch between drive modes, and the gearbox’s drive selector is on an easy-to-operate stalk. 

If you’ve driven other Cupras, you’ll notice that the digital driver's display is essentially unchanged from earlier models, but as they say: "If it ain’t broke, don’t fix it." They’re more configurable than the digital dials in the BMW X1 and easier to read than the head-up display in the Mini Countryman. 

“I think it’s a shame that the Sennheiser 12-speaker audio sound system only comes as standard on the VZ and America’s Cup Edition because it produces a lovely warm sound with a pleasing amount of three-dimensionality through the mid range.” – Neil Winn, Deputy Reviews Editor

Even Peter Crouch won’t struggle for head or leg room up front in the Cupra Terramar, and when it comes to storage, it's equally generous. The door pockets are big enough to swallow a large bottle, there’s a cubby beneath the centre armrest, and there’s a place for two cupholders under the central air vents.

Rear-seat passengers aren’t left wanting either. Leg room is generous, and there’s ample space to tuck your feet under the front seats. Even with the panoramic roof, a six-footer won’t be brushing the ceiling. For longer trips, the centre armrest folds down with its own pair of cupholders and a neat slot to prop up your phone – ideal for binge-watching videos on the go.

That said, the middle-seat passenger might not be in heaven. Sure, the bench is flat enough for short trips, but they’ll still have to deal with a minor floor hump.

Versatility is a win though: all versions come with 40/20/40 split-folding rear seats. Forget the simpler 60/40 splits in a Cupra Ateca or Volvo XC40 – in the Terramar you can slide, recline and fold the seats flat with a quick pull of the handles in the boot.

Now, about that boot space. At 608 litres for non-PHEV models, it’s not as cavernous as the 652 litres you get in a VW Tiguan but it’s a good, square space with no annoying load lip. Even the PHEV models keep a flat floor – although you do lose the adjustable boot floor and the volume drops to 400 litres because of the large battery below it.

“If you often carry lots of luggage, I think it's important to note that plug-in hybrid versions of the Terramar get a slightly smaller boot than the petrols.” – Neil Winn, Deputy Reviews Editor

An entry-level Cupra Terramar costs a touch more (we’re talking hundreds rather than thousands) than a VW Tiguan with the equivalent engine. Like for like, it's more expensive than a Mini Countryman or Skoda Kodiaq but on a par with an equivalent BMW X1 or Volvo XC40. 

We’ve yet to receive the official fuel economy figures for the entry-level engine but we would expect it to be comparable to an equivalent Tiguan – so we’re talking around 45mpg. The more-powerful 2.0 262bhp model (badged 2.0 TSI 265PS) we sampled at launch is a little less abstemious, with an official figure of 34mpg.

Company car drivers will find themselves drawn to the plug-in hybrids (PHEVs) because their electric-only ranges and reasonably low CO2 emissions place them in a lower BIK tax bracket than other Terramars and a whole host of rivals, including the BMW X1 xDrive30e, the Kia Sportage PHEV and the Range Rover Evoque PHEV. The PHEVs also have a maximum charging speed of up to 50kW on a CCS charger, allowing for a full charge in 26 minutes. 

There are five trim levels to choose from, kicking off with V1. It nets you keyless entry and start, LED headlights, an electric tailgate with virtual pedal, three-zone climate control, a heated steering wheel, wireless phone-charging, adaptive cruise control and rain-sensing wipers.

That would be enough for us, but if you want heated front seats, a head-up display, electrically adjustable seats and wraparound ambient interior lighting you’ll need to step up to V2. 

VZ1 is the automatic upgrade if you go for one of the more powerful engines (265PS or 272PS) and gets 19in wheels, matrix LED headlights and adaptive dampers (DCC).

VZ2 gets even bigger 20in wheels, performance tyres and leather seats, while range-topping VZ (only available with the most powerful PHEV engine) gets a panoramic sunroof, a Sennheiser sound system, Akebono brakes and midnight black metallic paint. 

The Terramar is too new to have been included in the family SUV class of our 2024 What Car? Reliability Survey but Cupra finished mid-table in 17th place out of 31 car makers. 

The safety experts at Euro NCAP have not yet tested the model but the closely related VW Tiguan scored the full five stars.

All Terramars come with automatic emergency braking (AEB) and lane-keeping assistance, as well as traffic-sign recognition and a system that monitors driver fatigue. You also get blind-spot monitoring and rear cross-traffic alert to warn of approaching vehicles behind you.

“The range-topping VZ is far from cheap but I’d be tempted to dive in head first just so I could have the superb Akebono brakes and the brilliant Sennheiser sound system.” – Neil Winn, Deputy Reviews Editor

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