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.

So far, we’ve sampled the most powerful versions of the Terramar, with the 262bhp 2.0-litre TSI engine and the 268bhp 1.5-litre PHEV. We found that, despite having slightly less power, the bigger-engined non-PHEV version is a more convincing sports SUV.

With a 0-62mph time of 5.9 seconds, the TSI isn’t "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.

While the PHEV is marginally slower (0-62mph takes 7.3 seconds), it does at least have 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, upshifting too early or denying you a downshift approaching 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 car came with the optional 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 heavy use for hours on end. The only catch is that they’re available only on the range-topping VZ models or the limited-run America’s Cup Edition.

In terms of handling, the Terramar is more capable than fun. As with 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 remains supple enough to ride more comfortably than the brittle-feeling BMW X1 on its equivalent adaptive suspension and doesn’t thump violently or get deflected by mid-corner bumps. As a result, this set-up lends the Terramar a very polished feel as it flows down a country road.

However, we should point out that our range-topping test cars featured the VW Group’s latest adaptive dampers (Dynamic Chassis Control). How cheaper variants will ride on passive suspension is something we’ll only find out when we drive the car in the UK.  

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 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 Cupra 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 centre stage), overall there’s an appealing mix of materials that give the Terramar a more upmarket feel than the Tiguan, the Skoda Kodiaq and even edges ahead of the Cupra Tavascan electric SUV. 

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. Go for V2 trim or higher for electric adjustment (with memory settings) to make life even easier.

You get a clear view ahead, while relatively large side windows help visibility when looking over your shoulder. All versions come with front and rear parking sensors, as well as a rear-view camera to help with parking.

Cupra has designed the centre console to rise up and meet the dashboard, giving you a cocooned feeling. Unlike the Skoda Kodiaq, the Terramar lacks physical buttons for the climate controls. Instead, you have to tweak the temperature using touch pads below the 12.9in infotainment touchscreen – a more distracting operation to conduct on the move.

At least the latest software now permanently displays the heated seat icons for convenience, unlike in earlier Cupras, which buried them in a sub-menu.

And while the screen itself is bright and clear, it’s not quite as configurable as the closely related systems in the Kodiaq and the VW Tiguan. In addition, some crucial functions (such as switching to the hybrid’s electric mode) are buried in menus.

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 thumbable 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 10.25in digital driver's display is essentially unchanged from earlier models, but as they say: "If it ain’t broke, don’t fix it."

It's clear to read and well laid out, as well as being more configurable than the digital dials in the Range Rover Evoque and Volvo XC40. Going for V2 trim or higher adds a head-up display to help keep an eye on your speed while still looking ahead on the road.

“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, a pair of cupholders and a wireless phone charging tray 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. The non-PHEV models come with a 540-litre boot, but you can increase this by lowering the height adjustable boot floor and sliding the rear seats forward.

Doing so increases it to 642 litres, which is closely behind the cavernous 652 litres you get in a VW Tiguan. The load area is a useful square shape, and with the boot floor in its highest position it sits flush with the entrance so there’s no annoying load lip.

The PHEV Terramars have a fixed-height boot floor but at least it’s positioned to sit level with the entrance. However the boot volume drops to 400 litres because of the large battery below it (and rises to 490 litres with the rear seats slid forward).

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

An entry-level Cupra Terramar V1 costs a little less (we’re talking hundreds rather than thousands) than a VW Tiguan Match developing the same power (there are cheaper Tiguans available). 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. 

When it comes to official fuel economy figures, the entry-level 1.5 eTSI engine is comparable to an equivalent Tiguan – achieving around 46mpg. The 2.0-litre 201bhp model (badged 2.0 TSI 204) dips to around 37mpg, while the 265 version is slightly lower, at around 33mpg.

Company car drivers will find themselves drawn to the plug-in hybrids (PHEVs). Their electric-only ranges (more than 70 miles) 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 have a maximum charging speed of up to 50kW on a CCS charger, allowing for a 10-80% charge in 26 minutes. 

There are five trim levels to choose from, kicking off with V1. It nets you 18in alloy wheels, keyless entry and start, LED headlights, an electric tailgate, 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 and wraparound ambient interior lighting you’ll need to step up to V2. 

The VZ trim levels are limited to the more powerful engines (265PS or 272PS). VZ1 is based on V1 but gets 19in wheels, matrix LED headlights and adaptive dampers (DCC). Meanwhile, VZ2 is based on V2 but gets even bigger 20in wheels, performance tyres and leather seats.

Range-topping First Edition (only available with the most powerful PHEV engine) gets a panoramic sunroof, a Sennheiser sound system, burgundy leather upholstery and Midnight Black metallic paint.

The limited-run America’s Cup Edition is limited to the more powerful 2.0-litre TSI and comes with matt grey paint, the sunroof and sound system upgrade, as well as the America’s Cup logo on the seats and front door pillars.

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 crash tested the Terramar but the closely related VW Tiguan achieved the full five-star rating.

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 brilliant Sennheiser sound system is available as an option on V2 trim but I’d be tempted to head up to VZ1 just to be able to add the superb Akebono brakes, too.” – Neil Winn, Deputy Reviews Editor

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