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 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...

What’s new

- January 2025: 201bhp 2.0 TSI petrol engine joins range with four-wheel drive

- November 2024: Terramar orders open. Choice of 148bhp eTSI DSG, 201bhp e-HYBRID and 268bhp e-HYBRID engines, all with 1.5 TSI petrol engine, or 261bhp 2.0 TSI with four-wheel drive. V1, V2, VZ1, VZ2 trims

- September 2024: Terramar debuts

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 19.7kWh battery. Whichever version you go for, it’s rated for over 70 miles of official 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, it's not quick in the same vein as some performance-focused electric SUVs but it does love to rev. You’ll want to keep the seven-speed automatic gearbox in Sport or manual mode though, because otherwise it’s quite indecisive and slow to change gear.

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 4750rpm, it pulls strongly in any gear and feels 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. 

However, as a "driver’s car", the PHEV Terramar 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 using 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.

It’s also quite annoying that all versions occasionally 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 fairly accurate, there’s plenty of grip, and body roll is well-managed, allowing you to carry 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.

If you pop the car back into Comfort mode, the Terramar sits on the firmer side of things, but you’re left with a decently refined family SUV. We’ve yet to try it on the smaller 18in alloys, but on the big 20in wheels it does a pretty good job of smoothing out rough roads and removing float over undulations. 

We should point out that most of the trims that come with the bigger wheels also feature the VW Group’s latest adaptive dampers (Dynamic Chassis Control). We'll update this review once we've drive version with standard passive suspension.

It’s also worth highlighting that the large wheels and tyres of the range-topping models 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.

Arguably our biggest demerit for the Terramar is its brake pedal, because it gives you almost no feel and you have to press it a long way down before it starts to bite. As a result, it can be hard to slow down in a predictable and smooth manner.

“The Cupra Terramar in its sportiest trim isn’t the most expressive sporty SUV I've driven but it has great body control and plenty of grip. It can certainly show an averagely driven hot hatch a clean pair of heels.” – Lawrence Cheung, New Cars 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.

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) but there’s an appealing mix of materials that give the Terramar a more upmarket feel than the Tiguan and the Skoda Kodiaq. It 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. On V2 trim or higher they have electric adjustment with memory settings.

From the driver's seat you get a clear view ahead, and the large side windows aid visibility when you're looking over your shoulder. All versions come with front and rear parking sensors. V1 and VZ1 trims have a rear-view camera while all other trims get a surround-view camera.

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 when you're driving.

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.

The screen itself is bright and clear, although it’s not quite as configurable as the systems in the Kodiaq and Tiguan, and some crucial functions (such as switching to the hybrid’s electric mode) are buried in menus.

On the plus side, 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 get 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. They certainly add to the sporty feeling of the interior.

Every Terramar has a 10.3in digital driver’s display, and it's clear to read and well laid out. On all trims except V1 and VZ1 the display is configurable, and better than the equivalent in the Range Rover Evoque and Volvo XC40.

Going for V2 trim or higher adds a head-up display to help you keep an eye on your speed while still looking ahead on the road.

“I think it’s a shame the Sennheiser 12-speaker audio sound system only comes as standard on the VZ and America’s Cup Edition. It produces a lovely warm sound with a pleasing amount of three-dimensionality in the mid range.” – Dan Jones, Senior Reviewer

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, two cupholders and a wireless phone-charging tray.

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 that to 642 litres by lowering the height-adjustable boot floor and sliding the rear seats forward. That's almost a match for the 652 litres of storage you get in a VW Tiguan.

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. If you slide the seats forward it goes up to 490 litres.

“If you often carry lots of luggage, I think it's important to note that plug-in hybrid versions of the Cupra Terramar have a smaller boot than the others.” – Oliver Young, Reviewer

The Cupra Terramar is priced in line with equivalent versions of the BMW X1 and Volvo XC40 but is more expensive than a Mini Countryman or Skoda Kodiaq. And while the cheapest Terramar costs a few hundred pounds less than a similarly specced VW Tiguan Match, the Tiguan range has a lower starting price overall.

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

Company car drivers will find themselves drawn to the plug-in hybrids (PHEVs). Their excellent official 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% top-up in 26 minutes. 

There are five Terramar trim levels to choose from, with entry-level V1 netting you 18in alloy wheels, keyless entry and start, LED headlights, an electric tailgate, three-zone climate control, a heated steering wheel, 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 (258bhp or 268bhp). 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 our 2024 What Car? Reliability Survey but Cupra finished mid-table, in 17th place out of 31 car makers.

Every Cupra comes with a five-year, 90,000-mile warranty as standard. That’s more generous than you get from most car makers (three years is the norm) but not as good as Kia’s seven-year warranty.

Like the closely related Tiguan, the Terramar achieved the full five-star rating when it was assessed by the safety experts at Euro NCAP.

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.” – Will Nightingale, Reviews Editor

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