Cupra Tavascan long-term test: report 4

The Tavascan is Cupra's first electric SUV, with slightly sportier pretensions than many of its rivals. But will it be satisfying to live with? We're running one to find out...

Published22 July 2025

The car Cupra Tavascan 77kWh V2 Run by Allan Muir, managing editor

Why we’re running it To find out whether Cupra's electric SUV can combine sportiness and practicality in a more convincing way than the Ford and Volkswagen models that share its underpinnings

Needs to Be better to drive than the average electric SUV, as well as being practical and having a long enough real-world range to dismiss any concerns about charging

Mileage 1355 List price £53,845 Best price £52,095 Price as tested £56,175 Test range 265 miles Official range 339 miles

3 July 2025 – Rock around the clock

Lately, the predicted range readout in my Cupra Tavascan has been showing around 305 miles following a full charge of the battery at home. While it’s always gratifying to see such a healthy number on the instrument panel as I set off on any trip, it’s not the most accurate indication of how far I’ll actually be able to travel in my car; I’m getting more like 265 miles between top-ups, even in warm weather.

That’s slightly down on what some of my previous electric company cars managed in real-world use, but it’s plenty for my short commute and the sort of day trips out of London I tend to do most often.

Range may not be a concern, but the Tavascan’s ride is – specifically its body control. Occupants are subjected to a surprising level of side-to-side rocking and vertical movement on uneven or undulating roads. This motion – which results in me being bounced around quite aggressively at times – starts virtually as soon as I set off and is still present, to a lesser extent, even at higher speeds.

Switching from the default Comfort driving mode to the firmer Performance or Cupra setting tightens things up a bit, but at no time does the Tavascan feel as calm and composed as my old Renault Scenic and Toyota bZ4X did. Individual mode allows me to fine-tune suspension firmness via a sliding scale, but the pre-set Performance seems to be the best of an imperfect selection; its added tautness improves comfort, without the abruptness that you get at the top end of the scale.

The Tavascan’s credentials as a relaxing long-distance cruiser aren’t helped by relatively high levels of wind and road noise at motorway speeds, as well as unusually firm seat bases that take their toll on comfort. After an hour or two behind the wheel, I’m eager for a break, because my derrière is starting to protest in a way I’ve rarely experienced in most other cars.

That’s a shame, because the driving position otherwise suits me well, and I approve of the Tavascan’s steering wheel, which has a firm and not-too-thick rim that feels lovely to hold.

But even that could be better; the plasticky steering wheel controls are confusing and feel unpleasant to use, and I’m continually brushing some of them by accident and making unwanted changes. The audio volume, in particular, never stays at the same level for long.

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