From £37,3458

Cupra completes its model range with a big sibling to the Ateca

The market, arguably, is not in need of another C-segment SUV. We already have the Volkswagen Tiguan, Kia Sportage, Ford Kuga, Nissan Qashqai, Volvo XC40, BMW X1, Skoda Karoq, Audi Q3, Toyota RAV4, Jeep Compass, Renault Arkana, Mercedes GLA, Citroën C5 Aircross, MG HS, Hyundai Tucson, Peugeot 3008 and several others besides. But this glut of competition hasn’t deterred Cupra, which is already represented by the Tiguan-adjacent Ateca, and has now launched the Cupra Terramar for a two-pronged attack.

This appears to be overkill, but there are good reasons why the Terramar exists. Back in 2018, when Cupra was repositioned as a stand-alone entity rather than a performance sub-brand of Seat, the Ateca was the first model it launched. In the seven years since, Cupra has evolved in terms of design both inside and out, its digital array, the powertrains and, to some extent, the dynamic identity of the cars. In short, the Ateca no longer feels particularly ‘Cupra’, while the Terramar does.

So what exactly do we have here? In effect, the Terramar is Cupra’s flagship, although you could say it occupies this position jointly with the all-electric Tavascan, which is similarly sized but has a sharper look to it at the front and a sloping roof where the Terramar has traditional, SUV-style C-pillars. You can’t yet have the Terramar in pure-electric form, although we already know that this will change for the second generation, when the model will move upmarket as it shuffles onto the same platform that underpins the Porsche Macan Electric and Audi Q6 E-tron. As things stand, the Mk1 Terramar is due to be the last new Cupra product fitted with an internal combustion engine.

Advertisement
Back to top

Whether you opt for an engine alone or pair it with an electric motor is up to you, and there is the choice of front- and four-wheel drive as well, plus a couple of suspension options. It’s typical VW Group fare, although we have come to like how Cupra sets its cars up in terms of steering, ride and handling, and there’s potential for the Terramar to be something of a driver’s choice in this chock-full class. That wasn’t quite the case with the eHybrid 272 we have previously tried, but here we test a four-wheel-drive version of the Terramar, with essentially a detuned VW Golf R engine and some usefully versatile adaptive dampers.

DESIGN & STYLING

7
Cupra Terramar review 2024 003

It’s worth defining the Terramar in relation to its Cupra rangemates, because the hierarchy is not obvious. In length and width, the new car slots in between the cheaper, lower-slung Formentor and the electric Tavascan, although it is also the widest of the three. The differences are minimal, however, and each of these cars has a similar footprint, with the Formentor and Terramar even having the same wheelbase (the Tavascan’s is a touch longer on account of its EV-specific mechanical packaging).

Built in Audi’s Gyor plant in Hungary, the Terramar uses the latest iteration of the MQB Evo platform, which means it’s powered by a range of familiar powertrains. There are three options that don’t need plugging in: a 1.5-litre mild-hybrid four-cylinder petrol with 148bhp driving the front wheels, and a four-wheel-drive 2.0-litre with either 201bhp or 261bhp. Then there’s a 1.5-litre plug-in hybrid with either 201bhp or 268bhp. Both options use the same generous, 19.7kWh (usable) battery as the latest VW Golf, VW Tiguan and Skoda Superb, and so are rated for more than 70 miles on a charge.

The Terramar sports some rather impressive lighting hardware, which has become a calling card for Cupra. The three-triangle signature for the headlights is one thing, but the multi-layered element in the tail-lights is even more striking, and standard across the range.

For the 261bhp 2.0-litre TSI car we have here, four-wheel drive comes in the familiar form of a Haldex-sourced, hydraulically controlled multi-plate clutch that engages the rear axle when required. It allows the Terramar to split available torque equally between the axles, with the precise amount dictated by data relating to steering angle, wheel slip and of course any yaw the chassis might be experiencing.

What the Terramar doesn’t get, at any trim level, is the dual-clutchpack, torque-splitting rear axle first seen on the Mk8 Golf R. This can direct all of the available rear-axle torque (that is, up to half of what the engine is generating at a given moment) to either rear wheel. Only the Formentor and the Leon estate are available with this hardware, as well as the EA888 engine in full, 329bhp Golf R-matching output.

As for suspension, in comparable spec, the Terramar’s body sits 10mm lower than the Tiguan, both cars being underpinned by the MQB Evo platform, and from VZ1 grade up the Cupra is fitted with the twin-valve dampers that form the basis of the highly variable Dynamic Chassis Control (DCC). The Terramar also introduces a new-for-Cupra front suspension upright that dials in greater camber, as well as a new control arm for keener initial steering response. On this 2.0 TSI version, and also the 268bhp eHybrid, you can option six-piston front brakes from Akebono (made famous by the McLaren P1), which ups the discs’ diameter from 340mm to 375mm. Our example doesn’t have them, and we will see just how well the standard units bring the car’s as-tested weight of 1737kg (1675kg claimed) to heel. In any event, Cupra doesn’t skimp on rubber for its more potent Terramar, at least in VZ2 trim – this car is fitted with Continental’s excellent SportContact 6 tyres.

INTERIOR

8
Cupra Terramar review 2024 006

Cupra’s recent wares have perhaps the most distinctive interiors of all the VW Group coterie, majoring on unusual colours and plush materials (Audi has gone all in on piano black plastics, while Skoda and VW itself are solidly unmemorable). Our VZ2-grade car’s burgundy upholstery, fluid stitching patterns and copper details were a bit louche for some testers but you can’t say Cupra isn’t making an effort. The cockpit is also fairly driver-oriented and has some interesting technical textiles made from recycled plastics. It feels inviting and high-quality, and gives you a reasonably low driving position for something that is, after all, supposed to be an SUV. The sports seats are also nicely supportive, with plenty of adjustment, and there’s a decent amount of storage. It all combines to make the Terramar feel like the urbane ‘GT’ of the C-SUV class.

As has become the norm, nearly everything is controlled through the centre screen, which has had a significant update compared with previous generations of Cupras but still has room for improvement.

Copper-coloured elements are integral to Cupra’s colour palette but they feel chintzy here, and perhaps undermine the atmosphere of what can be rather a rewarding driver’s car

The dreaded touch bar remains and looks a bit cheap compared with the rest of the interior but the main screen interface is fairly logical. A bar at the bottom gives you instant access to the climate controls and heated seats, and a permanent bar at the top lets you choose up to three shortcuts. Swiping down reveals even more customisable shortcuts. Some of the menus are too complex, but most frequently used functions are easily accessible, including the ADAS controls, which can also be usefully accessed via the spoke of the firm, contoured steering wheel. Here you’ll also find the switchgear for the car’s ‘predictive’ adaptive cruise control and lane keeping program.

Ergonomically, the Terramar does nothing to change the game, but it does have a trick up its sleeve. The rear seats slide 150mm fore and aft, as well as reclining and folding in a 40/20/40 pattern. It means you can achieve a competitive amount of leg room, or up to 642 litres of boot capacity if you also set the split-level floor to its lowest position and slide the seats forward. That’s within spitting distance of the larger, less athletic Tiguan. The PHEV models aren’t so capacious, mind. With the battery to house, there’s no extra underfloor storage, meaning you’re limited to 400 litres.

ENGINES & PERFORMANCE

7
16 Cupra Terramar PHEV 2024 review engine

This more powerful 2.0-litre TSI Terramar is comfortably the most convincing version of the car we have yet tested. The characteristics of the EA888 are as they ever were, with accessible, consistent torque delivery being prioritised over much in the way of ‘shape’ in the power curve, but it is done to impressive effect. Our test car, helped by a launch control function, surged to 60mph in 5.6sec and 62mph in 5.8sec, beating the manufacturer’s 5.9sec claim. Had Cupra been generous enough to fit the Terramar with the 329bhp version of the powertrain found in the Formentor and Leon ST, we would expect those figures to be a second or so quicker, but even so, this is not a sluggish car, particularly by class standards, and it has prodigiously easy drivability. With four-wheel drive and good rubber, straightline traction is also never an issue, even in the damp.

The Terramar’s performance is aided by a capable dual-clutch automatic gearbox that goes about its business without fanfare. This extends to the shift paddles, which are somewhat uneventful to pull in light of the flamboyance of Cupra’s approach to cabin design elsewhere. But perhaps that’s not worth crying over, because although you can initiate a manual mode, the car’s brain never seems to give you full control, and will always upshift at the 6500rpm redline besides.

I’m surprised Cupra wasn’t allowed to screw more power out of this EA888 unit. In the past, Seat was always given reasonably free rein with its sportier hatchbacks, some of which were very hardcore indeed. Around 310bhp would set this model apart.

Given the strait-laced effectiveness of the engine itself, perhaps the most memorable element of the Terramar’s performance is the synthetic engine and exhaust notes piped into the cabin. This feels more forgivable in a slightly frivolous, pseudo-sporty crossover than it does in a serious performance car like, say, a BMW M5, and the Terramar’s made-up sonic output is, in truth, among the rortiest and silliest around. Yet pushing the mode-select button that hangs off the steering wheel and engaging Cupra mode (available only on VZ models) does up the fun factor and lends some engagement to the car’s lightly boosty throttle response and uniform delivery.

Ultimately, although the hottest Terramar is down on spec-sheet power compared with rivals from BMW, Mercedes-AMG and Mini, on the road it feels plenty quick enough and decently good fun.

RIDE & HANDLING

8
Cupra Terramar review 2024 016

In our experience, the front-drive, hybrid-powered Terramar isn’t the most enlivening device on a good B-road. The balance is one of mild understeer and there’s an inertness to direction changes that you don’t get so much with lower-riding models such as the Leon, or even the Formentor. Anybody weighing up the Terramar as a more spacious, more lavish upgrade from traditional hot hatch fare won’t find a lot to get excited about here.

The pure-petrol 4Drive Terramar, especially when fitted with the more powerful engine and Cupra’s version of the VW Group’s DCC, is a different proposition. All Terramars have a gratifying weight and speed to their steering (by class standards, at least), and our test car carved into bends accurately before establishing an easy mid-corner balance, then driving out with lots of traction and an ability to keep its nose on your chosen line. This car wears its driven rear axle lightly: it only really manifests on the power rather than off it, which is how you would want it. Turn in on a trailing throttle and the Terramar won’t rotate like a true hot hatch, but it gestures towards that kind of balance. The rear axle then supports the balance as you exit, although the oversteer antics permitted by the famous torque splitter are of course absent.

I rather liked this car, mostly because of its relative simplicity – a 2.0-litre turbo motor, a decent dual-clutch ’box plus four-wheel drive, and nothing more complicated. Feels strangely old-fashioned these days.

There is therefore little point in wringing the Terramar’s neck, but that’s fine because the car works best at a committed canter. Much of this is due to the DCC, which can

seem overwhelming at first, with its multitude of damper settings, but does allow you to set the Terramar up very nicely for British country roads. Light steering, the most responsive engine mode and damping response just a touch softer than the default mode (so closer to Comfort than Cupra) lets the car flow in a controlled manner, giving you a communicative level of weight transfer but with reassuring resistance to roll and pitch. In this way, you can make fast, satisfying, surprisingly comfortable progress in any conditions, which is surely what a car like this is all about.

Comfort and stability - 4 stars

We have touched on stability, which is generally excellent, the car responding predictably even if you go out of your way to unsettle it on a circuit (only in VZ cars can the ESC be turned off entirely). The Terramar’s fundamental level of comfort is also high. Outright visibility isn’t as good as it is in many rivals (Cupra has aimed to instil that cosseted feel with a high scuttle and beltlines). However, the ergonomics are fine for long-distance work and, by slackening the dampers to just a notch or two below the standard Comfort setting on the DCC menu, you can earn yourself a cushy, flowing ride quality that feels in keeping with the car’s near-£50,000 positioning.

On its 20in wheels, our VZ2 car’s ability to deal with potholes and threadbare road surfaces wasn’t quite as impressive but was still at an acceptable level given the performance-leaning remit. The Terramar is never conspicuously lacking in rolling refinement.

Part of that is down to noise. At 70mph our car recorded 66dBA, compared with 65dBA for the Audi Q5 TDI we tested recently, and exactly equal to the electric Skoda Elroq, riding on smaller wheels.

 

MPG & RUNNING COSTS

8
Cupra Terramar review 2024 001

The Terramar range starts with the 1.5 eTSI mild hybrid in V1 trim at £37,885, which is similar to a VW Tiguan with the same engine, or a BMW X1 sDrive20i. The entry-level hybrid with 201bhp is then priced from £44,165, which is slightly more than the BMW X1 xDrive25e, but then the Cupra is better-equipped and has a much longer electric range. It’s rated for 76 miles, which is impressive. The more powerful hybrid is about £2500 more and is simply not worth the extra outlay.

The 261bhp high-performance petrol tested here is priced from £46,745, which is a good bit cheaper than the X1 M35i and Mercedes-AMG GLA 35, but then those are also more powerful. Meanwhile, the Mini Countryman John Cooper Works, which shares its mechanicals with the BMW, is slightly cheaper.

It means that, at £49,395, the VZ2 Terramar, which has the engine you would really want, slots in where you would expect, and comes well equipped. It’s comparatively economical, too. A touring economy of 35.0mpg compares well with the 37.6mpg of the Skoda Octavia vRS Estate we tested earlier this year (the same engine but considerably lighter and with a smaller frontal area). In everyday use you can expect to do even better, with our dedicated test returning 38.8mpg, for a range of 500 or miles.

Our only real reservation concerns the 329bhp Leon ST’s existence. It’s priced almost exactly in line with the Terramar and offers almost as much space, but is the quicker, better-handling machine.

VERDICT

8
Cupra Terramar review 2024 017

The quickest Terramar in the line-up is enviable family transport. It serves up a strong blend of ride comfort, cross-country performance and practicality, and does so with an interior that rises above the slightly staid norms of the class.

There’s attention to detail here, too: in the steering and the damping, which would seem to have been set up by people who know the value of driving dynamics that are quietly satisfying and never irksome or tiring. The 2.0-litre Terramar has a breadth that would make it just as at home on a British B-road as on a glass-smooth French autoroute, and we like that about this GT-ish crossover.

That said, the proposition would be stronger still if Cupra had given this top Terramar the extra oomph we know exists in this motor. And also perhaps the VW Golf R’s playful torque splitter.

Richard Lane

Richard Lane, Autocar
Title: Deputy road test editor

Richard joined Autocar in 2017 and like all road testers is typically found either behind a keyboard or steering wheel (or, these days, a yoke).

As deputy road test editor he delivers in-depth road tests and performance benchmarking, plus feature-length comparison stories between rival cars. He can also be found presenting on Autocar's YouTube channel.

Mostly interested in how cars feel on the road – the sensations and emotions they can evoke – Richard drives around 150 newly launched makes and models every year. His job is then to put the reader firmly in the driver's seat.