2025 (75) CUPRA Terramar 2.0 TSI 265 VZ1 5dr DSG 4Drive

The Terramar is CUPRA's most important combustion model yet. Jonathan Crouch drives it.

Ten Second Review

The CUPRA Terramar joins the brand's Formentor model in the mid-sized SUV class. It probably has a broader appeal than any previous combustion-powered CUPRA model and aims to offer something a little sportier and more interesting than the VW Group crossovers it's based upon.

Background

In a sense, CUPRA has come full circle here. In 2019, the brand launched its first model, a borrowed re-badged design from parent company SEAT, the CUPRA Ateca. Half a decade on, CUPRA is very different, now global, selling in the US and set later this decade to effectively replace the marque that originally sired it. It's not just a sporting nameplate anymore, so you'd expect the replacement for the CUPRA Ateca, this car, the CUPRA Terramar, to be more than just the niche, sporty mid-sized SUV its predecessor was. Perhaps the biggest news to start with is that it's not electric - not in the full-EV Born and Tavascan sense anyway. First, because CUPRA thinks it has enough full-battery products of this size; and second because, like every other brand, the Spanish maker is alarmed by the way that EV sales have stalled, while interest in Hybrid models is on the up. So that's what we've got with the usual VW Group engineering presented here, duplicated most closely in this segment by the mechanically-identical third generation Audi Q3 model that rolls down the same production line as the Terramar, in Gyor, Hungary. Both cars also share plenty with the Skoda Karoq and the Volkswagen Tiguan.

Driving Experience

The engines here are all familiar VW Group units - which means that there's no self charging full Hybrid: just a base mild hybrid, the top PHEVs and more dynamic 2.0 TSI turbo units for those who want to match the sporty styling cues to outright performance. Unlike Volkswagen, Skoda or Audi, CUPRA doesn't think you'll want a diesel. Where the Terramar aims to differentiate itself is with its drive experience. The ride height of the MQB Evo platform has been lowered by 10mm over what it is with this model's cousin VW Group SUVs. Plus there's a Dynamic Chassis Control system with two-valve shock absorbers which work in a range of drive modes. All models get 'Comfort', 'Performance', 'Individual' and 'Off road' settings, plus the top VZ variants add an all-out 'CUPRA' mode too. In addition, across the range steering has been sharpened, properly supple multi-link rear suspension is included and an electric brake booster aims to enhance response and braking feel during regenerative harvesting. Engine choice kicks off with a 1.5-litre 48V mild hybrid with 150PS - or there's a couple of 2.0 TSI 4WD variants with either 204PS or (for the fastest VZ version) 265PS and '4Drive' 4WD. The VZ makes 62mph in 5.9s en route to 151mph. Two e-Hybrid PHEVs also feature, with either 204PS or 272PS and can go up to 74 miles on a charge from the 25.8kWh battery pack. The 272PS e-Hybrid makes 62mph in 7.3s en route to 134mph. All models drive via a DSG auto gearbox.

Design and Build

CUPRA says the Terramar design isn't as 'disruptive' as that of the slightly larger Tavascan, but you'll still probably think it looks quite sporty, certainly more so than the cloned VW Group models it shares its engineering with. There's 4.5-metres of body length, so it's slightly larger than the old CUPRA Ateca and also bigger than a Skoda Karoq; not quite as compact as it looks then. The usual CUPRA stylistic signatures are present and correct - a front light design made up of three triangles and a rear light bar that incorporates the CUPRA badge. The profile is distinguished by a single distinct haunch over the rear wheels and large alloy rims of between 18 to 20-inches. And inside? Well it's not as adventurous as a Tavascan, but it's certainly more interesting than its VW Group segment cousins. More driver-focused too, thanks to fairly low-set, supportive sports seats that have plenty of adjustment and can be classily upholstered. The cabin feels inviting, helped by smart use of ambient lighting and CUPRA's usual copper-coloured accents. And there's the latest Wolfsburg-sourced screen tech for the instrument display and the big 12.9-inch central monitor. Wireless 'Apple CarPlay' and 'Android Auto' are standard-fit, along with a 15-watt phone charging mat that can cool your handset while it's powering it up. A fiddly touch slider features below the centre screen, but it is at least illuminated. High quality plastics feature on the upper dashboard, but coarser harder ones are fitted lower down. There's a reasonable amount of room in the back for an SUV of this size, plus the bench slides and the backrest reclines. The boot is large too - 540-642-litres (depending on the position of the rear seat), though that falls to 400-490-litres for the PHEV version (which does without the adjustable-height boot floor).

Market and Model

As we tested this car in Summer 2025, Terramar pricing was starting from just under £38,000. Which might be a little more than you could have been expecting and begs the question as to why, if you wanted a mid-sized CUPRA crossover of this kind, you wouldn't instead choose the brand's existing and only slightly smaller Formentor model, which as we reviewed this car was priced from around £34,500. We'll leave that question hanging in the air and go on to tell you that there are four main Terramar trim levels - 'V1' or 'V2' if you want the lower-powered engines; and either 'VZ1' or, as in this case top 'VZ2' if you want more kit and the higher-powered units. As we compiled this review, CUPRA was also still selling a couple of plush limited-run 'First Edition' and 'America's Cup Edition' models. Let's try and break down the model line-up a bit for you. The base Terramar price we just gave you is of course for the simplest, most straightforward engine, the 1.5-litre eTSI mild hybrid petrol unit (there are no diesels - which isn't always a given for VW Group products). Be aware that the asking figures rise pretty steeply if you want any of the other available powertrains. Adding an electric motor and a 25.8kWh battery pack to that 1.5-litre engine to create the Terramar e-HYBRID PHEV boosts the entry price a lot - as we filmed, to just over £44,000 - and that's with the lower-output 204PS version of that powerplant; it'd be around £47,000 if you wanted your Terramar e-HYBRID PHEV with 272PS, a more powerful unit reserved for the plusher VZ trim levels. If you're not bothered about plugging your Terramar in but would like it with more power and 4WD, then you'll be directed to one of the 2.0-litre TSI units; there are two, one with 204PS (starting from just over £42,000 as we filmed); and an uprated 265PS 2.0-litre TSI unit (that's what we tried), which is another engine reserved for the plusher VZ trim levels and was priced from just under £47,000 as we compiled this review.

Cost of Ownership

The next generation version of this car will be an EV. And this MK1 Terramar can function much like an EV for suburban duties in its E-Hybrid PHEV form, thanks to up to 74 miles of potential EV driving range (which falls to 71 miles with 'VZ2' spec). Hence the rather ridiculous-sounding combined cycle figures quoted for both Plug-in Hybrid variants - between 565mpg and 706.2mpg. In reality, expect to get the sort of returns you'd have previously expected from a good VW diesel in this segment. More relevant is the E-Hybrid's quoted 10-11g/km CO2 emissions figure. And when driving, you can save battery charge for later use in your trip via the car's central touchscreen. When the E-Hybrid's 25.8kWh battery is flat, then obviously all you'll be driving is quite a heavy petrol-powered small SUV - in which guise you'd probably be returning in the 35-45mpg bracket. Remember too that this PHEV variant has a relatively small 45-litre fuel tank (compared to the 60-litre tank of the TSI versions), so ultimate range won't be huge. The E-Hybrid model's battery is DC fast charge-compatible at up to 50kW - which allows a 10-80% charge in 26 minutes. It can be AC-replenished at home using a 11kW wallbox in 3 hours 40 minutes. That jumps to around 8 hours if you're using a more common single-phase 7.4kW wallbox. Obviously, the efficiency figures for the conventionally-engined models are way different. The base 1.5 eTSI mild hybrid manages up to 46.3mpg on the combined cycle and 139g/km of CO2. For the 2.0 TSI 4Drive 204PS model, it's up to 37.7mpg and 172g/km of CO2. And for the top 2.0 TSI 4Drive 265PS variant, you're looking at up to 33.2mpg and a best of 191g/km.

Summary

You can't help thinking that the Terramar might originally have been conceived as a SEAT, before the countdown started towards the end of that marque's existence as a purveyor of conventional cars. We also can't help thinking that this car might have suited SEAT badging a little better. It tries its best to uphold CUPRA's sporty copper-coloured brand virtues, but the driving experience delivered by front-driven Terramars struggles to live up to that rebellious vibe. Which leaves only the styling and the copper-themed packaging to differentiate this model from the Skoda, Volkswagen and Audi mid-sized SUVs it shares virtually all its engineering with. If that's enough and you can see the point of paying more for this car over CUPRA's perfectly acceptable and only slightly smaller Formentor model, then your view on the sweet spot in the Terramar range will depend on whether you prioritise the driving involvement that's much more in evidence in the 2.0-litre TSI variant. If you don't care about that but like the look of this CUPRA, then stick with one of the lower-order versions; cars that lack the rather dull, clinical feel of similarly-engineered lower-spec Karoq, Tiguan or Q3 models. In summary, there's probably a place in the market for the Terramar. Just not the place that a decade ago, we thought a CUPRA model like this would be.