Letโs start with a very rough personality test by chewing on two questions.
One, are you the type to look back at your own Instagram story and think: โYeah, I really cooked with that oneโ? Two, did your earlier years of motoring also happen to be punctuated by some enthusiastic driving and minor run-ins with authorities?
If your answers happen to be an easy โyesโ, and youโre in the market for a new car amid pressure to be more sensible, or at least appear more sensible โ then the VW-owned, Barcelona-based Cupra might have you covered.
Until now youโve been thinking to yourself: โMaybe itโs time to jump into a RAV4?โ Your uncle had one of those. An EV? Youโre not ready to rip that internally-combusted band-aid just yet.
Enter the Cupra Terramar.
Sharing its underpinnings with its cousin, the Volkswagen Tiguan, this mid-sized SUV needs to come out swinging in a sector offering a level of choice bordering on overwhelming.
The companyโs international director for sales, Erdem Kizildere, lays out Cupraโs proposition neatly. โItโs aimed at the biggest market, but not the massesโ. The companyโs own research describes likely Terramar customers as โself-rewarding, image-seeking, and not primarily driven by functional attributesโ.
I could think of a few more efficient synonyms, one of which starts with โVโ and ends with โainโ, but given Iโd neatly fit such a description, Iโll show restraint if only for my own benefit.
A first look at the car, painted in a moody, deep purple aptly named โDark Voidโ reveals an edgy design offering presence and character that doesnโt descend into gaudiness. An aggressive lower grille tucked underneath a shark-nose leads an angular, slightly pumped-out aesthetic offering not so subtle clues as to the carโs dynamic intentions.
A frustrating oversight though, particularly for owners of the top-trim VZ model keen to tell the world they forked out an odd $68,000 for โthe best oneโ, is an eye-catching plastic rear diffuser filling the spaces usually reserved for exhaust tips, falsely hinting at the existence of a higher-spec car with visible exhaust tips, and the possibility the owner is, in fact, a disgusting cheapskate.
This minor exterior gripe aside, stepping inside reveals a beautifully cohesive continuation of the carโs design language. A cleverly-woven pattern on the steering wheel is the focal point of a driver-focused cabin smattered with visual and tactical treats presented via unconventional, yet intuitive geometric shapes, often perforated or brushed in striking copper accents. The almost athletic-looking seats are the right mix of supportive and comfortable, while thereโs just enough room in the cabin to seat four adults, and should those four adults enjoy musicโฆthe speakers are decent too.
With a drive departing the mid-winter misery of the Melbourne CBD towards the (literally) greener pastures of scenic farmland and through the Yarra Ranges, I was given the chance to test both Terramar models currently in Australia โ the $54,000 base Terramar S, as well as the full-fat VZ. It was a tale of two opposites.
The all-wheel-drive VZ, powered by a 195kw twin-turbo motor that can propel the car to 100km/h in a respectable 5.9 seconds is sprightly, capable, and engaging enough to keep the enthusiast flame burning. The ride is superb, the grip on offer inspires confidence, the steering is direct and weights up nicely through the quicker stuff, while the brakes are sufficient in wiping off speed. More bite can be had for an extra $4,200 courtesy of Akebono, but Iโm skeptical customers after a mid-sized SUV under $80,000 will be clamouring for such an option.
Drive modes are adjustable, while โCupra Modeโ, engaged via an inviting button on the steering wheel, offers a more taut dynamic experience when the occasion calls for it. The drivetrain becomes more responsive and the steering more weighty, but the ride becomes needlessly harsh and the artificial engine sound pumped through the cabin needs better harmonisation with the amount of throttle input to feel believable โ good fun nonetheless.
The base model, $54,000 Terramar S, on the other hand, is mostly show with hardly any go. Its 115kw mild-hybrid powerplant is the frugal option, but offers a totally uninspiring performance at odds with its tough exterior. 100 kilometres an hour arrives in 9.2 seconds, while a manual downshift takes two to three business days, switching from โComfortโ to โSportโ mode (Cupra mode is not available on the Terramar S) brings about no discernible change in driving dynamics, and the Kumhos sticking the car to the road simply arenโt up to the task of even slightly aggressive cornering.
Those looking for a stylish, more cost-effective way up to the shops well within the confines of the law might find a happy-medium here, but enthusiasts should look elsewhere, or potentially towards the mid-range, 150kw Terramar V if budget permits.
By introducing a charming, slightly left-of-field vehicle into a growing market of enthusiastic, image-conscious drivers now after something a little more practical, Cupra might just be on to something with the Terramar โ watch this space.
