Cupra Formentor vs Cupra Terramar

What's the difference?

The Cupra Formentor VZe Tribe Edition offers some great luxury features and is coupled with a plug-in hybrid powertrain that should entice those wanting something more efficient than the standard petrol grade. It's peak efficiency is only available with a fair amount of charging commitment, though, and the driving comfort isn’t always the best but its fun and looks hot. The price point also makes it appealing compared to its rivals.

There may be a lot of factors we don’t know yet, chief among them being price. One thing is for sure, though, the Terramar looks to be an intriguing and anything but dull mid-size SUV alternative for up-sizers or family buyers who love to drive.

While it might not be one of the more affordable options, it certainly makes the argument for a semi-premium alternative. Seems like Cupra’s last combustion car is certainly one worth waiting for.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Cupra Formentor sounds like a Transformers name and if it were one, it’d be a Decepticon, for sure. It’s way too sharply styled and sexy to be a good guy. 

The special-edition model sees it paired with black and copper 19-inch alloy wheels and every design aspect doubles down on its sports-car presence from the crisp pleating across the body, to the twin exhausts and shapely grille. And this sporty presence is what its rivals lack.

Head inside and you'll notice the biggest change from the standard VZe model are the sport bucket seats in the front and the blue leather upholstery that has been liberally applied across the cabin.

The dashboard features gorgeous copper accents and contrasting stitching while being headlined with large tech screens that immediately catch your eye.

The interior has a killer design but it's not one you'd call plush as the edges and surfaces are as sharp as they look.

The Terramar looks sharp. In the metal it’s clear this is a departure from its platform-mates, the Tiguan and Skoda Kodiaq.

In fact, with its rounded nose, sleek light fittings, and light-bar emblazoned and spoiler-fitted rear, the Terramar is looking, if anything, a bit Porsche in its silhouette.

Up front, the aggressive grille design is in part meant to evoke the fangs of a big cat, while down the side the ‘wave’ line in the bodywork of the doors is meant to not only look sporty but bring a unique highlight to the Terramar’s side profile.

Around the rear, the roofline culminates in a tidy spoiler piece, while the big rear diffuser references quad exhausts at the edges without actually featuring them.

The brand is also moving away from the standard gloss colour gamut, and onto something a bit unusual leading the charge with matt colour options and aggressive blacked-out wheel designs.

I, for one, love it. In a segment with so many derivative designs, the Terramar wears overt aggression, but at the same time measures it with an air of finesse and confidence. A design like this is hard to come by.

Inside, expect the usual Cupra highlights, and by that I mean expect the unexpected. Like its Formentor and Tavascan siblings, the Terramar’s interior is full of unusual textures, colours and materials.

Aside from the tidy steering wheel the brand has moved away from leathers, replacing soft-touch surfaces with a kind of Neoprene. It feels good and avoids feeling nasty through clever use of texture and colour.

The usual Volkswagen Group switchgear is here, new-generation big screens, with thankfully refreshed software which is both faster and easier to navigate than before. The digital dash elements, as usual, are the best on the market both in terms of design and customisation.

Even the seats have interesting shapes in a bucket-like design clad in a mix of neoprene and recycled ‘Seaqual’ fibres. Across the dash you can see highlight pieces not in chrome or gloss but in a kind of matt silver with a three-dimensional lizard-scale look.

Perhaps the best part of all of this is how evident it is that clear design thought has been given to every single piece of this car. It’s the opposite of the (supposedly) grand old days, where sticking another badge on a Tiguan would have done, and we’re all better for designs like this being in the market. 

For something that leans more towards a sports car than SUV in its styling, the cabin is still fairly practical when it comes to space and access.

Front occupants enjoy the best of each, though, and it's easy enough for a taller driver to get into a comfortable position.

The rear row offers excellent headroom but the legroom may be cramped for a tall passenger. It's best to think of the car as a four-seater as the middle armrest won't go down when there is a car seat installed.

In terms of seat comfort, fatigue will set in early on a long trip for front rowers as they are decidedly hard under the butt but the padding is a lot better in the rear row.

Overall, storage options and amenities are great throughout the car with the tri-zone climate control, heated front seats and steering wheel functions giving a premium cabin experience.

The glove box is extra large and can easily fit a small handbag and a manual while the middle console is on the small side. There are four cupholders and drink bottle holders (4/4) but the front cupholders need to be spaced out more to accommodate two cups properly. A few loose coffee lids were had!

In the rear you also get two map pockets and the boot has 345L of capacity available which is on the tiny side for a medium SUV! However, the wide boot aperture tricks you into thinking it’s bigger and the powered tailgate is always a handy feature.

Technology looks great but the multimedia system is finicky to use and one that takes a while to get used to. At first it's difficult to recognise what you have to touch to access the different menus available but the screen is responsive and the graphics are clear.

The built-in satellite navigation is easy to use, and the Tribe Edition also has wired/wireless Apple CarPlay and Android Auto, four USB-C ports, a wireless charging pad and a 12-volt socket.

Up front the presence of big blocky seats, easy-access touchscreens, and a bit more space available on this 'MQB Evo' platform adds up for a solid practicality offering for those in the front seats.

Storage comes courtesy of big bottle holders in the doors, two more with variable edges in the centre console with a small tray next to it good for keys or wallets, a wireless phone charging bay in front and an armrest console box behind.

It doesn’t have the insane modularity of its Skoda Kodiaq cousin, but the intent of the Terramar is to be much more driver-focused and it feels it.

Similarly, the back seat doesn’t feel as lavish as it does in many rivals. It’s still sufficient, at least in the outboard positions, for an adult my size.

At 182cm tall, I have a bit of airspace for my knees and plenty of arm-flailing room with soft-touch materials in the doors, but the bucket seats up front and dark headliner trim close in the space compared to other cars on this platform.

This second row is also on rails, but moving it forward even a little bit will eat significantly into the space you have.

Amenity-wise there are pockets on the back of each front seat, bottle holders in each door, adjustable air vents on the back of the centre console with a third climate zone back there, as well as dual USB-C outlets for powering devices. The armrest console offers two more cupholders.

Expect a pretty solid boot space, internationally measured at 508 litres which would position it up there in terms of mid-size SUVs despite its more coupe-style roof when compared with its contemporaries.

Sorry, we don’t have local pricing and specs. We don’t even know what variants it will be sold in.

What we can tell you is this won’t be your grandma’s Tiguan. The Terramar is set to sell its Cupra credentials, arriving in Australia with at least the 195kW/400Nm 2.0-litre turbocharged engine which also powers the Volkswagen Golf GTI.

The Australian division is also hoping it will be able to get at least one variant into this market “starting with a five” (the late $50,000 region) although it is unclear whether that will be for a punchy version or a potentially-planned entry-level 1.5-litre MHEV number.

From there it’s safe to assume that it will reach well into the mid-$60K region for the 195TSI version we tested for this review, and beyond especially for the plug-in hybrid version, which the local division is also keen to get its hands on.

Regardless, you can expect standard kit like LED headlights, big alloy wheels, some variation of the Volkswagen Group central touchscreen (the car we drove had a 12.9-inch unit similar to new Skoda and VW products), and a 10.25-inch digital instrument cluster. Expect wireless Apple CarPlay and Android Auto connectivity, built-in navigation and wireless charging.

The car we drove also had Cupra’s signature blend of non-leather and sustainable material choices to clad the seats and soft-touch surfaces. The front seats had power adjust in the high-spec pre-production example we drove, while the rear row is on rails, allowing you to maximise either boot space or rear passenger space.

Rivals? Well this is the interesting part, in this semi-premium part of the market there aren’t many, at least not directly.

In fact, the closest rival when the Terramar arrives will be its Volkswagen Tiguan platform mate, as entry-level Terramars will be priced similarly to very high-grade versions of mainstream options like the Nissan X-Trail, Hyundai Tucson or Kia Sportage.

Those in a similar semi-premium price-bracket include the Mazda CX-60 or Peugeot 3008/408, while you can even get into some appealing premium options like the Lexus NX in the early-$60K bracket, a part of the market also complicated by some very good EVs like the Ford Mustang Mach-E.

Tune back in closer to the Terramar’s Australian launch window, which we understand is late 2025, for all the local details when it comes to pricing and specification.

The VZe Tribe Edition is a plug-in hybrid that has an electric motor that produces up to 85kW/330Nm. This is paired with a 1.4L four-cylinder turbo-petrol engine. Together, they produce outputs of up to 180kW and 400Nm.

However, once the lithium-ion battery is depleted, those figures drop to 110kW/250Nm and you notice the difference on the open road. 

The Tribe has a smooth six-speed automatic transmission and can do a 0-100km/h sprint in 7.0-seconds. Not crazy fast but still fun.

Two powertrains have been revealed for the Terramar, including a 2.0-litre four-cylinder (195TSI) all-wheel drive version, which produces 195kW/400Nm, as well as a 1.5-litre four-cylinder plug-in hybrid which can put down a combined 200kW/400Nm.

Both have been confirmed for Australia, although we understand a 1.5-litre four-cylinder mild-hybrid (MHEV) version is also likely for production, producing 110kW/250Nm driving the front wheels alone. Check back closer to the Terramar’s Australian arrival - scheduled for late 2025 - for local powertrain details.

For the purposes of this review, the pre-production version we drove was a 2.0-litre, 195kW, all-wheel drive version.

Like all plug-in hybrids, you get the best efficiency if you recharge the Tribe often. If you want to get close to the official combined (urban/extra-urban) fuel cycle figure of 1.9L/100km you need to charge it every single time you use it.

Following this procedure over 347km of a mix of open and city driving, saw the real-world usage pop out at 2.3L/100km, which is outstanding.

However, the second half of the week saw 336km travelled and no recharge and the real-world usage stepped up considerably to 6.0L.

With its 40L fuel tank, you have a theoretical driving range of up to 2105km but expect less in real-world conditions. Worth noting Cupra recommends a minimum 95 RON unleaded petrol for this model.

The Tribe has a lithium-ion battery with a usable 10.9kWh capacity and the claimed pure EV range is up to 58km, as well as, a claimed 14.1kWh energy consumption figure.

Over my week with it, the consumption hovered around 22.8kWh/100km when cruising on the highway going 100km/h.

The 195TSI version tested here has a combined fuel consumption number of 8.8L/100km in its international spec sheet and it requires mid-shelf 95RON unleaded fuel.

If that’s a bit high for you, the plug-in hybrid version uses a new-generation PHEV set-up from VW Group, with claimed fuel consumption as low as 0.5L/100km.

It's equipped with a relatively large 25kWh battery pack allowing a WLTP-certified driving range of 112km in electric-only mode.

It is capable of charging up on an AC unit at a rate of 11kW for a charge time of 2.5 hours, while on a fast DC charger (rare for a PHEV) it can top up in just 26 minutes.

The VZe Tribe Edition is happiest in the city and when you have a full battery. This is when it feels the most responsive with its power delivery. In the city, it’s quick and sure-footed. 

However, once that battery hits empty and you’re on the open road, the power is there but it stops feeling as fun.

The firm steering keeps it nimble and the driver's cockpit makes you feel well connected with what the car is doing but the ride comfort is like the design, not what you'd call plush.

The suspension is firm and you feel every bump in the road. Road and wind noise are also pretty high and in general, you feel a bit weary at the end of longer trips.

The visibility is good despite having narrow windows but a car seat or passenger in the back seat compromises the rear view vision. 

The Formentor shines in a tight car park with its 10.7m turning circle and compact proportions. The 360-degree view camera system is also most welcome but the quality of the feed is reflective of the grade level.

The eyebrow-raising factor about Cupra building a mid-size SUV is that it seems to be the antithesis of the brand’s aggressive and sporty philosophy. Sure, it gets away with the Formentor, but only because the crossover proved to be quite distinct from something like its VW T-Roc platform-mate.

Perhaps I shouldn’t have been surprised to find the brand has done it again. As soon as you sit in the Terramar it’s clear this SUV isn’t your average family hauler.

The bucket-style seats immediately hug you, the dash is set nice and low giving you a clear view of the road ahead, and the steering wheel, which the Terramar shares with every other Cupra model, feels suddenly smaller, but just-right under hand.

As soon as you set off, things improve. The 195TSI engine is a belter, and works very nicely with the dual-clutch auto to provide a solid basis for hard acceleration.

While DCT transmissions in the past have been notable for laggy engagement, this latest version (common to other new VW Group products, like the incoming third-generation Tiguan) has been smoothed out, making it feel almost like a traditional automatic from a standstill.

The steering is superb. Not only does the wheel feel ergonomic under hand, but the steering itself is ultra-sharp, making even an SUV this size respond with a feline reactivity.

Wide (255 aspect) tyres reinforce the Terramar’s confidence in the corners, and accelerating out is met by the dual-clutch allowing you to properly ride out the gears, paired with an agreeable engine note.

Standard adaptive dampers feature, giving the Terramar more of a sophisticated feel of the road than many of its platform-mates, although with large wheels and a sportier Cupra-specific damper set, there is a concern that it may ride hard on Australian roads. On the quality European tarmac we tested it on, however, it was comfortable enough.

Sound insulation in the cabin seemed up to the task as well, with the Terramar providing a nice ambiance for countryside driving thanks to low levels of tyre roar and wind noise.

Factors against it? The rear window aperture is a bit small making visibility directly rearward a bit limited, and the lack of physical control dials for core climate and multimedia functions can be distracting when you’re trying to alter them on-the-go.

Other than these small detractors, though, the Terramar is an impressive mid-size SUV. It’s comfortable and quiet, but has attitude in spades and attacks the road with a certain level of confidence well outside the realm of most family haulers in this size-bracket.

It might not be the most affordable option in this category when it arrives, but a keen driver whose budget doesn’t quite stretch to a Porsche Macan will appreciate what the Terramar has to offer.

Don’t expect the Terramar to fall short on the safety front with active standard items including freeway-speed auto emergency braking, lane keep assist with departure warning, blind-spot monitoring with rear cross-traffic alert and exit assist, as well as adaptive cruise control, traffic sign assist and more.

It also scores the standard array of six airbags with an additional centre (interaction) airbag, however the Terramar is yet to be rated by Euro NCAP or ANCAP so check back closer to its local arrival to see how it performs.

The Formentor has a five-year/unlimited km warranty but it’s becoming more common to see longer warranty periods being offered now.

You can pre-purchase a three- or five-year servicing program. The three-year program costs a flat $990, averaging $330 per service. The five-year option averages costs $1990, averaging $398 per service which is reasonable for the class.

Servicing intervals are good at every 12-months or 15,000km, whichever occurs first.

Cupra currently offers five-year, unlimited kilometre warranty in Australia, which we expect will extend to the Terramar when it arrives Down Under. 

We also expect it to have the same service pack regime, which is most affordable when pre-packaged at the time of purchase. Check back at its local launch for pricing and further details.