On the face of it, you probably should not buy this week’s review car. But all is not quite as it seems.
The new CUPRA Terramar 1.5 eTSI is the entry-level version of what is a classy looking compact SUV now – and this model had mild hybrid technology (MHEV)
No, this tested version is not a PHEV (plug-in hybrid). You need to be careful about that distinction because there is also a plug-in option in the lineup. And there is only a couple of thousand euro in the difference of the respective models’ prices.
So I wouldn’t blame you at this stage at thinkling that the PHEV would be a better buy given that you get a lot more power and the potential to do all sorts of saving on fuel (some, admittedly, beyond the remit of ordinary humans). And because this translates into seriously low emissions (again I’ve never been able to get anywhere near them) both the buying price and the road tax are drastically below what they would be with a more conventional engine set-up. This is all made possible by the benign taxation system for PHEVs as things stand.
Against such a portfolio of credentials, the MHEV version is up against it in no uncertain terms.
But you do get you get a slightly more powerful and efficient engine deployment thanks than you would get with a straightforward 1.5-litre powerplant. That’s due to the MHEV system contributing boosts at critical times and consequently lessens the load on the engine, thereby reducing emissions by a few percent (depending on how you drive).
Frankly, I must say, it is not up to an awful lot much more than that, though anything that cuts consumption has to be welcomed these days.
The MHEV version manages 150bhp but that comes nearly all from the engine alone. It is down the revs and at times of more need that mild hybrids come into play. However, it can’t be plugged in and charged (like a PHEV). It uses a small 48-volt battery to recover energy during deceleration, in addition to helping the engine at low speeds.
I would see it as being more a car for the price-sensitive buyer who likes the look of this SUV – the interior is smart and particularly well laid put – but doesn’t want the performance you get from a PHEV, nor the discipline demanded from a plug-in to extract maximum benefit by charging it regularly.
I think CUPRA recognise this by just having the one 1.5eTSI ‘Terramar’ mild-hybrid while there is a PHEV model in that trim as well as in the range-topping VZ spec.
So that’s that then? Over and out?
Well, not quite. The PHEV’s larger battery pack and accompanying elements for plugging in to charge, encroaches a fair bit on boot space. With the MHEV you have clear space which yields a large and versatile boot and no reduction on rear seating.
I felt my drives in the MHEV perfectly acceptable, especially on poorer and windy roads. Yes, it lacked a real punch when the right foot was applied with brio, but I honestly don’t that is anything but a minor tick as I don’t think there are many family-car drivers who have performance that high on their ‘must haves’ when buying a car of this size and function.
It may be a mid-size SUV but it is primarily a family carrier that just happens to be a tall, somewhat muscular crossover that lends itself to great vision of the road ahead. Call it what you like, that is the reason for the multitudes of crossovers/SUVs. Drivers love the seat height which affords them a greater sense of control and safety integral to the design of the cars themselves.
Among the many CUPRA rivals are the likes of the Volkswagen Tiguan, Toyota C-HR, Mazda CX-5, and possibility the Kia Sportage, Hyundai Tucson and Toyota RAV4.
Offsetting the CUPRA against the others is, in some measure, the distinctive copper badging designs outside and within. With a dark, special metallic paint, adorned with copper inlays it certainly has a presence.
They have a more-than-decent cabin too. The only criticism of that is that it could do with a bit more natural light; the back of the cabin in particular can be quite dull.
That doesn’t apply nearly as much to the front where screens shed light on proceedings, lift the look of everything and are pitched so you can glean information quickly.
The screens comprise a 12.9ins infotainment system with illuminated sliders and a digital cockpit.
I mentioned rear legroom earlier but it is worth adding that while the backseats split and fold –they can slide forward and rear-words to augment space for larger passengers or tighten it to accommodate additional luggage, awkward objects or smaller occupants.
My version had textile bucket seats which were sturdily comfortable and a much better fit than I thought when I first sat in.
With no obtrusive battery pack under the boot floor or rear seats (as there is in the PHEV), they have designed it so it can work over two levels. Again, it’s the practical sort of addition that people like to have in their boot. The lower part of the floor yields maximum space.
Terramar prices start from €47,500 while the test car, with options, comes in at €51,640. It is a fair old whack of money but makes up for some criticism of cost with an interior whose materials look and feel classy.
It is fairly well laden with standard spec which includes CUPRA drive profile, front LED headlights, rear 3D LED lights, parking sensors, rear-view camera, 18ins sport black matt alloys, black roof cloth, multi-function sports steering wheel with satellite buttons, keyless Go, wireless Android Auto and Apple CarPlay, wireless charging (15W fast charge), Cupra Connect, cruise control.
The optional equipment is where they greatly enhance the look, with Dark Void special metallic paint and 19ins alloys (as opposed to standard 18ins) dark tinted windows, and a special Edge Pack that had keyless advanced, 3-zone Climatronic air con, ACC, interior wrapround lighting, pure performance (Matrix HD Lights and Dynamic Chassis Control, intelligent Drive (intelligent park assist), trained park assist, side/exit assist, rear traffic alert, top view camera.
It won’t set the pulses racing and the MHEV is more a token gesture than anything markedly dynamic.
And while it yields to the PHEV it is that bit less costly and is more practical as far as boot space is concerned.
But I can see the PHEV winning many battles against it largely because of the relatively small price gap.
