• Choice of petrol-power only for the Terramar
• Quickest model uses VW Golf GTI engine
• Focuses on precision more than involvement

Petrol engines

The Cupra Terramar comes with a choice of petrol engines only – there is no diesel and no pure-electric version.

The most pragmatic choice is the entry-level 1.5-litre eTSI. This is a 150hp turbo, with the eTSI identifying it as a mild-hybrid model – meaning it has an extra-keen stop-start system and an additional battery that can provide a little extra response and torque (pulling power). Both features that help save fuel.

While we haven’t driven a Terramar with this motor fitted, we have a vast amount of experience with it in other Volkswagen Group products: it’s smooth, quite eager to rev, and capable of reasonably economy. A good choice for most people, although it will likely feel a touch sluggish when this family SUV is fully loaded.

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The 1.5 eTSI 150 is front-wheel drive only, but like all regular Terramars you do get a seven-speed DSG automatic transmission fitted as standard. It will do 0-62mph in 9.3 seconds, which isn’t very fast by modern standards – reflecting a fairly hefty kerbweight of over 1.6 tonnes.

Need all-wheel drive and more oomph? There are also two 2.0-litre TSI turbo petrols that fit the bill. The first has 204hp, the second – which we’ve been testing – has 265hp; both are fitted with 4Drive, which is Cupra’s name for Volkswagen’s 4Motion all-wheel drive system. This is an active system that balances power between the wheels as demand and grip levels require. However the 2.0-litre Terramar’s are not hybridised at all, so they will drink more fuel.

Performance is improved, with 0-62mph taking 7.3 seconds in the 204hp version and just 5.9 seconds in the 265hp variant – making the latter the fastest Terramar currently available. Perhaps most tellingly, the 265hp Terramar’s substantial 400Nm of torque (pulling power) means it feels muscular at all times and unstressed by steep hills. This makes it noticeably effortless to drive, especially when travelling in a relaxed manner.

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Moving on to the e-Hybrids, the 272hp version might have the most power on paper but a kerbweight of 1.9 tonnes thanks to the battery needed for their plug-in hybrid system means performance is stunted slightly. These use a combination of 1.5-litre turbo and electric motor for their motivation, and even with the instant torque this offers, 0-62mph takes 7.3 seconds – rising to 8.3 seconds for the 204hp variant. These models get a six-speed DSG automatic.

We’ve tested the higher-powered e-Hybrid and found it to be pleasingly brisk with greater traction than the equivalent Tiguan. Even in electric-only mode there’s enough poke for most scenarios, and the engine isn’t too hesitant to fire up if you need more go. However, we’d suggest also the 204hp version will be more than quick enough for most drivers as well as being usefully cheaper.

What’s it like to drive?

• Modern adjustable suspension on many models
• Very grippy and predictable, if a little firm
• Covers ground quickly, but ultimately a bit forgettable

The 265hp engine available in the Terramar is the same as that fitted in the contemporary Golf GTI – but that doesn’t mean this Cupra SUV is a genuine substitute for a hot hatchback. As family 4x4s go, it’s quick and very capable, but there’s little drama or genuine charisma of the kind that will make you get up early on a Sunday morning to make the most of the roads being quiet.

Compared with the Tiguan, the Terramar features 10mm lower suspension. Cupra favours firmer settings generally as well, so the ride will be a little stiffer. However, if you opt for one of the VZ models you’ll get the latest Dynamic Chassis Control (DCC) as standard, which features motorsport-derived two-valve dampers with a wide range of adjustability from soft to hard.

A selection of pre-set driving modes – which can be chosen via the touchscreen or a dedicated button on the steering wheel – alter the comfort level, engine response, engine noise, steering and other parameters automatically, while the Individual mode allows you to tailor things further by mixing and matching the various options.

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In most cases you’re given a choice of three variations: Comfort, Performance and Cupra, which get progressively more aggressive. But there are only two modes for the transmission – normal Drive and racier Sport that holds onto gears longer and downshifts more rapidly, easily switched between by flipping the steering-column-mounted lever – while the DCC adjusts beyond the softest and hardest defaults.

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Part of the fun of this is trying it all out and adjusting the car to your preferences, so although we can’t imagine many owners are still fiddling with this many days into their custodianship, the various driving modes do make a difference to the feel of the Terramar.

For instance, the regular steering mode is too light and numb for us, but the firmer suspension settings that come along with the Performance and Cupra driving modes aren’t always the best fit for bumpy British roads. Similarly, we wanted a little more artificial engine noise in the cabin but found the Cupra variation of this too annoying. So we swiftly created an Individual mode that used the Cupra steering and engine response, the Sport engine noise, and a suspension setting verging more towards Comfort but not quite that soft.

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No matter what you do, you’re unlikely to create a lairy monster; Cupra’s watchwords are performance with precision, and that’s what you get from the Terramar. The all-wheel drive system – which also has normal and performance settings in addition to an overarching Offroad driving mode – and the carefully tuned suspension generate a lot of grip, so you don’t have to work very hard to cover ground at speed here. The PHEV doesn’t feel quite as agile on account of the additional weight, yet it still feels precise and better tied down than the equivalent Tiguan.

But nor do you ever really feel that involved, leaving the overall experience effective but rather forgettable; although it does feel sharper and keener than the Tiguan it’s not a huge differentiator. If you want a truly enjoyable SUV to drive of this sort of size, the BMW X3 would be our recommendation – but the cheapest version of that is currently over £12,000 more expensive than the entry-level Terramar, so you do have to pay a lot more for the privilege. The older but much affordable Ford Kuga is also worth considering.