Cupra Born vs Gac M8

What's the difference?

The Cupra Born has so much going for it. An appealing price, long range, and super cool design chief among them.

I think the main thing holding it back will be that it doesn’t quite have the same out-and-out performance people have come to expect from a ‘hot hatch’ in the era of cars like the VW Golf R.

Importantly though, it delivers huge dollops of fun and driver engagement, something that's quite rare in the electric era.

The GAC M8 PHEV Luxury is a people mover that carves out a very specific niche, largely thanks to its plug-in hybrid powertrain and ambitious price point. It’s undeniably well specified and genuinely luxurious inside, but it never quite escapes its chauffeur-like identity as it's a vehicle built around passenger comfort rather than driver engagement.

Being a new brand in our market limits ownership appeal, at least for now. Where the M8 really impresses, though, is efficiency, and that alone may be enough to justify its unusual positioning.

To stand out, any new brand should make a statement when it comes to design, and Cupra goes above and beyond to grab people’s attention.

It needs to, because Cupra is faced with the task of standing apart from its Volkswagen Group stablemates, especially the likes of Audi and Skoda.

One look at the Born, and it’s clear the brand has done an admirable job of separating its aggro hatch from the more tame Volkswagen ID.3 with which it shares its underpinnings.

I love its pugnacious face, which is designed to pierce air resistance in a similar fashion to the face of the Kia EV6, complete with its frowny light profile, bronze Cupra typeface, and dimples on the bonnet.

At the side, there’s the choice of almost Tesla-like sweeping aero designs for the standard 19-inch wheel option, or complex 80s rally-inspired wheels for the 20-inch Performance Pack hoops. The square beltline is perhaps the only spot where you can clearly see the Born’s relation to its ID.3 cousin, but I think the contrast flourish on the C-Pillar, which interrupts the roofline and makes it look more coupe-like, is a masterful touch.

This piece also wears a fishscale-like pattern, which is a motif that works its way through the entire car. In fact, the pattern is more than just theme-work for the Born specifically, but a deliberate pattern to interrupt plain plastics, which goes a long way to making sure no matter where you look, there’s a visual appeal to every corner of this car.

The inside continues this thoughtful and genuine ethos. Any area where a normal car would use a fake leather, or even plastic textured to look like leather, has been presented in a completely different way. The driver-focused instrument console, for example, is clad in a padded neoprene material, which is not only honest, but gives the interior a very modern look and feel.

The recycled seat materials offer a similar touch, and are comfortable in their bucket arrangement, too, and the neoprene finish continues here as a contrasting trim.

The colour palette is rich, with vivid blues, deep reds, a light smattering of tame silver rather than chrome, while the Cupra Bronze permeates to the car’s badges and highlights touches throughout.

This tone won’t be for everyone, and if you don’t like it, or the colour schemes, or even the car itself, that’s fine by Cupra. It wants to be controversial, and for a niche set of buyers, and says this contrast is the point of its design choices. If the amount of Borns sold before the car even landed is anything to go by, they’re on to something.

The GAC M8’s design is… well, it’s out there. This isn’t a people mover that fades politely into the background. There are clear parallels with the Lexus LM, right down to the towering grille (complete with a vague hint of spindle shaping), which may well be the tallest grille I’ve encountered!

It’s a big unit, too, measuring 5212mm long, 1893mm wide and 1823mm high. The overall shape is sharply squared-off and prioritises presence over dynamism. It also comes standard with a full suite of LED exterior lighting.

The cabin claws back some design cred, though, as it’s downright plush with its semi-aniline two-tone leather upholstery - finished in a lush burgundy/black duo in our test vehicle. Accent panels vary between a diamond-design for the dashboard and doors, to suede soft-touchpoints and rose-gold inserts liberally scattered across the cabin. 

The only accent that doesn’t land is the large swathes of piano black on the centre console as it’s hard to keep clean.

There are some nice little surprises, too, like the fidget spinner-style crystal gear lever, which is surprisingly fun to fiddle with at traffic stops and two sunroofs with the rear fixed panel illuminating with internal ambient light.

Some of the finishes aren’t the best as there are joinery and door handles that don’t line up properly, which is surprisingly more annoying than you’d think once you notice it. But overall, the cabin feels well-considered and luxurious, even if the execution isn't always flawless. 

Thanks to the Born’s VW Group all-electric MEB underpinnings, which are designed to make the most of interior space, the Born is much bigger on the inside than you might assume.

Clever packaging means a tall roof, glasshouse window structure, and a significant amount of adjustability and comfort for the front seats, with the clever digital instrument panel which is distilled to a handful of elements, and rides atop the column itself, so it moves as the driver adjusts it to maintain visibility.

The large touchscreen is oriented toward the driver, and has nice clear easy to use elements, although it is unfortunate the volume, temperature, and fan speed controls are a touch-based panel, and not easy-to-operate dials.

The rear seat offers impressive room, even behind my own seating position, and there’s sufficient headroom for me also, at 182cm tall. The cool recycled trim and comfortable seats continue to the rear row, although this car’s main practicality downside also resides here.

Opting for either pack will remove the rear seat, instead providing you with an odd cutout between the rear seats, and a drop-down armrest with a ski-port behind. Very European.

The boot measures 385 litres (VDA) which is relatively large for a hatchback, and it offers a nice low floor, impressive considering the motor is mounted below on the rear axle, although there’s no additional frunk storage for the Born.

The front row has plenty of space and the seats feature heating and ventilation, making longer journeys comfortable. However, there’s no extendable under-knee support and only the driver gets lumbar adjustment. I’ve spent much of the week feeling like a chauffeur, as my husband and child insisted on sitting in the back!

The middle row is where the M8 really shines. The captain’s chairs are indulgent, offering full recline, footrests, heating, ventilation, and massage. Comfort is excellent, though the footrest extension limits space for the third row, and even at 168cm I found it a snug fit when fully reclined. Access is straightforward with grab handles and a low 143mm step-in height, though be mindful of kerbs as the doors aren’t forgiving when it comes to tall council strips.

The third row is one of the few that genuinely accommodates adults. Head- and legroom are ample, and the seats feel firm but comfortable, especially with the foldable armrest. Amenities aren't forgotten with four cupholders, two USB-A ports and directional air vents. Access requires sliding through the middle row, so it’s best if those seats are unoccupied, but otherwise it’s not too taxing.

Front-row storage is practical, with a mid-sized glove box, dual-opening middle console, cupholders and a clever phone cradle that integrates a wireless charging pad and cable routing for a tidy set-up. There’s also a USB-A and USB-C port and a 12-volt socket in the large shelf underneath the centre console.

The middle row enjoys three USB-A ports, a USB-C port, directional air vents, retractable sunblinds, tray tables (though not usable while driving) and climate control. Storage is decent, with six cupholders, one of which has heating and cooling, two map pockets, a pull-out drawer and a 220-volt AC outlet.

The 10.1-inch touchscreen multimedia system is serviceable but feels slightly small for the luxury segment. Graphics aren’t the sharpest, the layout isn’t always intuitive and some functions, like the heated steering wheel, require digging through menus. Wireless Apple CarPlay and Android Auto performed flawlessly throughout the week and the 12.3-inch digital instrument cluster is clear and well laid out.

Boot space is modest for a people mover, offering 280L with all rows in place which is enough for a small grocery run but not for a fully-loaded family outing. Folding the third row expands capacity to 1500L, though that leaves you with a four-seater. The loading height is low, which helps, but it has a tall lip which prevents it from being ideal for sitting on during tailgates or picnics. There’s a small underfloor compartment housing the tyre repair kit and a powered tailgate rounds out the package.

There are two grades available for the GAC M8, and for this review we’re in the flagship Luxury, priced from $83,590, before on-road costs. It’s an awkward vehicle to compare because, right now, it’s the only people mover on sale with a plug-in hybrid powertrain.

Its closest like-for-like rivals in terms of size, specification and middle-row captain’s chairs are the all-electric LDV Mifa 9 Luxe and Zeekr 009 (FWD), priced from $129,000 and $115,900, before on-road costs, respectively. Compared to them, the M8 presents strong value. The equation looks less convincing when it’s parked alongside the flagship Kia Carnival Hybrid, which starts from $76,630 MSRP, though the intended markets between the two are notably different.

GAC hasn’t held back on features in the Luxury grade. The front and middle-row captain’s chairs are power-adjustable and offer heating and ventilation, with the middle seats also gaining full recline, extendable footrests and a massage function. Curiously, the driver misses out on massage, though.

Other highlights include a front sunroof with manual blind, a second fixed glass roof, semi-aniline leather upholstery for the first two rows with leather in the third, and a heated steering wheel. Practical conveniences are well covered too, with powered sliding rear doors, a hands-free powered tailgate, acoustic Michelin 18-inch tyres (designed to reduce road noise), a 360-degree camera system, manual rear sunblinds, three-zone climate control and one-touch ‘reset’ buttons for the middle-row seats.

Technology feels thoughtfully specified rather than excessive. There’s a 12.3-inch digital instrument cluster, wireless Apple CarPlay and Android Auto, Bluetooth connectivity and an eight-speaker Yamaha sound system. Charging and power options include six USB-A ports, one USB-C port, a 12-volt socket and a 220-volt AC outlet. The 10.1-inch multimedia touchscreen looks larger than it is thanks to its housing, though it ultimately sits on the smaller side for a vehicle pitching itself at the luxury end of the market.

The Cupra Born is interesting, in that it’s a rear-wheel drive hatchback. This provides both fun driving dynamics as well as a hike in efficiency, and in Australia, we get only the most powerful motor setup available.

This is a unit that produces a peak of 170kW under boost mode, and 310Nm of torque. This is approaching Golf GTI levels of power output, to give you an idea, although the Born is also some 400kg heavier, blunting its hot hatch potential somewhat.

Both M8 grades share the same plug-in hybrid powertrain, pairing a 2.0L, four-cylinder, turbo-petrol engine with a single electric motor. Combined, they produce up to 274kW of power and 630Nm of torque which is impressive on paper, though it only manages 0‑100km/h in 8.8 seconds. Once the battery is depleted, outputs drop to a more modest 140kW/320Nm. Power is sent to the front wheels through a two-speed automatic transmission, and the M8 is not rated for towing.

To get the best performance from this type of set-up will require diligent recharging.

The Born’s astounding 511km driving range is afforded by its enormous 82kWh battery, which is more like the size of battery you would see in a much larger vehicle such as a Kia EV6 for example.

Thankfully though it’s not all brute force via capacity, this car is also reasonably energy efficient, with an official rating of 17kWh/100km.

Not all EVs can hit the WLTP numbers due to many variables from wheel size, tyre composition, and even temperature management, but even enthusiastically driving the demo cars on our launch saw numbers between 17 - 23kWh/100km. Nothing outrageous by any means. 

Expect a more thorough evaluation of the Born’s range and efficiency when we’re able to test one for a longer period of time at a later date.

When it comes to charging, the Born’s DC charger maxes out at 170kW, allowing a 10-80 per cent top up time of roughly 30 minutes.

Meanwhile its AC inverter tops out at 11kW for a slow charging time of roughly six hours from 10 - 100 per cent.

The Born uses a Euro-standard Type 2 CCS charging connector. Unfortunately, there’s no V2L function this time around.

The M8 is equipped with a Type 2 CCS charging port, accepting up to 6.6kW on AC and 39kW on fast DC power. Being able to use a DC charger is a definite plus for a plug-in hybrid and you can charge the battery on this type of charger from zero to 80 per cent in around 30 minutes.

Its 25.57kWh lithium-ion battery is generous for a plug-in, delivering an electric-only range of up to 106km (WTLP). With a combined cycle (urban/extra-urban) fuel consumption figure of 6.1L/100km and a 56L fuel tank, the M8 offers an overall driving range of more than 1000km which is excellent for a vehicle of its size. As with any plug-in, regular charging is key to achieving these figures; over my week of driving, I averaged 6.2L/100km, which is very excellent.

GAC recommends a minimum 91 RON unleaded petrol.

We’ve come to understand hot hatchbacks in certain terms, and these are defined by lightweight design, firm suspension, and over-sized engines in the front, usually driving the front wheels.

But the Born flips pretty much the whole formula upside down. It’s heavy, rear-wheel drive, not as powerful as perhaps it could be, and has comparatively forgiving suspension.

In fact, the Born has one of the most supple suspension tunes for an electric car in this price bracket, being much more comfortable and adept at absorbing rough conditions than a Model 3 or a Polestar 2 for example.

When it comes to power, it’s instantly responsive, as any EV should be, but in a straight line you won’t be outrunning even a base Model 3, or even a Golf GTI.

Whether it’s truly a hot hatch then will depend on how you define this concept, because so long as you don’t care about straight-line speed, the Cupra Born is an absolute blast.

Unexpectedly, this unusual formula works. The Born is a car with a completely different character to every other EV at this price. Rather than being tight and locked-down, the Born feels much more free and fun, with its ride and particularly its steering combining with the rear-drive push to make for a playful little car, with an organic feel to its feedback.

Again, unlike a lot of electric cars, the Born’s flexible approach to the road results in a car which demands much more from the driver. The traction control computer doesn’t conspire with the electric motors and brakes to sanitise the experience, this car will let you make mistakes within reason.

It’s possible to eke out a cheeky slide if you push it, for example, and the way the weight of the battery shifts the car around is more entertaining than unsettling, like it is in some small electric SUVs.

Even the regenerative braking is comparatively hands-off. It doesn’t have the single-pedal driving experience that some EV adopters are after, instead it will gradually taper speed off, relying on the driver to actually use the blended braking on the brake pedal itself, even when the car is set to the most aggressive ‘B’ mode. Again, this means the driver has to actually drive the car, jabbing the brakes in on sharp corners.

Around town, the M8 delivers plenty of power and is whisper-quiet when running in electric mode. Once the battery depletes or you switch over to the petrol engine, that sense of instant oomph fades. Overtaking on hills is achievable, but even with an empty car it can feel a little underwhelming.

Steering is light, but the car feels solidly planted in most situations. Handling isn’t as dynamic as a Kia Carnival and the M8 can feel a touch ungainly through bends, though it’s more than manageable for everyday driving.

Ride comfort is high, especially for passengers, due to forgiving suspension and a cabin that doesn't let a whole lot of road or wind noise in. The M8 is a comfortable cruiser.

Visibility is surprisingly good for a 5.2m-long vehicle with minimal blind spots from the driver’s seat. The bonnet and dash, however, stretch further than they appear, which can make judging the nose a little tricky at first.

Ground clearance is only 143mm, so it’s easy to scrape the nose over speed bumps or when parking. The 360-degree camera system is decent, but manoeuvring into tight spaces still requires some care as it fills out a space. You also have to leave about a metre of clearance behind you if you want to open the tailgate.

The M8 hasn’t been tested with ANCAP yet and is unrated but it has a good suite of safety equipment including seven airbags with the curtain airbags covering all three rows but unique for the class is another airbag across the rear windscreen. However, it misses out on a front centre airbag., which is a strange omission now.

Standard equipment includes big-ticket systems like blind-spot monitoring, autonomous emergency braking, forward collision warning, lane keeping aid, lane departure warning, traffic sign recognition, rear cross-traffic alert and a clear 360-degree view camera system with front and rear parking sensors.

There is a sound alert and driver seat vibration that activates for some systems which I found to be a good addition. There’s also four ISOFIX child seat mounts (two in each rear row) and a total of five top-tether anchor points. While the M8 has adaptive cruise control, it’s not well-calibrated and creates a middling on-road experience.

Cupra offers the Born with a five-year and unlimited kilometre warranty, as well as the choice of either a three- or five-year service pack. Interestingly, the three year pack, at $999, is the same price as it is for combustion vehicles in Cupra’s range, while the five-year pack is some $400 cheaper at $1590. Either way, this pack pricing isn’t outrageous when you break it down by annual cost, but many rivals in the electric space are offering free or very cheap servicing over the same period.

The GAC M8 is backed by a seven-year, unlimited-kilometre warranty, along with five years' complimentary roadside assistance, which is competitive against several of its nearest rivals. Service pricing has yet to be confirmed, though servicing is scheduled at 12-month or 15,000km intervals.

For now, the service network is limited, with around 10 centres nationwide, though GAC offers authorised servicing through third-party providers such as MyCar, which helps broaden access in the short term.