Cupra Terramar vs Volkswagen Id.4

What's the difference?

The Cupra Terramar VZe looks fantastic on the road and confidently handles most things you throw at it. The plug-in hybrid set-up offers a nice blend of performance and efficiency. But… when you start digging into the price and ownership promise and what you do (and don’t) get for your money, it doesn’t always feel like the most compelling package. Sexy and sporty? Definitely. Value-for-money? Mmm.

It’s been a long wait for the Volkswagen ID.4 Pro, but it’s one that’s paid off. It's an electric SUV that delivers on the essentials - comfort, smart features, and an effortless driving experience. But it also keeps charging times, range, and running costs firmly in the 'very liveable' camp. The ID.4 Pro manages to feel polished and personable, which is a great combination.

Design is one of the areas where the Terramar makes a strong first impression. It’s sharply styled, and very much aimed at buyers who aren’t quite ready to let go of their sportier tastes, even if their car choice suggests otherwise. The stance is wide, the proportions are tidy and those 20-inch copper alloy wheels do a lot of the heavy lifting visually.

Up front, the grille features a triangular LED lighting signature that, for anyone who grew up with it, looks a little like the Triforce (Zelda). Around the back, there’s a full-width light bar with a 3D illuminated logo which enhances the overall 'cool-edge' style the Terramar has.

Inside, that same theme carries through. The cabin is clean but still visually interesting, with plenty of soft-touch materials and leather throughout. Copper-coloured accents are used generously but not to the point where it feels overdone and give it a firm identity.

The optional panoramic roof lifts the space and the 12.9-inch central display sits front and centre, giving the cabin a properly high-end feel.

The ID.4 Pro leans toward the pillowy end when it comes to exterior shape but it’s as cute as a button. Soft curves aren’t uncommon in this segment, and the overall effect is friendly yet grown-up.

A chrome accent strip running from the roof to the C-pillars adds interest, as do the matrix headlights, which look a bit like Transformer eyes. They’re adaptive too, so they put on a little light show when you start the car - a fun party trick.

Around the back, customisable rear light profiles will earn nods from the cooler kids.

Step inside and the cabin shines. Space is generous, and any 'cute' impressions fade fast as it’s clear this cabin means business.

Visually, it’s slick and considered, with premium materials like leather, suede, and synthetic trims setting the tone. There’s still a touch of Volkswagen fun, though. Look out for the Pause and Play icons on the brake and accelerator pedals.

It feels airy and open, especially with the panoramic sunroof option, and both displays are impressively sharp. You might expect a larger digital cluster, but the 5.3-inch instrument screen does a surprisingly good job, keeping things tidy and focused on the drive.

I'm also quite fond of the adjustable front armrests, which can be folded up and out of the way when not needed. A small touch, but it adds to the car’s flexible, family-friendly feel.

In terms of practicality, the Terramar feels a little mixed depending on where you’re sitting.

Space and comfort first. The front row is where it feels most at ease. The sport seats are supportive, with enough adjustment to stay comfortable on a longer drive and the added heating and driver’s memory function round things out nicely. That said, elbow room can feel a little tight if you’re sitting alongside someone broad-shouldered.

The rear row is more of a compromise. Legroom behind my driving position is on the tighter side, and for context, I’m 168cm, though headroom holds up reasonably well, even with the panoramic roof. The shape of the seat base and storage cut-outs also make the bench feel narrower, so it’s better suited to two adults than three.

Storage is about what you’d expect, without really exceeding it. Up front, the glove box is the largest cubby, supported by a centre console, a phone cradle and a pair of cupholders, although they’re different sizes, so only one emotional support bottle will fit.

In the rear, it’s a similar story. You get a couple of bottle holders and cupholders, but you miss out on map pockets.

On the tech and amenities front, most functions are housed within the 12.9-inch media display. The graphics are clear and the touchscreen is responsive, though the touch-based climate controls underneath it can be fiddly at times. That said, the overall layout becomes fairly intuitive after a short adjustment period, even if physical buttons would still be welcome.

Connectivity is well covered, with wireless Apple CarPlay and Android Auto, the former holding a steady connection during my time with it, along with built-in navigation. Charging options are solid, too, with four USB-C ports across the cabin, a 12-volt outlet and a wireless charging pad.

The rear gets its own climate control, though without fan speed control, and again, at this price point, it feels like there’s room for a little more in the way of convenience features - particularly things like heated outboard seats.

At the back, boot space comes in at 400L, which is the smallest in the Terramar range due to the battery placement. It’s broadly in line with key alternatives like the BYD Sealion 6 Premium, which offers slightly more capacity, but the difference isn’t dramatic in day-to-day use.

In practice, it’s been enough for a week of errands with a small family, and the flat loading floor and powered tailgate make it easy to live with. There’s no spare tyre, though, just a puncture repair kit, which won't suit everyone.

The front row offers plenty of room for two co-pilots to settle in without bumping elbows. The seat padding is softer than you’d usually expect from Volkswagen, and with the extendable under-thigh supports and added seat functions, the ID.4 Pro proves itself a seriously comfortable road-tripper.

In the back, space is generous, and my eight-year old appreciated the wide door openings and cushy seating. It’s best thought of as a very comfy space for two adults, with room for a third in a pinch.

That flat floor makes a noticeable difference for the middle passenger, giving them more legroom than usual. The 'two is best' idea also applies to child seats and while there are three top-tether anchor points, realistically, using more than two at once would be a squeeze. I had no trouble installing my booster this week, though it did block visibility out the back window.

Storage up front is a strong point, with a glove box, cupholders, bottle holders, and a generous centre console. The console houses the wireless charging pad, two USB-C ports, and a large cubby that swallowed gloves, snacks, and two pairs of glasses with cases which is perfect for keeping the cabin clutter-free.

Rear passengers are well looked after, too, with climate control, directional air vents, two USB-C ports, a fold-down armrest with cupholders, bottle holders in each door and map pockets. It’s all very family-friendly.

The 543L boot handled everything we threw at it this week. I like the adjustable floor height; set it higher to create a handy space for your charging cables, or lower it to maximise room. There’s also a hidden pocket under the floor for the tyre repair kit (no spare of any description).

You miss out on a frunk, but the powered tailgate and stretchy luggage net help keep things secure and easy to manage.

Tech-wise, it’s mostly intuitive. While my husband isn’t a fan of the touchpad climate and steering wheel controls, I find them pretty straightforward to use.

What does bug me, though, is the lack of built-in sat nav and wireless Apple CarPlay. I don’t like leaving my phone charging all the time, and even when you reconnect the cable, you have to manually restart CarPlay every time you get in. Hopefully that’s something Volkswagen irons out in a future update.

For Aussies, at the moment the Pro is the only variant offered in this new electric mid-size SUV. But a sportier GTX version is due soon, which will have the same dual-motor, all-wheel drive set-up as the already available ID.5 GTX, a coupe-style EV SUV riding on the same platform.

A sharp before on-road costs price tag of $59,990 positions the Pro as a healthy rival to recently arrived BYD Sealion 7 Premium and long-standing favourite the Tesla Model Y Long Range, which start at $54,990 and $68,900, respectively.

The ID.4 Pro arrives with upgraded technology by way of a graphics facelift for the 12.9-inch media display that also sports easier-to-find widgets.

There’s a 5.3-inch digital instrument cluster which keeps the cockpit driver-focused and can pull directions through from your phone navigation - which you’ll need to use as the Pro, disappointedly, doesn’t arrive with in-built sat nav. And that phone connection? Still wired.

However, the update now sees additional soft-touch points throughout the cabin with contrasting stitching on the dashboard.

Our test model has been fitted with a sexy tan and black leather and suede upholstery. Bougie extras like electric and heated front seats with massage function, a heated steering wheel and panoramic sunroof remind you that you're sitting within the semi-premium end of the segment.

Other features include keyless entry and start, matrix LED headlights with LED daytime running lights, soft-open door handles, four USB-C ports, a wireless charging pad, two 12-volt sockets, three-zone climate control, 19-inch alloy wheels and a powered tailgate. VW also throws in an at-home charging cable and an on-the-go Type 2 connector.

The Pro's equipment list is solid but some technology improvements could be made for the next update.

Under the bonnet, the Terramar VZe pairs a 1.5-litre, four-cylinder, turbo-petrol engine with a single electric motor, for a combined output of 200kW and 400Nm.

On paper, those figures sit a little behind some of the more value-focused plug-in hybrid options, like the BYD Sealion 6 Premium and GWM Haval H6 GT, and it’s also front-wheel drive, where some rivals offer all-wheel drive.

In practice, though, it doesn’t feel underdone. The six-speed automatic shifts cleanly and the transition between electric and petrol power is smooth. As a whole, the set-up feels well calibrated.

The ID.4 Pro is fully electric and rear-wheel drive with a single motor on the rear axle producing 210kW and 545Nm. That supports a claimed 0-100km/h sprint of 6.7 seconds, which feels satisfyingly swift for a mid-size SUV.

There’s instant torque for easy overtakes and the RWD keeps things balanced and composed. You also get a choice of drive modes to suit your style, and regenerative braking helps recover energy smoothly. It’s subtle, but effective enough to make city driving feel more efficient.

The VZe uses a 20kWh lithium-ion battery, which is on the smaller side compared to some alternatives but it still delivers a useful amount of electric driving range at 109km (WLTP).

With its Type 2 CCS charging port, you can access DC fast charging at up to 50kW, with a claimed 0-80 per cent top-up taking around 26 minutes. On AC, it’s more of an overnight affair, so it suits a home charging routine.

Officially, energy use is rated at 1.8L/100km on the combined (urban/extra-urban) cycle, and after a mix of highway and urban driving, I saw a trip computer figure of 1.5L/100km.

That’s an impressive result but it comes with a bit of context. I'm charging it daily to make the most of the claimed electric-only range, and that has a big influence on the numbers you’ll see in the real world.

The ID.4 Pro is fitted with an 82kWh lithium-ion battery and offers a WLTP driving range of up to 544km, which is impressive for the segment.

Official combined cycle (urban/extra-urban) energy consumption is rated at 16.7kWh/100km, and around town, where regenerative braking works harder, you’re unlikely to feel any range anxiety.

If, like me, you do a lot of regional driving or longer trips, you might find yourself keeping a closer eye on the gauge. My real-world consumption sat closer to 20kWh/100km, which still leaves you with solid usable range, but it’s something to factor in.

Charging is straightforward, with a Type 2 CCS port that accepts up to 175kW on a DC fast charger and 11kW on AC.

Both figures are useful and on a fast charger you can expect a 10-80 per cent top-up in around 30 minutes which is quick enough to squeeze in a coffee break or snack stop, even with a kid in tow.

On the road, the Terramar VZe makes an immediate impression. Power delivery is prompt, and even with the battery depleted, it feels responsive off the mark. There’s enough in reserve that you don’t feel like you’re chasing performance, even when you lean on it.

The handling follows a sporty brief. Suspension tuning does a good job of smoothing out the bigger bumps, but it still lets a fair amount of road feedback in, particularly when you’re pushing through a corner. The steering is on the firmer side and the brakes are quite sensitive, which takes a moment to adjust to, but together they give the car a more engaged feel. That said, it won’t be to everyone’s taste.

Visibility is one area that takes a bit more effort. The lower window line and thicker pillars give it a more enclosed feel than a typical mid-size SUV, so you find yourself being a bit more deliberate with blind spot checks, particularly around the A-pillar.

Ride comfort holds up despite the firmer set-up, and the sports seats do a good job of keeping you settled. Around town and under electric power, the cabin is impressively quiet, though you notice more road and engine noise creeping in at highway speeds or under heavier acceleration.

Around tighter spaces, it feels smaller than it is. The 11.5-metre turning circle and quick steering make it easy enough to manoeuvre, and the 360-degree camera is a useful addition, although the image quality doesn’t quite match the expectations set by the price point.

The ID.4 Pro is simple to operate, and aside from the instant power delivery and lack of a traditional start/stop button, it behaves much like a combustion-powered car.

That makes it a great entry-point for anyone new to EVs because it's familiar, but has just enough electric quirk to keep things interesting.

I miss a true one-pedal driving experience in city traffic, but the set-up still works well. Regenerative braking isn’t particularly strong, but you can toggle between 'Drive' and 'B' mode, with the latter offering a bit more resistance. I’ve kept it in B mode most of the week as the extra feedback just feels nicer underfoot.

This week’s testing included winding mountain roads, regional backroads, as well as freeway stretches and the ID.4 handled it all with confidence. There’s enough precision in the corners to keep things fun, and it always feels well planted.

The suspension strikes a middle ground - not ultra-soft, but still comfortable. You’ll feel some of the sharper bumps, but most surfaces are smoothed out well, and the cabin stays quiet even at higher speeds. Ride comfort has clearly been a priority and it pays off.

From the driver’s seat, visibility could be better. The rear window is narrow, and the thick pillars don’t help, so I found myself relying quite a bit on the camera system when parking or manoeuvring.

That said, the ID.4’s size and clear 360-degree camera system make it incredibly user-friendly in tight spaces. Whether parallel parking or squeezing into small car parks, it isn't stressful to park.

The ID.4 Pro hasn’t yet been ANCAP rated for Australia, but it does carry a 2021 maximum five-star safety rating under ANCAP protocols for New Zealand variants.

It comes equipped with seven airbags, including a front centre bag, and a comprehensive suite of driver assistance features that make it feel reassuringly modern and family-focused.

Standouts in day-to-day use include side exit assist, blind-spot monitoring and one of the better adaptive cruise control systems I’ve experienced lately. The lane keeping aid, however, is a little over-eager at times, with some noticeable tugging at the wheel.

Other safety features include interior monitoring, driver attention alerts, and a full spread of collision avoidance tech including autonomous emergency braking, forward collision warning and rear and front cross-traffic alert.

Parking sensors, a 360-degree camera system, and intelligent seatbelt reminders help make low-speed manoeuvres easier and safer. For families, there are ISOFIX child seat mounts on the outboard rear seats and three top-tether anchor points across the second row.

In terms of ownership, the Terramar is covered by Cupra’s five-year, unlimited-kilometre warranty. That’s fairly standard for the segment, though it sits behind some rivals now offering longer seven-year plus programs. Inclusion of five years' roadside assistance is a welcome addition.

Servicing can be pre-purchased with either a three- or five-year plan, with the latter priced at $2590, which is in line with what you’d expect for this class. Intervals are set at every 12 months or 15,000 kilometres.

One thing to keep in mind is the size of the Cupra service network. It’s still relatively limited, with around 14 centres nationwide, so depending on where you’re based, that may take a bit more planning.

The ID.4 Pro comes with a five-year/unlimited kilometre warranty, which is standard across the Volkswagen range, while the battery is covered for eight years or 160,000km, giving buyers a little extra peace of mind when it comes to long-term EV ownership.

Volkswagen also offers a 10-year capped-price servicing program, which is excellent for the segment.

The total cost comes to $2890 over the full term, and the service intervals are spaced every two years or 30,000km, whichever comes first.