Deepal E07 vs Cupra Terramar

What's the difference?

The Deepal E07 is not a truck, so tradies need not apply. However, for couples and families it's a generously equipped and luxurious EV with a unique electronic approach to a reconfigurable interior, albeit with practicality partly compromised by its fastback styling. So, only car buyers will determine if this is a short-lived automotive curiosity, or a bold new direction for SUV design.

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.

The E07 rides on a 3120mm wheelbase with 5045mm overall length, 1996mm width and 1680mm height, so compared to the segment-leading Ford Everest it’s larger in wheelbase, length and width but not as tall. It also has active air suspension with adjustable ground clearance and ride firmness.

The exterior styling, which can best be described as a fastback SUV, disguises the electronic interior transformations that largely occur behind its privacy glass. Our example’s black paint ensures it looks smaller and less conspicuous than its generous dimensions would suggest.

Its spacious and airy interior is enhanced by the panoramic sunroof. It has a futuristic look and feel, although the optional bright orange nappa leather trim may be too garish for some. It was also showing light staining and scuffmarks, so perhaps not a practical choice for families with young kids.

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.

Its 2320kg tare weight and 2930kg GVM provides 610kg of internal load capacity. That should comfortably cater for the weight of five large adults, with their belongings shared between the 131-litre front boot (aka frunk) and the rear luggage area which offers 524 litres or just over half a cubic metre of load volume with the glass dome closed and rear bulkhead upright.

This is a modest load volume compared to conventional seven-seat large SUV rivals (with their third rows folded) like the Isuzu MU-X (1119L) or Ford Everest (898L), which is largely due to the E07’s fastback design.

It’s also rated to tow up to 1500kg of braked trailer but Deepal doesn't quote a GCM rating so we don’t know how much weight it can legally carry and tow at the same time, which is a surprising omission for a vehicle claiming to be a truck.

Push a button and the rear glass dome retracts forward into the roof to expose the rear luggage area to the great outdoors (a nice space for tethered dogs to ride in). Push more buttons and the tailgate opens, the rear bulkhead window slides down and both the bulkhead and rear seat fold forward and flat to create more than 1.6 cubic metres of internal load volume, which again is modest compared to conventional large SUV rivals.

And if you’re a tradie or other service provider needing to carry bulky tools and equipment, the E07 lacks the basic requirements of a truck when the interior is in this flat-floor configuration.

For example, it can theoretically carry up to 500kg or half a tonne of cargo plus driver without exceeding its GVM limit. However, there are no load anchorage points provided on the B pillars and the strongest anchorages in the rear luggage area are only rated at 50kg each. And there’s no cargo barrier provided (or available as an accessory) behind the front seats to protect the driver and front passenger.

We also noted when using the E07 to haul gardening tools and equipment that the trailing edge of the metal roof was low enough to require deflating the tyre on our wheelbarrow to just squeeze under it (see image), so tall loads would be an issue.

And although the E07 can be driven in this fully open configuration, if the cargo is large enough to stop closure of the glass dome and you get caught in the rain, the luxurious nappa leather trim could get wet. So, we don’t expect to see one of these ‘trucks’ replacing a Ranger or HiLux for tradie duties any time soon.

Front of cabin storage includes big bins in each front door but there’s no glove box or overhead glasses holder. The two-tiered or ‘floating’ style of centre console has a large storage tray at floor height while the upper level provides two USB-C ports, wireless phone charging, a pair of cupholders and a large box with padded lids that provide comfy elbow rests.

The large rear doors open wide to access a bench seat which for a fastback body style is surprisingly accommodating, even for tall people. I’m 186cm and when seated behind the driver’s seat set in my position I have ample foot, knee and headroom.

Even those in the middle seat can ride in comfort, enhanced by a spacious flat floor with no transmission tunnel to straddle. The 60/40-split backrests can also recline but with the trade-off being less legroom given the base cushions must slide forward to achieve this.

Rear seat storage includes bins in each door, pockets on both front seat backrests and two cupholders which appear when the centre seat backrest is folded forward to serve as an armrest.

The rear of the centre console also has a USB-C port and small touchscreen that allows rear passengers to adjust various comfort settings.

The rear luggage area has numerous hooks for securing light duty straps or load nets plus a 12V accessory socket and a domestic three-pin plug outlet for the 6.6kW V2L (vehicle to load) inverter to power a variety of devices and appliances.

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 new Cupra Terramar is available in four grades, and we’re in the flagship VZe, the only one to feature a plug-in hybrid powertrain, priced from $77,990, before on-road costs.

Given where it sits, there’s still not a lot that lines up neatly against it. The closest is probably the Volkswagen Tiguan eHybrid R-Line, expected to land at around $74,550, before on-roads, along with the Mitsubishi Outlander PHEV EV GSR from $73,990 MSRP.

Beyond that, you start to drift into more value-focused territory with options like the BYD Sealion 6 Premium ($52,990, MSRP), Chery Tiggo 7 Super Hybrid Ultimate ($43,990, drive-away), and GWM Haval H6 GT Ultra ($50,990, drive-away). So, significantly cheaper, while still offering a fairly generous level of equipment.

As for the Terramar VZe, it doesn’t arrive empty-handed. You get leather upholstery, electric front seats with heating, a heated steering wheel, wireless Apple CarPlay and Android Auto, 20-inch alloy wheels, a full LED light suite, a 12.9-inch media display, 10.25-inch digital instrument cluster and a 12-speaker Sennheiser sound system. There’s also built-in navigation, four USB-C ports, a 12-volt socket and a wireless charging pad.

It’s a solid list but at this price point a couple of omissions stand out. Front seat ventilation isn’t offered, there’s no heating for the rear outboard seats and the panoramic sunroof, which feels like it would round things out nicely, is still a $2000 option.

None of those are deal-breakers on their own, but in this part of the market, they’re the kind of details that you'll notice.

The single electric motor, which drives the rear wheels through a single-speed transmission, produces 252kW of power and 365Nm of torque.

Deepal claims a zippy 0-100km/h acceleration time of 6.7 seconds, compared to its dual-motor AWD sibling which does the same sprint in less than four seconds.

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.

It has a WLTP estimated driving range of up to 550km (510km for the dual-motor AWD) and like its sibling draws energy from a 90kWh lithium-ion propulsion battery beneath the floor.

Deepal claims a maximum AC (Type 2 plug) charge rate of 7.0kW can fill the battery from 0-100 per cent in 13 hours while DC (CCS2 plug) fast charging at the maximum 240kW can do 30-80 per cent in just 15 minutes.

When we collected the test vehicle, the touchscreen was displaying 95 per cent charge and an estimated range of 524km. We covered 219km during our usual mix of suburban, city and highway driving, with 45 per cent charge and 245km remaining.

We did an overnight charge at home using the AC Type 2 cable and after 14 hours at a glacial 1.6kW the battery charge increased from 45 to 63 per cent, adding an extra 100km of range (346km).

We added another 80km to achieve a total distance of exactly 300km, after which the touchscreen was claiming average consumption of 15kWh/100km. So, based on our real-world figure, a range of 500km or more from a single charge is credible.

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 E07 offers plenty of personalisation including four drive modes, a ‘super’ power saving mode and multiple adjustments for acceleration, steering, braking, regenerative braking, suspension height and ride firmness.

It has a spacious and comfortable driving position but the view takes some getting used to given there’s no conventional instrument cluster. You rely only on the head-up display for key info like road speed, traffic sign recognition, indicator direction etc.

Steering column stalks provide some basic functions like gear selection and indicating/headlight flashing but many settings like wipers, lights, climate control, audio etc are controlled by the central touchscreen.

This can be very distracting while driving, given the need to accurately place your fingertip on a virtual button or slider each time you need to change a setting. Yes, it has ‘Hey Deepal’ voice assistance, but physical dials and buttons would be quicker and easier.

The E07 is otherwise nice to drive with its near silent powertrain and low tyre/wind noise combined with good steering feel, strong braking and sure-footed handling with an air-cushioned ride. Its electric air-con was also impressively cold when daytime temperatures reached the mid-30s.

While the single motor and RWD can’t match the performance of its dual-motor AWD sibling, our test vehicle’s smooth and spirited acceleration in the sub-7.0 second 0-100km/h zone is more than ample for family duties with the added benefit of a longer driving range.

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.

On the safety front, the Terramar holds a maximum five-star ANCAP rating from 2025 testing and comes equipped with seven airbags.

The standard active safety suite is comprehensive, covering the essentials like lane keeping aid, lane departure warning, lane centring, forward collision warning, blind-spot monitoring, rear cross-traffic alert, driver attention monitoring and a side-exit warning system.

In use, the adaptive cruise control is well calibrated, though the steering assist is a little overzealous. It requires quite a firm hold on the steering wheel to override warnings or prevent emergency intervention... like braking, as it did me going 80km/h in a tunnel.

It’s also worth noting a couple of omissions. There’s no emergency call functionality, and hill descent control (HDC) isn’t included.

The autonomous emergency braking has junction, car, cyclist, motorcyclist and pedestrian detection and is operational form 5.0-85km/h (up to 250km/h for car detection).

The E07 RWD comes standard with a seven-year-/140,000km warranty plus a separate eight years/240,000km warranty covering the propulsion battery. There’s also 12 months of complimentary roadside assistance.

Scheduled servicing is every 12 months/20,000km whichever occurs first. Capped pricing applies to the first seven scheduled services up to seven years/140,000km totalling $2955, or an average of $422 per service.

Deepal has a small but expanding national dealership network comprising around 14 locations, with each also providing vehicle servicing.

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.