Toyota Fortuner vs Cupra Terramar

What's the difference?

The Toyota Fortuner is a family friendly wagon and a very capable 4WD, but it’s looking and feeling decidedly old, especially when cross-shopped against the current highly competitive 4WD wagon market in which vehicles are increasingly stylish, sophisticated and packed with driver-assist tech (that isn't clunky) and standard features (that are extensive).

The Fortuner is practical and easy to live with as a daily driver, and in GXL spec it makes a lot of sense as a functional not flashy off-road tourer, but it’s far from the best family 4WD wagon around.

Until a next-generation Fortuner possibly arrives, there are plenty of Toyota fans who’d happily settle for a current Fortuner – if they haven’t already.

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 GXL is 4795mm long with a 2745mm wheelbase. It is 1855mm wide, 1835mm high and has a listed kerb weight of 2185kg. It has a 11.6m turning circle.

Not a lot has changed in terms of the Fortuner’s looks over the years and while it stubbornly retains that pleasingly non-offensive exterior of most modern SUVs, it does manage to not be totally bland.

The GXL is a body-on-frame 4WD based the HiLux, so it’s no sports car in appearance whether you gaze at it from the front, side, rear or from a bird’s eye view, but it doesn’t look like a block of rotten wood, so unless you’re looks-obsessed, then you should be okay driving this around.

The Fortuner interior is looking dated and the standard dark grey fabric cloth seats, though well-suited to coping with day-to-day messes and spills, don’t do the cabin any favours either, and – you know what? – I don’t mind any of it. Note our test vehicle on this occasion had black leather-accented seats as part of its GXL Option Pack, but I've spent time in cloth-seat Fortuners.

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 Fortuner’s cabin has a comfortably familiar feel to it and, thankfully, this interior is all about function not fashion.

It’s a practical space, with standard cloth seats (as mentioned our test vehicle has the Option Pack leather-accented seats, but I’ve spent enough drive time in Fortuners with cloth seats to know how those cope with the mess and dirt of everyday life), carpet floors with rubber mats, and durable plastic surfaces everywhere.

Up front, there’s an 8.0-inch multimedia screen (too small, not clear and bright enough) and that system has USB-connected Apple CarPlay and Android Auto (no wireless anything), and a 4.2-inch colour driver’s display, which is too small, too basic and part of an outdated mix of analogue and not-new-enough digital instrumentation.

There are the usual storage spaces – including a glovebox, a centre console, a tray for your smartphone, pop-out cup-holders on the outboard edges of the dash – and a USB port and a 12V socket for charging purposes.

The Fortuner’s three rows are in a 2-3-2 seat configuration. The 60/40 split-fold second-row seat has a one-touch, tumble feature. The 50/50 third-row seats are able to be stowed away, sort of. When folded to each side they protrude into the load space, reducing the size of what would otherwise be a more useable cargo area.

It’s reasonably comfortable in the second row; I sat behind my driving position and I had adequate head and knee room.

The second row has cup holders in the fold-down armrest, ceiling-mounted controls for the aircon, and two ISOFIX and three top-tether anchor points.

All three rows get aircon – with ceiling-mounted vents – and there are a few storage spaces in the third row, but no cup-holders. 

In terms of comfort, it’s ordinary back here; the seats are flat and unsupportive – and, for anyone other than children, the space is tight. 

Boot space is listed as 200 litres with the third-row seats in use, and in that area there are cargo hooks and a 12V socket.

Stow away the third-row and cargo space increases to 716 litres. But the seats still jut into the cargo area, greatly reducing your actual useable load space, and they also obscure a lot of driver vision to the rear.

With the second and third rows out of the way you have a listed 1080L of cargo area.

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.

Every Fortuner in the line-up has a 2.8-litre four-cylinder turbo-diesel engine – producing 150kW and 500Nm – and that’s matched to a six-speed automatic transmission.

In terms of performance, the Fortuner is not going to set any hearts a-flutter: it’s sluggish off the mark, it takes a heavy right boot to make it feel like anything other than lacklustre on the move, and the six-speed auto downshifts quite harshly at times, especially when going up or down long, gradual inclines on the highway.

However, the 4WD set-up is effective, with adequate low-range gearing, a quietly efficient (but a tad clunky) off-road traction control system, and a rear diff lock.

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 Fortuner has official fuel consumption of 7.6L/100km.

On this test I recorded 9.6L/100km.

Going by my on-test fuel figure, you could reasonably expect a driving range of about 833km from this Fortuner’s full 80-litre tank.

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.

On-road, the Fortuner offers up a pretty standard driving experience for a ute-based wagon. It’s on the HiLux ladder-frame chassis, and it has a firm ride, bordering on harsh. Having said that, you do get used to it soon enough and the Fortuner's coil-spring suspension set-up takes most of the sting out of surface irregularities, except for the more severe dips and bumps.

The Fortuner’s driving position offers plenty of visibility – although the A-pillars are bulky and the third-row seats block vision to the rear when they’re folded up to the sides of the cabin.

This 4WD wagon is generally quiet, although there’s noticeable wind-rush noise around the wing mirrors and engine noise builds to a diesel shriek when you use a heavy right boot as is regularly required.

Steering – reach- and rake-adjustable – is adequately light and sharp, and the Fortuner, with its 11.6m turning circle, is reasonably nimble in suburban areas.

Acceleration, from a standing-start or for overtaking, is laggy but available power and torque come in handy during general driving, making the Fortuner more agreeable all-round than previous versions.

The six-speed auto is generally right for the job, but it downshifts harshly, especially when going up or down long, gradually sloping highway stretches. That happens enough for it to be on the wrong side of annoying.

Some aspects of the Fortuner’s driver-assist tech is annoying: active cruise control is too abrupt and pre-emptive, consistently miscalculating the space between the Fortuner and the vehicle in front as accurately as most of its rivals. This clunky application of tech to real-world scenarios works against the Fortuner. 

While driving a lightly corrugated and rutted dirt track o the way to our set-piece off-road tests, the Fortuner’s ladder-frame chassis yielded a stiff, firm ride, bashing and bouncing over any and all surface imperfections. Airing down the Yokohama Geolandar ATs (265/65R17) from 38 psi (pounds per square inch) to 26 psi takes some sting out of the ride.

The Fortuner is a very capable 4WD with standard off-road measurements, including ground clearance (216mm), approach angle (29 degrees), departure angle (25 degrees) and rampover angle (23.5 degrees). It has a listed wading depth of 700mm.

The Fortuner’s switchable part-time 4WD system has two-wheel drive (H2), and high- (H4) and low-range (L4) four-wheel drive. There’s ample low-end torque on offer – on tap across a broad rev range – for controlled low-speed 4WDing and the unfussed turbo-diesel engine keeps the Fortuner ticking along, without any hassle. 

Engine braking is good, keeping the Fortuner to a sustained and composed momentum on downhill runs.

The off-road traction control system is an effective set-up, limiting wheel-spin and sending much-needed torque to the tyres with some useable traction, with the aim to keep the vehicle moving along at a safe, controlled pace.

Besides that, the driver always has the option of engaging the rear diff lock for more traction action.

Wheel travel is decent for a wagon like this and if you can get the full suspension flex, and drop any mid-air tyres to the dirt for more traction, chances are you’ll be able to get moving along safely soon enough.

So, the mechanicals are fine – its 4WD set-up is very effective – but the Fortuner doesn’t have a whole lot of ground clearance (a claimed 216mm, standard for a contemporary 4WD wagon) and the side steps are prone to hitting on the edges of steep and deep ruts, but those factors are easily overcome through considered driving and tyres that are better suited to off-roading. 

The standard Yokohama Geolandar AT tyres are somewhat of a flaw in the Fortuner’s off-roading set-up. Sure, they’re technically all-terrains, but I reckon a better bet for you – if you’re planning to drive anything beyond formed trails – is to invest in a set of more aggressive all-terrains with greater sidewall bite. 

If you’re planning to use your Fortuner to tow anything, keep in mind that it has a 750kg unbraked towing capacity and 3100kg braked towing capacity. Remember: to be on the safe side, avoid going loading up to anywhere near those capacity figures.

Payload is 615kg (easily reached when you factor in people, pets, camping gear and more), gross vehicle is (GVM) is 2800kg, and gross combined mass (GCM) is 5900kg.

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).

A five-year/unlimited kilometre warranty covers the Fortuner, which is par for the course these days.

If you stick to the relatively short servicing schedule – six months or 10,000km with at authorised dealerships – Toyota says it will cover the engine and driveline for up to seven years. All warranty elements are subject to terms and conditions, so make sure you’re fully aware of those.

Capped-price servicing applies and, for our test vehicle, it was $290 per appointment for the first five, then $377.38, $813.93, $572.55, $478.93 and $377.38.

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.