Background
We're fairly used to the CUPRA formula by now. Take an existing VW Group platform and its associated powertrains and sharpen up the looks and handling, before creating a more interestingly-trimmed cabin (usually with some copper-coloured bits). This approach worked like a charm in creating the compact CUPRA Born EV from a Volkswagen ID.3. Can it be as effective in the next EV class up, where this CUPRA Tavascan borrows just about everything you can't see from a mid-sized Volkswagen ID.4 (as well as from a Škoda Enyaq and an Audi Q4 e-tron).
The Tavascan, launched in mid-2024, was a long time coming - the concept car of the same name dates all the way back to 2019. Following which CUPRA had to work out where to build it (exclusively in China as it turned out). This car is billed as 'a new era' for the brand, though we were also told that about the company's previous two models, that Born EV and the combustion-powered Formentor. But this is the largest and most ambitious CUPRA yet. Good enough to tempt you where an equivalent Volkswagen, Škoda or Audi EV might not? Let's find out.
Driving Experience
Though this Tavascan was launched a long time after its VW Group rivals, that doesn't mean it benefits from the Wolfsburg conglomerate's very latest EV engineering. Instead of the sophisticated 79kWh battery that would have delivered, what's served up here is the usual 77kWh battery you might be familiar with from an ID.4, an Enyaq or a Q4 e-tron. It energises two very different Tavascan variants; a rear-driven single motor entry-level model with 286PS good for 352 miles of range. Or a dual motor all wheel drive VZ derivative with 340PS and 324 miles of range.
So far, so familiar. But CUPRA's engineers went to great trouble to differentiate the drive experience end result. Primarily in creating a much more feelsome steering rack and extensively tuning the MacPherson strut front and multi-link rear suspension, which gets recalibrated spring and damper rates and can be embellished with optional DCC adaptive dampers. There's more drive setting differentiation too, the options ranging from 'Comfort' to 'Range', 'Performance' and all-out 'CUPRA' mode (which gets its own button on the steering wheel).
There's an argument for preferring the handling purity of the rear driven base model (it does after all carry around 100kgs less weight) but if budget permits, it might be difficult to ignore the sheer grunt of the top twin motor VZ. It sprints to 62mph in just 5.5s through the turns and up to 30% of power can be transferred to the front wheels for enhanced traction. The top speed of both models is limited to 112mph. Regenerative braking is controlled via paddles behind the steering wheel.
Design and Build
Well it certainly looks distinctive. The MEB platform-dictated proportions here might be familiar but the packaging really sets this CUPRA apart, full of folds, creases and undisguised attitude. There's no need for an additional SUV-Coupe body shape as is required to supplement the appeal of this model's three close VW Group EV cousins; the Tavascan is already quite coupe-like, with a swept-back look across its wind-cheating 4,640mm length (the drag factor is just 0.26Cd). It's the biggest car CUPRA has yet made, a definite size up, not only from the Born but also from the Formentor. And arguably the most striking, finishing touches including a full-width rear light bar and the kind of big wheels (of between 19 to 21 inches) that you'd think a range-optimised modern EV of this sort wouldn't want.
It's arguably even more concept car-like inside, thanks primarily to an unusual centre spine that flows out of the dashboard into the console between the seats. The big 15-inch central screen that sits just above it is big; the complementing instrument display you view through the sporty steering wheel isn't. Because the cabin is based around VW Group architecture, there are familiar irritations - like haptic sliders for volume and temperature (with climate otherwise controllable only by screen menus); and fiddly touch-sensitive buttons on the steering wheel. But CUPRA's been permitted to add a few of its own touches; like eye-catching ambient lighting structures in the air vents, copper-coloured finishing and an eclectic selection of quite interesting materials, from suede to a wetsuit-like trimming called neoprene.
Smart lighting is built into the door cards and, as with this model's VW Group cousins, there's an information light bar that stretches beneath the windscreen and flashes different colours in your eyeline for things you need to know. Overall, the only major cabin downside is quality of fixtures and fittings, which don't feel as premium as you might hope they would.
Despite the sloping roofline, there's plenty of head space in the rear - and decent leg room thanks to the generous 2,766mm-long wheelbase. Because there's a completely flat floor, three adults can be accommodated reasonably comfortably. The bench base doesn't slide, but the large glass roof fitted to upper-spec models gives the rear an airy feel. As for luggage space, well you'll have to store everything out back because there's no under bonnet 'frunk' for the charging leads; CUPRA expects you to store these in the space provided beneath the floor of the reasonably-sized 540-litre boot. It has flat cargo base with a wide opening and the backrest folds almost completely level to extend it.
Market and Model
You'll need to think in terms of a £47,300 budget for a base rear-driven Tavascan - or around £60,000 for the top dual motor VZ version. But that's typical for the segment and much the same as you'll be paying for the other VW Group-engineered mid-sized EV crossover models in this class - Volkswagen's ID.5 and ID.5, Škoda's Enyaq and Enyaq Coupe, Audi's Q4 e-tron and Q4 Sportback e-tron and the Ford Explorer.
The base rear-driven model comes with either 'V1' or 'V2' trim levels. The Dual Motor version comes in 'VZ1' or 'VZ2' guises. Across the range, equipment levels are reasonable and include this car's big 15-inch central touchscreen with its standard-fit 'Apple CarPlay' and 'Android Auto' smartphone-mirroring functionality. You'll be encouraged to add different optional packs - 'Immersive', 'Adrenaline' and 'Extreme' - which give you progressively more sporty equipment, right up to 21-inch alloy wheels and CUPRA's signature bucket seats. Disappointingly, as with other VW Group EV models in this segment, CUPRA wants quite a lot extra for a heat pump, which preserves driving range in cold conditions. And you have to pay extra for that feature if you're to get heated seats. Safety standards are strong, with all the usual camera safety features and a 5 star Euro NCAP rating.
Cost of Ownership
We gave you the mileage figures for the 77kWh battery (82kWh gross) in our 'Driving' section - up to 353 miles for the rear driven model and up to 324 miles for the dual motor VZ. The DC public peak charging speed isn't particularly fast - rated at 135kW - but that's still enough to top top up the battery from 10 to 80% in about half an hour, which is reasonably competitive. Home AC charging from a typical 7.4kW wallbox from empty to full will take around 10 and a half hours for both derivatives. Customers will be offered a CUPRA-branded domestic wall box for home charging, which can be controlled using the company's 'Easy Charging' smart phone app.
The Spanish maker says that its aim is to make sure that the battery pack lasts as long as the car and, sure enough, that battery pack is warrantied to have at least 70% of its usable capacity after eight years or 100,000 miles. As with all EVs, expect insurance premiums to be on the high side: but, again as with all EVs, you'll claim a bit of money back with lower maintenance costs and, until April 2025, you'll be able to avoid VED road tax and emissions-based city charges - and get a low 2% benefit in kind taxation rate.