AutoWeek Test – Cupra Born

What is the Cupra Born for car?

In the spring of 2019, Seat showed the el-Bron, an electric concept car that should have appeared on the market a year later. The production version was delayed for another year, and was renamed Cupra Born. At Seat’s sporty branch, the rhetoric about Spanish temperament is not out of the air, but that cannot hide the fact that the Born is in fact a firmly made-up Volkswagen ID.3. Not only does the Born sit on the same modular MEB platform as the ID.3, but it also shares most of the hard-shell bodywork.

Nevertheless, you have to hand it to the Cupra designers that they have managed to make the Born something different and much more exciting. As far as the side view is concerned, the differences are minimal and the difference mainly comes from the prints on the C-pillars, with which the Born ‘seems’ to have a more coupé-like line.

On the other hand, the front and rear views are different: the nose has two sharp folds, with the ‘tribal’ in between, which carries Cupra as its logo. The sharply drawn headlights are connected by a low grille bearing the Cupra name. The air scoop under the bumper is much larger and more dynamically designed than on the ID.3. The rear is characterized by light units that are connected to each other by a red bar.

Interior: the pluses and minuses

The interior of the Cupra Born is broadly identical to that of the ID.3, but Cupra also manages to create its own atmosphere here with other materials. And that’s good news, because the Volkswagen is certainly not a high flyer in this area. As a very complete Performance, the tested Born has imitation suede upholstery with orange stitching, which, in combination with the profiled panels and copper-coloured strips, gives a sporty-chic look. Below the waistline, however, the hard plastics from the ID.3 have remained.

The 12-inch infotainment screen faces the driver and lacks buttons. The ease of use does not deserve a prize, partly because of this. For example, there are only two buttons available for the window controls. Or actually three: the third (haptic) serves to shift the function of the other two from front to back and back. Handy is different.

Even more difficult is the (also haptic) touch steering wheel control, which is too close to the outside. Sometimes it seems too sensitive and other times it seems insensitive. In concrete terms, with firm steering you often operate things unintentionally with the mouse of your hand, while with intended operation sometimes does not respond or reacts with difficulty. The sliders under the infotainment screen are not illuminated, so that setting the temperature and volume in the dark has to be done by touch. A poker is missing on the tidy center tunnel. This has been replaced by a large rotary knob, which, just like in the ID.3, is attached to the instrument panel like an ear.

The seating position in the bucket seats is very good and feels a lot lower than the yardstick says. Thanks to the large amount of glass – with large additional side windows for the exterior mirrors – you have a good all-round view. Headroom in the back is fine and legroom okay. The trunk space of 385 liters can be expanded to 1,267 liters. This creates an almost flat floor, so that you can get along well with the Born after an afternoon of furniture shopping. However, the Cupra Born cannot be fitted with a towbar.

How does the Cupra Born drive?

On the road, the difference between the Cupra Born and the Volkswagen ID.3 is even greater. From a standstill, De Born eagerly responds to the right pedal. The electric motor of the test car has an output of 150 kW (204 hp), with which a 0-to-100 sprint is achievable in 7.1 seconds. The top speed is set at 160 km/h. For the Born Performance, Cupra mentions a WLTP consumption of 17.6 kWh/100 km, good for a range of 370 km. Partly due to its challenging driving characteristics, we achieved an average power consumption of 19.2 kWh/100 km during the test. That translates into a range of 302 km. Fast charging is possible with a maximum power of 120 kW.

With its pleasant sports suspension and low center of gravity, the Cupra Born reacts nice and direct to steering movements and remains horizontal in fast bends. A little more feedback would have been welcome, but the progressive steering certainly does not disappoint. What is disappointing is the degree of regenerative braking. The Cupra does that even in the most economical mode but little. Striking: the potent rear wheels do not hide disc brakes, but drum brakes. After all, with an EV, which brakes regeneratively as much as possible, there is less demand on the brake pedal. Drums will suffice. They are also cheaper and lighter, and less sensitive to dirt and rust.

The Bridgestone Turanzas of the test car certainly contribute to the sporty character. The active lane assist is a bit disappointing. If you leave the steering to the car for a while, it will only correct when you are almost over the line. In city traffic, the particularly short turning circle is very pleasant. Because the engine is in the rear, the front wheels have extra clearance.

Which engine and equipment variants are there?

The tested 58 kWh version with 204 hp forms the basis of the engine range. The Cupra Born can also be supplied with a 231 hp drivetrain. In both versions, the forces are transferred directly to the rear wheels. With 231 hp, you can reach 100 km/h in 6.6 seconds. That is, if you opt for the small (lighter) 58 kWh battery pack. There is also a variant with a 77 kWh battery. Due to the extra weight, an acceleration time of 7.0 s is on the horizon. However, there is a range of 498 km on the other hand.

Cupra has put together five trim levels for the Born. The Essential and Business can only be combined with the 204 hp electric motor. For just under 40,000 euros, the Essential has full LED lighting, 18-inch wheels, bucket seats, front and rear parking sensors and the 12-inch multimedia system with Apple CarPlay and Android Auto. The Business adds a reversing camera, adaptive cruise control, high beam assistant, traffic sign recognition, lane assist with active swerve and turn assist, and proactive occupant protection (which tightens the seat belts and closes the windows in the event of an imminent collision).

For the version with 231 hp, there is a choice of the Adrenaline, Performance and Copper Edition. Compared to the Business, the Adrenaline (from 44,990 euros) has heated seats, a wireless phone charger, keyless entry and an audio system from BeatsAudio with ten speakers.

Our test car is a Performance with 204 hp, a combination that has since been removed from the delivery program. As the second most expensive version, so with 231 hp, the Performance comes standard with suede-look upholstery, 19-inch wheels, electric seat adjustment with lumbar support and massage function and adaptive shock absorbers. As a top model, the Copper Edition also offers a panoramic glass roof and a head-up display with augmented reality on top.

The choice of AutoWeek test coordinator Marco Gorter

To make the Cupra Born a really distinctive car compared to the ID.3, a version with adaptive shock absorbers is actually necessary. The passive chassis is the same as an ID.3 with sports suspension. Doesn’t matter, then an Adrenaline version is nice in connection with the heated seats. As far as the powertrain is concerned, the basic engine is sufficient, provided you do not drive long distances too often.