Spanyolra cserélte a magyar ruhát, de a lényeg alig változott - Cupra Born 58 kWh teszt

Cupra Born
Minimum 18 colos könnyűfém felnik vannak a Cupra Born alatt, a tesztautón lévő 19 colosak már felárasak, kapható 20 colos is
Vágólapra másolva!
Korszakalkotó modellként mutatkozott be három éve a Volkswagen ID.3, és csak idő kérdése volt, mikor érkeznek az átcímkézett változatai. Teszteltük az első testvérmodellt, a latinos vonalvezetésű Cupra Bornt.
Vágólapra másolva!
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A Volkswagen-konszern régóta közös műszaki alapokra építi a házon belüli márkák típusait. Ezt leginkább a Volkswagen-Skoda-Seat triónál lehet látni, ahol szinte mindegyik típusnak megvannak az ikertestvérei. Új szereplőként a Cupra is megjelent a láthatáron,

a Seat sportrészlegét ugyanis 2018-ban önálló márkává léptették elő.

Sőt, máris abban a megtiszteltetésben részesült, hogy az ID.3 első átiratával ők jelenhettek meg a piacon. Pedig az első Born-tanulmány 2019-ben még Seat emblémát viselt, de azóta rájöttek Wolfsburgban, hogy a Cupra név jobban cseng, így többet kérhetnek az autóért.

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Az azonos MEB platform ellenére nem egy szimpla átcímkézésről van szó, hiszen némi szabadságot azért biztosítottak a spanyol formatervezőknek és a mérnököknek, hogy a Cupra dinamikus imidzséhez igazítsák az – egyébként magyar formatervű – ID.3-ast. Bár a Born méretei, arányai és profilnézete szinte nem különböznek a német ikertestvérétől, az orr- és farrésze azonban sokkal feltűnőbb.

Alaposan felcicomázták

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Ez abból is érződik, hogy az együtt töltött hét alatt meglepően sokan bámulták a tesztautót a mellettem haladó autókból és a járdáról is. Nem csoda, a morcos arc mellett a gleccserezüst fényezés, és Cupra-specialitásnak számító bronz dekorációk és a 19 colos, mattfekete-bronz felnik is vonzza a tekintetet. A Born már alapesetben is 18 colos könnyűfém felnikkel gördül le a gyártósorról (nincs acélfelni, mint az ID.3 és ID.4 esetén), felárért pedig többféle 19 és 20 colos kerékből is válogathatunk, utóbbiakhoz 235 mm széles gumik járnak, míg az ID.3 esetében 215 a maximum.

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A leglátványosabb talán a Born eleje: nincs az orrát rövidebbnek mutató fekete betét a szélvédő alatt, mint a Volkswagenen, a hűtőmaszk helyén cápaorrszerű formát fedezhetünk fel, és jóval agresszívebbek az összekötő fénycsík nélküli LED fényszórók is. Egyébként a fényük a sima parabolatükrös megoldás ellenére korrekt, a távfény különösen messzire világít.

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Megmaradt a csomagtérajtón lévő masszív spoiler, és látványos a fénycsíkkal összekötött, LED-es hátsó lámpa is, bár meglepett, hogy nem futófényes az irányjelzője. Kicsit már túlzásnak tűnhet a diffúzor-imitáció a hátsó lökhárítóban, vagy a küszöbidomok, amelyekbe hátra egy spoilert is integráltak. Ezektől a részletektől úgy érezheti az ember, hogy kissé túltolták a spanyolok a sportosítást, de összességében azért egységes és modern a Born megjelenése.

Milyen belül?

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Bent is megvan az „ezt már láttuk valahol" érzés a nagyészt változatlan ID.3 műszerfal miatt, mégis

valamivel jobb a minőségérzet és a hangulat, mint a steril németben.

Például a fekete alapszín komorabb, de elegánsabb, mint a koszra rendkívül érzékeny fehér. A másképp formázott ajtópanelek, a lyuggatott bőrrel borított kormány és az említett sportülések barátságosabbak, az összeszerelés pedig ugyanolyan jó, hiszen az MEB platformra épülő villanyautók egy gyártósoron készülnek az egykori Trabant-gyárban, Zwickauban. Azért annyit megjegyeznénk, hogy az orr részt felnyitva csúnya hegesztési varratok vonják magukra az ember figyelmét.

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Alcantara kárpitból az üléseken kívül az első ajtók könyöklőjére is jutott egy falatnyi, és a műszerfal-kijelző mögött is akad némi varrott kárpit, egyébként mindent kemény, kopogós plasztik borít, ami a bő 16 milliós alapárhoz képest csalódás. Viszont az integrált fejtámlás sportülések nem csak látványra, hanem kényelemre is kifogástalanok. Kihúzható combtámasz, állítható ülőlap dőlésszög, deréktámasz, sőt még egy alap masszázs is van, persze ezek külön extraként. Ráadásul az első utas sincs büntetésben, a felsoroltak neki is járnak, az ülések és a kormány fűtése pedig elektromos autóban kihagyhatatlan. Mindenképp jó pont, hogy

az energiatakarékos, hőszivattyús fűtés is alapáron jár.

Tágasabb, mint egy Leon

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Az igen hosszú, 2,77 méteres tengelytáv miatt elöl és hátul is bőséges a fej- és lábtér is. Hátul a sík padló miatt rövid távon egy ötödik utas is elférhet, a szélső helyen még némi oldaltartása is van a támláknak. Kicsit alacsonyan van viszont az ülőlap (illetve a padló van magasan az akku miatt), a lábunkat pedig nem lehet az első ülések alá becsúsztatni. Ahogy az ID.3-ban, itt sincs hátsó légbeömlő, de USB-C csatlakozó és pohártartó a könyöklőben azért akad. 385 liter jut a csomagoknak, kivehető és áthelyezhető álpadlóval oszthatjuk fel a teret. Ez jól jön a töltőkábelek miatt, amelyeknek nincs külön tárolója és elülső csomagtér híján itt kell helyet találni nekik.

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A középső multimédiás kijelző 12 colos képátlójával 2 collal nagyobb, mint az ID.3-asé, és más szoftver is fut rajta. Sebességben ez sincs a legjobbak között, de a kevésbé bonyolult menüstruktúra miatt könnyebben kezelhető, okostelefon tükrözés is van benne, akár vezeték nélkül is. Még az alatta lévő érintősáv is nagyobb és jobb szögben áll, csak épp világítás ezúttal sem jutott bele, és a lespórolt hátsó elektromos ablak gombok és a szinte totális gombmentesség sem lett a kedvencünk. Manapság már meg kell említeni, hogy a teszt során lefagyás, újraindulás, illetve bármilyen hibaüzenet vagy hibajelenség nem lépett fel.

A cikk folytatódik a második oldalon. Kattintson tovább!