Battery size: 37–52kWh
Max charge rate: 90–130kW
WLTP Range: 186–280 miles
Introduction – new Cupra Raval
The Cupra Raval is a small electric hatchback that measures 4.0m long, 1.78m wide, 1.50m tall and with a 2.6-metre wheelbase. Interestingly, this compact EV segment is predicted to be the fastest growing segment in the next few years, and analysts reckon that it will triple in size over the next six years – growing to account for around 18% of the new car market. So Cupra needs to get the Raval right, first time.
It’s based on the same platform as the VW ID.Polo and Skoda Epiq, which means that it’s front-wheel drive and has potential for great tech, efficiency and range. It also means it should be a very affordable electric car, with prices expected to start at around £23,000 when it goes on sale later this year in the UK.
We went out to drive the prototype, so here’s everything you need to know about the new electric Cupra Raval.
Range, battery and charging
Right, let’s quickly run through the Raval line-up, because there are a few versions and they’re aimed at different buyers. The entry-level model is the Cupra Raval Core. That comes with the smaller 37kWh LFP battery, and a slightly lower power output. Cupra is quoting a range of around 186 miles, so it’s safe to think of this as a great option for drivers that don’t routinely do very long journeys. Which, given that the average daily mileage in the UK is around 20- to 30 miles, there’s clearly a big market out there for these smaller battery EVs.
Having said that, the bigger battery versions of the Cupra will probably be the bigger sellers! You’ve got the mid-range models – Cupra calls them V1 and V2 – and these will be offered with either the smaller battery or the bigger 52kWh NMC battery. In that setup, Cupra is quoting up to 280 miles WLTP.
Right at the top sits the Raval VZ, which is the sporty one. That gets more power, bigger wheels and all the bells and whistles that you expect of a hot(ish) hatchback. It gets 226hp – much more than the others – and will do 0–62mph in under 7.0 seconds. But the compromise is that the range drops slightly to around 249 miles.
As for charging, the entry-level Cupra Raval Core makes do with 90kW DC rapid charging, while the bigger battery cars get 130kW, meaning that you can potentially get a 10–80% charge in just under 30 minutes in the 37kWh models, or the 52kWh models will do the same in under 25 minutes. Put another way, in ideal conditions and provided you’re plugged into one of the very common 150kW DC rapid charging stations that are in most UK motorway services, you can expect to get a 100 mile top-up in around 25 minutes in the big battery car, or 35 minutes in the small battery Raval.
Every Cupra Raval uses Type 2 and CCS charging sockets, which are the European standard and are compatible with every home car charger and the vast majority of public rapid chargers in the UK and western Europe.
I’m impressed that the Cupra Raval, VW ID.Polo and Skoda Epiq are all going to be offered with vehicle-to-load (V2L), too, so that you can charge up your electrical devices from the car’s high voltage battery. Perfect for charging up your e-bike when you’re out camping. Or something like that!
You’ll also be able to register for ‘Plug and Charge’, which means you can save your bank details to the car’s system and just plug into certain rapid charging stations in order to charge without having to tap your card or use a phone app. It’ll just do it all automatically. Unfortunately that won’t be compatible with all rapid chargers, which is very annoying (no car maker offers plug and charge for all chargers yet, sadly) but it’ll be valid with Ionity and various other charge providers.
Practicality and boot space
Packaging is the whole point of this class, I reckon. Because you want it to be small outside but practical and roomy inside. Cupra’s claiming this car can do both: city friendly footprint, but still enough space for actual real life. I know, I’m 5ft 4in – and many of you in the comments point out that I’m not an ideal measure for rear space. Well, I’d point out that I’m actually the average height of a woman in the UK – and only an inch behind the average woman in Europe, and we’re 50% of the population, so there! Hardly irrelevant, eh?
Anyway, there’s a good amount of space in the back seats of the Raval. I can sit behind a 6ft driver, no problem – even with the big sports seats that you get in the sporty VZ. You can seat three people, of course, although you’ll be a bit tight for elbowroom, to be honest. There’s no centre rear armrest in the Cupra Raval, I’m afraid, but this is a compact, affordable EV after all – and you don’t get in one in most rivals, including the Renault 5 and Kia EV2.
One thing I always look at in cars this size is boot space, because that’s where small EVs can really fall down. Because the baby electric Cupra is front wheel drive, it frees up lots of space over the back wheels and you have loads of space – 430 litres, to be precise. That’s really good for a car of this size. For context, the VW ID.Polo is pretty much identical at 435 litres – Nicola also fits in that one.
But the Skoda Epiq as I have already sad is the practicality champ – it’s a fraction bigger and more SUV-ish, and it gets the biggest boot with 475 litres. The Kia EV2 gets 402 litres while the Renault 5 gets 326 litres, while the bigger Ford Puma Gen-E gets the biggest boot of the compact hatches and SUVs.
So, while it’s not class best, the Raval still comes out looking really competitive for boot space and practicality. It’s got useful underfloor storage for your cables, too.
- Dimensions (length/width excl. mirrors/height): 4.46m / 1.78m / 1.52m
- Boot capacity: 430 litres
- Max towing capacity: TBC
Interior, design and technology
I have good news for you, here! VW Group and Cupra have listened. They’ve added more physical controls for the drive mode, and you can control the volume easily on the steering wheel… it’s a good blend of physical and digital controls. Although I am a touch disappointed that we’ve still got the touch-sensitive slider things beneath the screen – it’s just too easy to hit them by accident, and not easy enough to control them accurately.
Anyway, apart from that Cupra is really leaning into the idea that this shouldn’t feel like a basic, budget EV. Have they nailed that brief? I’d say they have, yes – certainly on the high spec car that I spent time with.
You’ve got a 10.25in Digital Cockpit (I like to call this a ‘screen’) behind the wheel, and a 12.9in infotainment touchscreen running a new Android-powered system. Now, I’d like a bit more time with this system but on the brief encounter I’ve had with it, it does seem to respond quickly and it’s all pretty easy to work out.
There are configurable shortcuts, and I reckon it’s a really good step forward from Cupra’s previous system – even if I think the system in the Kia EV2 is probably a bit more intuitive. Of course, you get nav, intelligent charger search function and route planning, as well as wireless Apple CarPlay and Android Auto.
They’re also making a big deal about the display quality – 200dpi pixel density – and there’s access to a Group Store with over 130 apps. Plus, when the car’s parked, it’ll do streaming like Netflix and Amazon Prime Video.
And let’s talk about lighting. Cupra’s doing its “interior drama” thing with lighting. The Smart Light setup is a funky, reactive light that can communicate driver-assist alerts. In terms of aesthetics, I’m a particular fan of the dynamic projections onto the door panels, which just looks really cool and makes the car feel quite special at night as it has subtle, intricate patterns and colours. Subdued, but very nice.
Oh, and there are sounds! The Cupra Raval’s standard sound system has seven speakers with the option of upgrading to a 12-speaker Sennheiser Sound System, which has been custom built for the Raval. And the sounds have been inspired by Formula E, because cause Cupra competes in it. It kicks in when you activate Performance or Cupra driving modes and reacts to how fast you’re driving, effectively mimicking an engine noise.
Motors, performance and handling
Speaking of engine noise, shall we talk about what the Cupra Raval is like to drive?! I drove an early prototype of the Cupra Raval VZ, which is the sporty one – of course! That means it gets the big battery, plus a 226hp electric motor powering the front wheels. It sits nice and low on the road, definitely feeling like a proper hatchback rather than a crossover like the Skoda Epiq. It grips really well – especially thanks to the front differential that the VZ gets – and those sports seats hug you in place, so it all feels really dialled in and fun. It really put a smile on my face!
I know that 7.0 seconds (Cupra has only stated 0-62mph for the VZ, and even that it's only confirmed as 'under 7.0 seconds) doesn't sound fast, these days, but the VZ just feels like it's got the right amount of power. Enough to be a bit naughty but also still very confident and fun at normal road speeds. I haven't been able to drive the rest of the range, unfortunately, but I reckon the 52kWh V1 and V2 could be the sweet spot for price and performance, as they get 211hp and I reckon will do 0-62mph in around 9.0 seconds, which will still feel punchy enough to suit the Raval's sporty image.
Mind you, the smaller 37kWh battery in Core trim gets 116hp, while the same battery in V1 or V2 trims gets 135hp, and I bet with the lower battery weight these will still be great to drive. It's not all about 0-62mph times, you know!
The Raval will also be available with adaptive Dynamic Chassis Control, which brings 15 different settings for your dampers. They work well if my time in the prototype is anything to go by, and keep the Cupra feeling taut but comfortable enough that you'll still be happy to live with it on the UK's really terrible roads!
- Power: 116hp / 135hp / 211hp / 226hp
- 0–62mph (est): 10.5 / 9.0 / 7.0sec
- Powertrain: Front-wheel drive
Running costs and pricing
The Cupra Raval goes on sale in Summer 2026, and Cupra is suggesting a UK starting price of around £23,000. Now obviously, that’s for the basic version - once you start ticking boxes, going for the bigger battery or even looking at the sporty VZ, that price will climb towards £30,000. But still… £23,000-ish for something this stylish, this techy, and with a boot this big? That’s not bad is it?
Of course, the real crunch point will be monthly PCP and lease costs, so we’ll have to wait and see. If the Raval is going to be competitive with rivals like the very funky and fun Renault 5, it’s going to need to come in at around £250-ish per month with a modest deposit, so here’s hoping that the monthly costs will be as competitive as the list price.
Every electric Cupra gets a five year, 90,000 mile warranty, which is very competitive – if not quite as long as the warranty you get with Kia, Toyota and Peugeot. The battery is covered for eight years and 100,000 miles.
Verdict
Clearly, the Cupra Raval has plenty of top competition – the Renault 5, the Fiat Grande Panda, the Kia EV2, the Skoda Epiq, the VW ID.Polo... But the good thing is that all of these cars have different characters. Same school year. Same class. All completely different personalities. The Raval is surprisingly useful but feels distinctly sporty, and I reckon it’ll do really well provided those monthly costs are good enough.
So, which one would you go for? Which character were you at school? You want a Raval, don’t you. You were the one smoking behind the bike sheds weren’t you… I know.
6
