CUPRA enters the electric city-car segment with the Raval, a model that will be available from 26,000 euros. For now, I have been able to test the most powerful version, the CUPRA Raval VZ Extreme.
The brand, which has made rebellion its signature, is launching its first electric city car. And for that it relies on a 100% CUPRA style in an urban format, a range that allows venturing on highways away from the city and an optimal interior space. All of this with the CUPRA dynamic touch and a certain sporty focus.
A design that stands out
The CUPRA Raval is the first model from the Group Volkswagen to use the new MEB+ platform. Designed exclusively for 100% electric vehicles, it will also serve as the base for the Volkswagen ID. Polo, as well as the ID.Polo GTI, and the small Skoda Epiq and Volkswagen ID.Cross, all expected for the second half of 2026 and manufactured in Spain.
For now, the CUPRA Raval is offered with a single motor, on the front wheels, in two variants: 210 hp and 226 hp. In both cases it is paired with a 55 kWh lithium-ion battery (52 kWh usable) capable of charging at 105 kW in DC and up to 11 kW in AC.
It is hard to talk about the CUPRA Raval without mentioning its style. While the CUPRA Born still has a lot of Volkswagen ID.3 in its shape, the Raval does not resemble the Volkswagen ID.Polo at all. The Spanish marque has been free to design as it pleases.
The Raval VZ is an expressive, almost exuberant model, with taut lines, a sharp ‘Shark Nose’ front and flush-mounted illuminated handles. The raised tail and the large rear diffuser are fully recognizable by the brand. Despite this muscular look, the car remains compact: just 4.04 m long, with a 2.60 m wheelbase. The boot, meanwhile, is generous: from 441 to 1,240 liters, a strong argument in favor of its versatility.
The wheels (19 inches in this case) contribute to the overall look, as do the customization options. A special mention to the matte manganese green of our test model, especially striking. There are seven other tones available, including that dark gray that has accompanied all CUPRA models since the brand’s early days.
Aboard the CUPRA Raval: plenty of design and space
The cabin is typically CUPRA with copper accents, ambient lighting and light projections on the doors. The standard equipment in this version is comprehensive, with a 10.25-inch instrument cluster and a 12.9-inch central touchscreen, remote parking via smartphone, a 360° Top View camera, the AMBEO Sennheiser premium sound system with 12 speakers and 475 W, bucket seats, and even an electronically controlled limited-slip differential.
While the absence of physical buttons on the center console is noticeable, the steering wheel still features physical controls (credit to VW Group for keeping essential controls like cruise control and volume away from the touch-sensitive surfaces on every car).
Perceived quality is globally high, although some may find it uneven due to the presence of some hard plastics. By contrast, comfort is pleasantly surprising: the bucket seats offer good lateral support and are genuinely comfortable, though rather firm.
The rear seats offer fairly good room for two adults, with a flat floor. Still, it is more generous than what Renault 5 E-Tech or Alpine A290 provide, in both legroom and headroom. The boot, meanwhile, offers 440 liters with a double floor, much more than the 326 liters of the Renault 5 E-Tech and Alpine A290.
At the wheel of the CUPRA Raval: precision and sportiness
The Raval VZ Extreme, with its 226 hp engine, bucket seats and exuberant design, promises to be the sporty flagship of the range. The question is whether it lives up to that promise. The answer is yes—with a few caveats—thanks to the precision of its front axle, the very straightforward accelerations that push you into your seat (with 226 hp and 290 Nm of torque offsetting the car’s nearly 1,600 kg weight, I wouldn’t have been surprised by anything less), and its very balanced on-road behavior.
If you push, the car pulls hard, no doubt, and pushes you back in the seat, but it does so more abruptly than when I tested the pre-production prototype. In any case, it is in the corners where the Raval truly shines.
The steering is truly precise and with the right amount of heft, though not particularly communicative. The front end goes where you point it; it doesn’t dive for the apex with the ferocity of a Renault Clio RS or a CUPRA León R, but it is very precise and quite lively. It does have a slight tendency to understeer, which is expected at this level of performance—still, it’s reassuring when a car aims to please a broad audience.
The adaptive DCC Sport suspension effectively limits body roll with a unique blend of firmness and comfort typical of the Spanish brand. It fully contributes to the car’s sporty character. It is a choice that pays off, even in the city, where road imperfections are felt. All things considered, the Raval’s suspension is far more accomplished than that of a MINI JCW electric (a true board), and the Raval offers genuine versatility.
The different driving modes also help shape the experience. Range and Comfort prove the most comfortable for everyday use, with a progressive response and notable quiet operation.
On the other hand, the CUPRA mode (firming the steering and suspension, making the accelerator more responsive and “tightening” the electronically controlled differential) is somewhat of a caricature with its artificial engine noise and space-age ambience, and its choppy accelerations. It is more of a trick than a useful tool.
The Performance or Individual modes prove far more usable. And in daily use, the compact size and highly overboosted steering greatly ease city driving.
Autonomy and charging of the CUPRA Raval: decent figures
Equipped with the 52 kWh NMC battery, the Raval VZ claims up to 440 km WLTP. In practice, you should count on about 360–380 km of average range and around 310 km on the highway, assuming a restrained throttle.
Its consumption is reasonable. In urban driving, using the “Comfort” mode and the “One Pedal” system (which allows you to do without the brake pedal thanks to reinforced engine braking and the front radar), the Raval’s consumption can drop to 15 kWh/100 km.
It also offers three levels of regenerative braking, selectable via the paddles behind the steering wheel. The two highest are particularly strong, to the point that, in the strongest mode, you can come to a near-stop without touching the brake pedal.
In sporty driving, consumption rises to 23 kWh/100 km, while on the highway at legal speeds it drops to 17 kWh/100 km. Fast charging reaches 105 kW (from 10 to 80% in 24 minutes), and the onboard 11 kW AC charger is standard on all versions.
The CUPRA Raval currently starts at €32,065 (210 hp version with a WLTP range of 444 km) and tops out at the VZ Extreme with 226 hp and 384 km WLTP range for €40,265. The jump between entry price and top of the line is striking, especially when both versions are relatively similar in terms of performance and range. That said, with the VZ Extreme everything is included as standard.
CUPRA Raval: our assessment
The CUPRA Raval VZ is an effective, versatile and well-equipped electric city car that positions itself as a more stylish and distinctive alternative to its cousin, the Volkswagen ID.Polo. In short, it doesn’t have far to go to fully convince me—except perhaps for highway-range that could be improved.
Find your ideal electric car
If you’ve contemplated buying an electric car, this will interest you. We’ve created the Personalized Electric Car Recommender, where in addition to seeing models that fit your needs you’ll also get answers to the questions you’re most likely to worry about, such as price, range, or nearby charging points.
The expenses associated with attending this presentation were borne by the brand. For more information, consult our guide to corporate relations.
