Introduction to the 2026 Cupra Raval
For a new family of more affordable, smaller EVs coming from the Volkswagen Group, it's Cupra which is taking the lead. It is developing the compact models on the new front-wheel-drive MEB+ platform and it is building them at its Martorell plant in northern Spain too, but it will get to launch its contender - the Raval - before all the others; and by that, we mean the VWs ID. Polo and ID. Cross, and the Skoda Epiq too.
We've been over to the firm's HQ outside Barcelona to have a drive in an early prototype of the Cupra Raval. We can't say much about the styling, the interior, the technology and much of the battery details at this juncture, but we can tell you this: the Raval drives brilliantly. Here are our thoughts on this oh-so-important new small EV, due to land in Ireland in 2026.
Pros & cons of the 2026 Cupra Raval
Pros:
• Superb balance of handling fun and ride comfort
• Brakes are the best in the EV business
• Makes an appealing noise in sportier modes
Cons:
• We don't know much about the interior yet
• Or the battery size and charging speeds
• Will it still be €26,000 in Ireland?
Exterior & design of the 2026 Cupra Raval
• Heavily camouflaged for our drive
• Similarities to the Born evident
• Runs on 18- or 19-inch alloy wheels
As you can see from the pictures, there's not a lot we can talk about here with regards the appearance of the Cupra Raval - its finished styling is being kept under wraps (literally) until a full reveal sometime in early 2026.
What you can see, though, underneath all the swirly camouflage, is that the Raval is not a million miles away from the Cupra Born; it has similar-shaped headlight clusters, the same heavily contoured bonnet with a 'clamshell' shut line and angular creases running down its flanks that ultimately define the tailgate.
From what little we can ascertain through its disguise, we think it will be a smart-looking little car.
It is a trace beyond four metres from tip to tail, with 2.6 metres of that sited between its axles. This, says Cupra, means that while it is compact on the outside, it is roomy on the inside, although we didn't get a chance to sit in the back or look in the boot during this event.
What we did see were the fancy light signatures fore and aft, with Cupra using the latest LED technology to provide super-bright but variable-dimming 'matrix' illumination of the road ahead at night, plus some pretty cool 'welcome/goodbye' animations of both the headlights and full-width taillamps as the car is opened or locked.
Also, the Cupra logo on its tailgate lights up, although whether this will be a trim-specific feature remains to be seen.
Dimensions of the 2026 Cupra Raval
Length: 4,046mm
Width: 1,784mm (excluding mirrors)
Height: 1,518mm
Wheelbase: 2,600mm
The 2026 Cupra Raval's wheels
We don't know anything about body colours at this stage, although look to the Born's palette for guidance on what might be available - with, most likely, some fresh new shades thrown in for good measure.
Beyond that, we can say that the base Raval Dynamic sits on 18-inch alloy wheels, while the mid-grade Dynamic Plus uprates those to 19s in a copper finish.
The range-topping VZ Extreme, which we're driving here, sticks with 19-inch rims but renders them in what are known as 'sulfur' details. And yes, that's how Cupra spells it.
Interior, practicality, tech & comfort of the 2026 Cupra Raval
• New generation of digital screens
• Cup bucket seats for VZ Extreme
• Much of the cabin is secret
In the Raval prototype we drove for this early test, the interior of the car was clothed in fabric and cloth to hide all the major details.
Obviously, we had to see the steering wheel and drive meters in the digital cluster and be able to use the touchscreen to select various modes, so we know that the two main screens which form the interface appear to use new and improved software with sparkly graphics.
Beyond that, though, there's not a huge amount more to tell at this stage - other than the long wheelbase of the car is supposed to provide plenty of rear passenger space and also a large (for this class of vehicle) boot.
Getting comfortable in the driver's seat
As a VZ Extreme, our car had the top-of-the-range Cup bucket seats with a healthy range of electrical adjustment, and the chairs themselves are lovely and supportive, as well as being mounted at a decent height to provide a nice, sporty driving position.
Furthermore, the steering wheel is an excellent size and feels great to hold, while it is equipped with physical buttons rather than any of the less-pleasant haptic controls that have been foisted on some Volkswagen Group machines in recent years.
Incidentally, Dynamic and Dynamic Plus Ravals will still get bucket seats in the front, but they won't be the Cup items of the VZ - they will, however, be clothed in upmarket Dinamica microfibre, due to Cupra's corporate identity of catering to driving enthusiasts.
Infotainment and technology
As stated above, there is a new and configurable digital instrument cluster, along with a swish and high-mounted central infotainment touchscreen. All the graphics on these two items look like a step up from the current Cupra range's displays, and if we had to hazard a guess then we'd estimate the cluster was at least 10.25 inches across the diagonal, while the infotainment looked like it was in excess of 12 inches.
Performance of the 2026 Cupra Raval
• All models are front-wheel drive
• Power outputs of either 210- or 226hp
• Rear disc brakes for all
The Raval will inform the dynamic manners of the Volkswagen ID. Polo, ID. Cross and Skoda Epiq, but it sits closer to the ground and on wider tracks than these models' default set-ups to befit Cupra's sporty status.
For the Raval itself, there will be two powertrains offered. The first has 210hp and will be used in the Dynamic and Dynamic Plus models. It has more range than the second option, which is the VZ Extreme flagship.
Peak power is only marginally improved to 226hp in this model, and we know the torque figure for this one - it's 290Nm. We also know the VZ has a top speed of 175km/h, but we don't know its 0-100km/h time, kerb weight or battery size as yet.
Driving the Cupra Raval VZ Extreme prototype
While we're a bit thin on the ground for technical data and stats, we aren't so poorly furnished when it comes to driving impressions. We were given good time behind the wheel of the VZ Extreme, with a Cupra engineer in the passenger seat for our drive, on hand to answer questions and guide us as to any issues with the car.
Usually, in these kinds of 'pre-drive' events, there can be little foibles with the way the vehicle drives because the development team behind the scenes still has a bit to work on, some final fine-tuning to do. And in that vein, Cupra said the same of these Ravals and invited our honest feedback at the end of the drive, to take on board some last critical points from independent observers that could ultimately be incorporated into the final production version.
Well, here's our considered opinion, Cupra: change nothing. Because you appear to have got the Raval about as spot on as spot on can be, first time out of the gate.
Even in pre-production-prototype format, the Cupra Raval is one of the most enjoyable EVs we've driven in recent years. It sits on the 'MEB+' platform and, unlike other single-motor Volkswagen Group EVs, it is not rear-wheel drive but instead propelled from the front.
To help out with distributing the power and torque the Raval's motor can generate, it has an electronic form of a limited-slip differential, too.
There's even bigger news on the rear axle, because this is the first Volkswagen Group EV to come with disc brakes at the back of the car, rather than drums. It's a move that has solely been done to promote a more organic-feeling brake pedal than you'd normally get in zero-emission machines, which must blend friction stopping power with regenerative decelerative forces from the motor.
Then there's the chassis tune itself. As the Raval is the first of a group of four affordable EVs all based on the same platform, then when Cupra's engineers say this car "sits 15mm lower than the platform and fitted with a 10mm-wider track too", what they mean is that the Raval is inherently a sportier piece of kit than the ID. Polo, ID. Cross and Skoda Epiq will be.
Naturally, there's a good bet the GTI version of the ID. Polo will have the same lower, wider stance as the Raval VZ Extreme, but in general the Cupra line is designed to better reward keener drivers than any of the other product families.
Other gems of the Raval VZ Extreme's specification are 'progressive' steering (that means variable-ratio) with a sports tune, a more relaxed sport mode of the ESC stability control and 15-mode Dynamic Chassis Control (DCC) damping, with three main overarching settings of Comfort, Performance and Cupra.
All of this adds up to a small supermini that drives in an enthusiastic, engaging and downright likeable manner, of a kind we've not enjoyed since the poor old Ford Fiesta ST departed this mortal realm.
The Raval's suspension and the 19-inch wheels of the VZ provide an underlying firmness to everything it does, so that it permanently reminds you that the car is supposed to be fun to drive, but at no point does the car have the nervous, fidgety nature that can befall some smaller vehicles fitted with firm springs and dampers. The MINI Aceman could learn a thing or two here.
Instead, the Raval manages to breathe with the road surface, even on lumpier tarmac, yet when the corners come, its body and wheel control are of such an exemplary level that the car doesn't noticeably lean into turns.
Rather, it has a super-keen front end, a feeling of agility and lightness that's at odds with most EVs (admittedly, the Cupra is only likely to have a battery in the 50-60kWh range to keep weight down, but still), and wonderful bite, heft and informative feel to its steering.
Dolloped on top of that, the fact that when you get on the power in sharper bends then the electronic diff works its magic and hooks the Raval's nose further towards the inside of the road, instead of spewing wide in thrill-sapping understeer, means you soon realise this little Spanish EV is a genuine delight to drive. An electric hot hatch worthy of the name, we feel.
The main praise, though, has to be for the brakes. Which are, in our humble opinions, the best of any EV we've driven, at any price. They're the most natural-feeling, progressive and enjoyable brakes you could wish for on any small, feisty hatchback, so fitting them to an affordable EV like the Raval is nothing short of a stroke of genius on Cupra's part.
As to the speed, it's wonderfully tailored to the Raval's size and class. This is not an uncomfortably quick EV, with 226hp and 290Nm, but it's more than swift enough for most people's needs - the way it hauls easily to 100km/h when on the move is quite splendid.
We'd estimate it's the sort of car that'll be able to put in a sub-seven-second sprint for 0-100km/h, but (quite rightly) it won't deliver monster acceleration from that sort of pace upwards.
Oh, and last point: in both Performance and Cupra driving modes, the Raval generates a noise as it accelerates to further involve the driver in the process. This is a sound that is obviously from anelectric car rather than anything with a combustion engine and we're sure some people will despise it on principle, but we thought it was rather well-judged and, because it doesn't in any way seek to emulate a piston engine or try and simulate gearchanges, we'd consider it a success.
Mainly because a) it's a bit quieter and less domineering in Performance than it is in Cupra, and b) it fades right off into silence as soon as you're on a trailing 'throttle' - so the car isn't constantly booming a fake electronic note into your ears. It simply enhances the way the Raval VZ accelerates, so bravo to Cupra for including it.
Range, battery, charging and running costs of the 2026 Cupra Raval
• Battery sizes not specified yet
• Range of c.400-450km
• Charging speeds also unknown
It's clear that the Cupra Raval is going to be offered with just one battery size from launch, because the 210hp Dynamic and Dynamic Plus cars can do around 450km to a single charge, while that figure drops to circa-400km in the 226hp VZ Extreme. However, what that battery size is, in kWh, is as yet unknown - as is much else about the Raval's electrical system.
A realistic guess for a car of this class, which is only four metres long and feels as light at the wheel as the example we drove, would have it somewhere in the 50-55kWh ballpark, maybe a little more. This would compare well with an ideologically similar rival, the Alpine A290 GTS, which has a 160kW motor (-6kW on the Cupra) and a 52kWh battery for an official 364km of driving range.
Real-world range and efficiency of the Cupra Raval
We were going to leave this section out, because we don't know the battery size, its charging speeds, or the official efficiency of the Raval's power pack.
However, even though Cupra was trying to disguise the car's dashboard, we could see one readout which said we were averaging 22.2kWh/100km. That's pretty profligate, although the defence is that the Raval was being driven enthusiastically on the test, so we'll reserve further considerations until we know more about the car - and until we drive a proper production version in more everyday-realistic circumstances.
Servicing the Cupra Raval
No firm details on the Raval as yet, but the slightly bigger Born has a two-year, 20,000km service interval - so it's realistic to expect the smaller Cupra EV would fall into the same schedule. It should also qualify for the service packages Cupra Ireland offers for all its cars, EVs included.
Cupra Raval warranty
Every new Cupra in Ireland is covered by a five-year, 100,000km warranty, of which the first two years are unlimited distance, with the 100k cap coming into effect for years three to five of the period. The high-voltage battery in Cupra's EVs, meanwhile, are subject to an extended eight-year, 160,000km guarantee.
Irish pricing & rivals to the 2026 Cupra Raval
• Irish prices and specs yet to be confirmed
• Cupra is targeting a €26,000 European entry ticket
• Renault 5 E-Tech and its Alpine spin-off the key targets
The only thing we can say here with any certainty is that Cupra reckons it can sell the basic Raval for €26,000 'across Europe'. That, naturally, might not be the case for the Irish market, what with VRT etc, but if it can get anywhere near that figure then the Spanish firm should be onto a winner.
We don't know if the Raval will take the Dynamic, Dynamic Plus and VZ Extreme range structure here either, and Irish specs are a long way from being finalised as yet.
We'll perhaps conclude with these two points: the first is that a Cupra Born kicks off at €37,330 for a 231hp 59kWh model, so even the Raval VZ Extreme ought to undercut that; and the second observation is that the Raval would then represent great value against the Alpine A290 GTS, its most obvious rival, which costs €42,500. Fingers crossed that Cupra Ireland gets the pricing right, then.
Verdict - should you buy the 2026 Cupra Raval?
The Cupra Raval drives quite brilliantly, like a proper little B-segment hatchback with an emphasis on fun, and it seems to offer decent range, ride comfort and rolling refinement too. If Cupra does manage to get this thing to market close to the price stipulated, it would therefore surely become one of the finest compact EVs on the market at a stroke. Here's hoping the production version lives up to the lofty expectations set by this early drive.
FAQs about the 2026 Cupra Raval
Is the Cupra Raval rear-wheel drive like a Cupra Born?
No, it is based on the 'MEB+' platform and is front-wheel drive, as befits its B-segment status in life. There's no indication at this stage that any dual-motor, all-wheel-drive versions of the Raval are in the pipeline, either.
Are there different power levels for the Cupra Raval?
Yes, the basic two models have a 155kW front-mounted motor, while the spicier VZ Extreme has a 166kW unit for improved performance.
Does the Cupra Raval qualify for the SEAI grant?
It's a given that the Raval will be considerably less than €60,000 in all its varied formats, so it will definitely qualify for the SEAI grant.
Has the Cupra Raval been assessed for safety?
Not as yet, but Cupra makes a big deal about the advanced driver assist systems (ADAS) fitted to the Dynamic Plus and VZ Extreme models. Products from the wider Volkswagen Group also have a good record of attaining high overall (and individual discipline) scores in the Euro NCAP tests, so the possibility of a five-star rating would not be out of the question for the Raval.
Want to know more about the 2026 Cupra Raval?
If there's anything about the new Cupra Raval we've not covered, or you'd like help in choosing between it and other cars, you can avail of our expert advice service via the Ask Us Anything page.
