Opel Corsa-e is officially unveiled

2019 Opel Corsa-e

Opel finally unveiled the Corsa-e, the electric car that shares the powertrain (battery and motor) with the PEUGEOT e-208.


Let’s see the press release.


  • New Opel Corsa-e: offers electric driving range of 330 kilometres (WLTP1)
  • Powerful: 100kW (136hp) in every Corsa-e
  • Active safety: systems include adaptive speed assistance
  • Bright idea: IntelliLux LED® matrix light for first time in small car segment


Rüsselsheim.  Opel goes electric. With the all-new, sixth generation Corsa, the German carmaker is offering for the first time a battery-electric version with a range of 330 kilometres (WLTP1, provisional figure). Opel has chosen the brand’s most popular model to finally bring electric mobility out of its niche-existence. The Opel Corsa is an absolute bestseller. More than 13.6 million units have been produced since the world premiere in 1982. The Corsa has made millions of people mobile; now it is offering them access to emission-free driving. The order books for the sixth-generation Corsa will open in a few weeks, beginning with the Corsa-e, followed by the diesel and petrol versions.

Impressive data: 100kW (136hp) power output, 330 km range1

Opel has been producing cars for 120 years and has always made technology available to a wide audience of car buyers. The new Corsa-e offers state-of-the-art electric mobility. With a range of 330 km according to WLTP1, the five-seat Corsa-e is suitable for unconstrained every-day use. The 50 kWh battery can be fast-charged to 80 per cent of its capacity in 30 minutes. The Corsa-e is prepared for all charging options – via cable, wallbox or high-speed charging – and the battery is covered by an eight-year warranty. The state-of-charge can be checked with the “myOpel” app, so that charging times and costs can be optimized at all times.

Furthermore, the range can be adapted by the driver, who can choose from three driving modes – Normal, Eco and Sport. Sport increases responsiveness and driving dynamics, with a moderate loss of driving range. In Eco mode the Corsa-e becomes a long-distance runner, significantly increasing the range while hardly affecting comfort.

The Corsa-e’s propulsion system combines emission-free driving with a maximum “fun-to-drive” factor. Thanks to the 100kW (136hp) power output and a maximum 260 Nm of instantaneous torque, the highlights include responsiveness, agility and dynamic performance. The Corsa-e needs only 2.8 seconds2 to sprint from zero to 50 km/h, only 8.1 seconds2 from zero to 100 km/h – a match for sports cars.

The Corsa-e also looks dynamic thanks to its sporty design, while the compact exterior dimensions of previous generations are retained. With a length of 4.06 metres the Corsa remains an agile, practical and well-arranged five-seater. The roof line is coupé-like, 48mm lower than its predecessor’s, without detriment to headroom. The driver sits 28mm lower. Handling and driving dynamics benefit from the lower centre of gravity. The handling is responsive and dynamic, for more fun behind the steering wheel. The modern interior with fully digitalised cockpit can even be upgraded with leather seats.


2019 Opel Corsa-e


It’s a shame that just like the PEUGEOT e-208 the charging port is on the wrong side, it should be on the right, which is where the sidewalk is when the car is parked in parallel.


Safety first: IntelliLux LED® Matrix light, side blind-spot assist, flank guard

Technologies and assistance systems that are more often found in higher market segments make their debut in the Corsa-e. The top features include the adaptive, glare-free IntelliLux LED® matrix light that Opel offers for the first time in the small car segment. The eight LED elements, controlled by a newest-generation high-resolution front camera, continuously adapt the light beam to the prevailing traffic situation and the surroundings. Advanced driver assistance systems provide tangible additional safety. Thanks to the new front camera traffic sign recognition now detects additional information, such as LED signs. The speed limits saved in the system are also shown in the display.

Radar supported adaptive speed control and sensor-based flank-guard celebrate their premiere in the new Corsa. Side blind-spot assist and a variety of parking assistants are also available.

Multimedia systems with “Opel Connect” telematics service

New infotainment systems keep the new Corsa’s drivers and passenger fully connected. The Multimedia Navi with 7.0-inch colour touchscreen, as well as the top-of-the-line Multimedia Navi Pro with 10.0-inch colour touchscreen, also offer the new “Opel Connect” telematics service. Helpful functions, such as Live Navigation with real-time traffic information, as well as direct connection with roadside assistance and emergency call, give additional peace of mind to drivers and passengers.


2019 Opel Corsa-e


I think that’s strange that the on-board charger isn’t mentioned in this press release, since we already know that the PEUGEOT e-208 will have a 3-phase 11 kW on-board charger. I hope that this doesn’t mean that the Opel Corsa-e will only get a single-phase on-board charger.

At the moment the official estimated WLTP range for the Corsa-e is 330 km, while for its sibling PEUGEOT e-208 is 340 km. I’m curious to know if this 10 km difference will remain after final evaluation.

Nonetheless, it seems that the most striking difference between the two is that the PEUGEOT e-208 has the weird 3D i-Cockpit, while the Opel Corsa-e has the IntelliLux LED® matrix light.


Anyway, I really like the Opel Corsa-e and its sibling PEUGEOT e-208, they seem great superminis that Europeans like so much. However, the most important information is still missing, price and availability. My guess is that the price will be around 30.000 euros. What do you think?



More info:


This Post Has 22 Comments

  1. It looks great and I’m certainly excited. It should be a much better car than the citigo but, 30000€ you say? Why should I prefer this to the ID? If VW delivers, they will be unbeatable.

    1. Soon we will have great superminis available, such as the Renault ZOE 2 (Neo), the Volkswagen ID.3, the Opel Corsa-e and PEUGEOT e-208.

      I think that availability will determine which one will be more successful.

      I tend to agree, right now the Volkswagen ID.3 with the MEB platform seems to be the best choice. I still think that PSA isn’t serious about electric cars, they’ll have very limited production.

  2. I disagree with respect to the location of the charging port, the correct location is at the front of the vehicle. Most charger I know have parking spots just in front of them and if you have your charging port at the rear end of the car you have to back into the parking spot in order for the cable to reach. So the most practical location of the charging port is the front of the car. Some current BEVs have the charging port at the same place where the ICEV has the fuel door, but if you design a new BEV on a new platform like the VW ID.3 why would you not put the charging port in the front?
    Is it normal that car companies launch/reveal new models without telling the price or is that a BEV thing? How can you open order books if people don’t know what they have to pay for the thing they order?

      1. I surely hope that every BEV that has a charging port at the rear (either left or right side) comes with a rear view camera as standard, but from what I have seen this does not seem to be the case.

    1. Lars: optimal position of charging port is a good question. My opinion is that it is not possible to evaluate emobility according to the current state, because a lot of things are done wrong. Today common DCFCs with one or two stalls are as we say in Czech “better than the wire into the eye” but for the mass emobility it is totally useless. For practical use in near future there must be instaled at least 12 DCFC stalls with 150kW+ in one place( if we would like to call this place as DCFC station and not a camping site). I think that 36-48 stalls with 150kW is the optimal number to be on parity with one gas station. After we got vehicles with 250kW+ charging as standard we can lower the number to 24 stalls or even less. And so if you have this huge number of stall there is question how to design the locality. I am not sure if one long row of stalls is optimal and possible to build in each locality. We can see that Ionity and Tesla SuC are comnonly using a “multi row” stall placement design similar to gas stations, In this particular stall placement the front charging port losses its main benefit. What do you think?

      1. If the chargers would be placed in the same way that fuel pumps are placed, it would be OK to have the charging port at the rear side. But at least in my country (Denmark) the chargers are placed in a way that make the charge port at the front the best placement. And Pedro may be right that backing into a parking space is safer, but since most parking spaces for fast chargers (up to 50 kW) have their parking spaces in front of them in an angle like Henrik mentioned, you have to back in a 135 degree or even larger angle. So often people end parking in the opposite direction of the traffic in an angle and since the parking spaces are of regular size you often see people that backed in and occupy more than one parking space or across the two parking spaces that are reserved for the charger. So backing in is maybe safer, but at the chargers I have been at, not very practical and difficult.
        That was for the public fast chargers, for the regular AC charger and at home the front is still the most optimal placement of the charging port because it allows for the closest placement of the charging port to the EVSE.

        With respect to the number of chargers at a charging station I think we have to wait and see. I regularly charge at a charger next to a Ionity charger with 6 chargers and I haven’t seen any EV charge at the Ionity charger while I was charging at the other 50 kW charger (I charge with 22kW AC with a ZOE). So for now the six chargers are plenty, but that may change and I hope that Ionity will expand at that time. I can see that there are a lot more Teslas at the SuperCharger that is not far away and the SuperCharger location has many more chargers.

  3. Backing in doesn’t work if the parking space is angled.

  4. Regarding AC charging: If you look closely at this hi-res picture, published by Opel:
    then the charge port has the lowest two pins in the Type 2 inlet missing, meaning single phase AC charging.
    But there are more additional wires tucked away and leading to connectors.

    Similarly here for the Common Modular Platforms shown a while ago:

    Stating: https://at-media.groupe-psa.com/de-at/cmp-die-neue-modulare-multi-energy-plattform-der-groupe-psa#prettyPhoto
    “Einfaches Aufladen: volle Aufladung in weniger als 8 Stunden für Kunden mit einer WallBox (7,4 kW – 32 A einphasig).”

    I guess, at some point in time there will be both versions. If PSA would be clever, they would always fit the hadware für 3-phase AC charging (11kW), but disable 1 or 2 phases in software for the low-end models. Customers later will see their desire for more AC charging power and will likely pay a high activation fee for upgrading to better AC charging.

    1. I guess that the Opel Corsa-e will be cheaper than the PEUGEOT e-208. It’ll be interesting to see Renault ZOE 2 vs PEUGEOT e-208 in France and Opel Corsa-e vs Volkswagen ID.3 in Germany.

      1. When are they going to present or launch ZOE 2? In January they told me summer. But now almost every mini is presented, where is the ZOE?

    2. If the Corsa-e only charges with one phase it is way to slow. In my country I can only use 32 A if I use 3 phases, I am not allowed to use 32A on a single phase. So for me the Corsa-e would charge with one phase and 16A, which would mean 3,7 kW and with a 50 kWh battery that would be more than one night of charging to recharge an empty battery.
      Do we know if the 50 kWh are the useable capacity?

  5. I’d really like to get any one of these (eCorsa, e208, VW ID, Zoe2) used, say 2-4 years old, with arround 40-60k km. I suspect, I’m not the only one, though…

  6. Pedro, please add relevant battery information for Corsa-E.
    From the press release: https://media-psa.groupe-psa.com/pm_1_2176_2176767-v64hoqn54d.zip

    216 cells, 18 modules, 12 cells per module. CATL being the cell producer.
    18 modules can also be confirmed in the picture: https://imgr4.auto-motor-und-sport.de/Opel-Corsa-e-fotoshowBigWide-72c4f93f-1591555.jpg

    This should translate to a 108s2p battery. Quite a high voltage.

    50 kWh netto / 216 cells = 231 Wh/cell.
    231 Wh/cell / 3,7 V = 62,5 Ah usable (!). This cannot be just 60 Ah cells, but must be higher.

    This would apply to the Peugeot e-208 GT as well.

    These are interesting CATL cells and modules! I wonder, what cell type and size they are. If they were prismatic VDA PHEV2 cells , then these should be 70 Ah (nominal) cells! If they were pouch cells, then 65 Ah nominal would probaby apply.

    This could be the NMC811 cells, even with Graphite+Silicon anode, you described here, where there were no Ah figures:

    AC Chargers:
    basic version (Selection) gets a 1p, 32A single phase AC charger: 7.4 kW. For single-phase markets.
    mid version und high version (Edition and First Edition) and up: 3p, 16A AC charger: 11 kW. For three-phase markets.

      1. Thanks Pedro. I’m a bit disappointed about 50 kWh rather being some exaggerated gross value, with “only” 45 kWh net capacity. I thought they learned from id.3, where I believe Volkswagen communicates net values from the start.

        For Corsa-e BEV: I’v changed my forecast now to 60 Ah PHEV2 cells or pouch cells of about the same capacity.
        If pouch cells, the shape must be different than the lenghty pouch cells in Ampera-E however.

      2. Ralf K: Before the reservation launch of the ID.3 on 8th of May 2019, the capacities of the batteries for the ID.3 were stated as 48 kWh, 62 kWh and 82 kWh, those are now changed to 45 kWh, 58 kWh and 77 kWh. And VW has not stated usable capacities before, both the e-Golf and the e-up! were stated with gross or nominal capacities, and the capacity of the batteries for the Citigo-e and the Mii electric are probably also gross or nominal and not usable.

    1. Interesting that the base version that was announced by Opel with a price in Germany isn’t even going to be offered in Germany. So in reality the cheapest model is priced at 30.650 Euro. Why announce a model below 30.000 Euro if it is not going to be offered in the marked you announce the prices for? I would guess that the base model with a 1-phase charger would be offered in Denmark either because you are not allowed to use 32 A on a single phase.
      I hope that VW actually is going to sell a base ID.3 for less than 30.000 Euro as they claimed.

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