Vauxhall Corsa-e

By 2019, the supermini-sized full-electric cars we'd previously had hadn't generally been very credible, with one or two notable exceptions.

But as Vauxhall launched its MK5 Corsa 'F'-generation model, times were changing.

By then, most volume brand manufacturers knew that they'd have to get around to offering little EVs with the kind of driving range you once had to pay luxury money for.

And Vauxhall found itself in the vanguard of this change courtesy of the borrowed PSA Group technology we first saw in the Peugeot e-208 and the DS 3 Crossback E-TENSE.

It appeared in 2019 in the full-battery version of the 'F' generation Corsa, initially badged the 'Corsa-e' and was the Griffin brand's very first Zero Emissions model. The initial modest 209 mile driving range figure was increased to 222 miles in 2022 - the same year that this car was re-named the 'Corsa Electric'.

More significant changes followed with a full facelift in mid-2023; it's the pre-facelift 2019-2023-era MK5 Corsa-e/Corsa Electric model that we look at here though.

Visually, this electric Corsa is virtually identical to the combustion-engined version, with the exception of different alloy wheel designs.

The side view is characterised by a swept-back roof line, a pronounced mid-level crease above the door handles and, in usual Vauxhall fashion, a lower swage line flowing upwards towards the rear wheel arch in a 'blade'-like formation.

The rear styling is characterised by this sharply defined crease line that bisects the top of the tailgate badge and connects the sleeker light clusters, which will be LED-illuminated provided you avoid entry-level trim. Inside, there are very few differences with this electrified model over a conventional version of this Vauxhall supermini.

If you've driven a Corsa before - as most of us have - the Griffin badge on the steering wheel will be the only thing you'll recognise about this one.

You sit quite low and the cabin surrounding you is of considerably higher quality than you might expect, with glossy black trim that delivers quite an up-market feel.

Technology also helps of course, with the greater perception of sophistication.

The minimum centre dash monitor size is 7-inches, while at the very top of the range, you can have a wide, brightly-coloured 10-inch HD fascia display. Opt for top spec and you'll find that another 7-inch digital display features with virtual dials in the instrument binnacle.

Rear seat space is a little constricted thanks to the underfloor battery placement and legroom is at something of a premium - it's more city car than supermini-like in the back.

Boot room is exactly the same as with the combustion-engined versions - 309-litres, extendable to 1,118-litres when you fold the rear bench.

Please contact us for an exact up-to-date valuation.

We came across a few issues.

Most centred on range issues - owners not getting anywhere near the quoted manufacturer's figure; typical is a drop from the original Corsa-e's claimed 209 mile reading to a more typical result of around 185 miles.

Try and find an arrangement with the seller to put this to the test.

If having done so, you find that the realistic range is any worse than 185 miles, you should probably walk away.

Ideally you should be able to achieve this without resorting to the selectable 'Eco' drive mode, which is supposed to increase range by around 75 miles but feels soul-crushingly slow.

You'll probably need that setting though, to get over 150 miles between charges with this car. The 50kWh drive battery in used electric Corsa models should have quite a bit of life in it, unless you happen to be looking at one of the very earliest '19-plate models.

When the battery is on its way out, you'll obviously find that it won't go as far on each charge - and when it starts to run low on charge, you'll find that the car will particularly start to struggle going uphill.

When it gets old, the lithium-ion battery used here can suffer from the ionised liquid in the battery freezing certain cells; those cells are then unable to receive charge. Obviously though, if that seems to be happening, you'll need to make sure the issue really is the battery.

If the car won't charge, it could be a problem with your home electrics (or those at the public charge point you're using).

Check the charge light to make sure that electricity really is going through the charge port.

And make sure there really is charge in the socket you're using to power from - plug something else into it to see - say, your 'phone.

If that charges OK, it could be that your charging cable is demanding too much power, so try another power source.

Another problem could be that the circuit may have tripped due to a circuit overload.

Or perhaps there could be a problem with the charge cable: this needs to be cared for properly.

Repeatedly driving over it (as previous owners may conceivably have done) will damage it eventually.

Make sure you do a charge-up before signing for the car you're looking at.

When you do this, make sure that when you plug in to start the charge cycle you hear the charge port and the cable locking and engaging as they should; that's all part of the charger basically confirming with the car's onboard computer that everything's good to go before releasing power.

But if the charging cable fails to lock as it should, then that won't happen.

If there is a failure to lock, the issue could be actuator failure, caused by a blown fuse. One other thing: never try and drive your Corsa-e or Corsa Electric through a really deep puddle; it can lead to major system issues.

We also came across Corsa electric models having window demisting problems.

And one owner reported a knocking sound on rough roads.

Otherwise, the issues here to look for are pretty much as they are in other MK5 Corsa F petrol and diesel models.

Check for parking dings because this Corsa has rather large pillars front and rear.

And inspect the alloy wheels (if fitted) for scrapes and nicks.

Examine the interior for broken bits of trim and child damage - the upholstery may have been affected by the fitment of child seats.

And we've heard of the clips on the seat backs braking, making it hard to release the seat back and fold it down.

Insist on a fully-stamped service history.

(approx based on a 2020 Corsa-e excl.

VAT) Expect to pay around £8 for an air filter and around £9-£19 for a wiper blade.

Front brake discs are around £47-£126 for a set.

Front brake pads are in the £23-£54 bracket; rears are in the £23-£33 bracket.

Here, as with this model's cousin the Peugeot e-208, a 50kWh lithium-ion battery is mated to a 100kW electric motor putting out 136PS and working through the usual single-speed auto transmission you get with EVs.

Like all electric vehicles, this one develops all its torque at once and simply hurls itself away from rest (the 30mph mark is reached in just 2.1s and 60mph is crested in only 7.6s), disguising the fact that (also like all EVs) this Zero Emissions variant has a bit of a weight problem - that drivetrain adds over 300kgs of bulk.

That other small battery-powered little hatches manage this issue a little better is evidenced by the fact that the Corsa-e's original WLTP-rated 209 mile driving range (later upped to 222 miles) is easily improved upon by the comparably-plated versions of the Renault ZOE and the BMW i3. Still, all of this does represent a brave new world for forward-thinking supermini buyers on the used market looking to make the (still rather expensive) switch into all-electric motoring; it seems like only yesterday, after all, that a fully-charged small EV could only manage around half the kind of range you get from this one.

If you're a prospective Corsa-e owner, you'll need to know that getting anywhere near the quoted range figure will necessitate staying in the powertrain's provided 'Eco' mode - activating its 'Sport' mode setting will reduce your range by around 10%.

What about charging times? Well, using the 7kW wallbox you'll need to get installed in your garage as a Corsa-e owner, a full charge from empty will take seven and-a-half hours.

If when you're out and about, you find a public 50kW Rapid Charger, the replenishment time to charge from 15 to 80% is 45 minutes.

If the charger in question is a 22kW accelerated public charger, then the replenishment time will vary depending on whether you've got a car whose original owner paid a little extra to get the Corsa-e's standard 7.4kW on-board charger upgraded to 11kW spec.

If your chosen model has that, you can reduce the 5 hour replenishment time with this kind of charger to 3 hours and 20 minutes.

We're still at the stage at which you have to be pretty sold on the EV concept to choose a car like this on the used market.

At the launch of this model, Vauxhall said its goal was to reach a stage where the overall full-life cost of an electric Corsa (taking into account purchase price or leasing costs, plus charging fees) was approximately the same as what you'd pay to run a well-specified petrol automatic variant.

Well even now, we're some way off that.

Perhaps it'll happen sooner or later. At least what's available in this electric Corsa isn't too far from being state of the art in terms of full-electric small cars.

Yes, you can get the same technology in a Peugeot e-208 or a DS 3 Crossback E-TENSE from this period.

And yes, other compact EVs from this era like the Renault ZOE and the BMW i3 will take you a little further on a single charge.

But this Vauxhall reached a far wider audience than any of the models just mentioned and so is available in wider numbers (so more affordably) on the used market.

It's played a key part in democratising the idea of a supermini EV.

And that makes it a very important car indeed.