Vauxhall Corsa GSE tested: hot EV is a wolf in sheep's clothing

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First performance Corsa in years arrives with 277bhp and limited-slip diff

Chapter 1: Introduction
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While petrol-powered hot hatchbacks are few and far between these days, the world of small electric performance cars couldn't barely be expanding any faster.

The most youthful in appearance include the Alpine A290, Abarth 500e and Cupra Raval VZ, while the Mini JCW Electric and incoming Volkswagen ID Polo GTI are more mature alternatives.

The latest class entrant, however, Vauxhall's Corsa GSE, could be the hottest of the lot, because with 277bhp and a mechanical limited-slip differential, it promises more muscle and hite than the competition for a very competitive £32,995.

For those doubting its status as a true successor to its Corsa VXR and GTE/GSE forbears, get this: it's both quicker and cheaper than a Mk8.5 Volkswagen Golf GTI.

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DESIGN & STYLING

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With little more than a set of Nova GTE-inspired 18in wheels and accompanying luminous yellow brake calipers to show off its status, the Corsa GSE's design is fairly restrained for an electric hot hatch. But look closer and the 25mm lowered stance, wider tracks and negative camber hint at the upgrade.

To those in the know, it's brilliantly purposeful. The front bumper wears a sharper splitter, but with no bright shades of paint. (or fake external exhaust' noises), the GSE doesn't shout any where near as much as an Abarth 500E.

Versus the competition, then, the GSE is more of a wolf in sheep's clothing. With 277bhp and 0-62mph in 5.5sec, the top Corsa has the punchiest performance of the class, It's backed by a chassis set-up that uses the same hydraulic bump stops and limited-slip diff as the GSE Stellantis siblings, the Abarth 600e and Alfa Romeo Junior Veloce, which we already know to be pretty thrilling driver's EVs. Naturally, the GSE gets its own suspension knuckles and geometry.

Next to its group cousins, the GSE is the lowest and therefore has its 54kWh battery closest to the Tarmac. Plus, with a 1554kg kerb weight, it's lighter than its siblings. In fact, until the Peugeot e-208 GTi arrives later this year, the Corsa can claim to be the raciest iteration of Stellantis's 277bhp set-up.

That does mean it comes with roughly the same on-paper range, with 221 miles claimed for cars on standard Michelin Pilot Sport 4S tyres or 232 miles claimed for those wearing the more eco-focused Hankooks.

INTERIOR

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A pair of bucket-style front seats and luminous yellow details, including seat belts, inject a welcome 'hot hatch' vibe into the GSE's interior. And, boy, did it need it, because the underlying cabin is bland to say the least. The staid grey and black trim colours and pair of 10in screens lack a sense of fun versus the slicker-looking digital stuff of the A290 and the quirky round screen of the Mini.

It is at least functional, with manual switches for essentials such as the climate control and volume, meaning you can focus on getting to grips with a large but well-placed steering wheel, which features perforated leather and an Alcantara top. 

The seating position is very good, placing you low enough to feel sporting, while standard wireless phone charging and heated seats are common-sense touches.
Sam Sheehan
Senior staff writer

Passengers in the back are not treated so well, especially if they're above average height. Leg room and head room are cramped-so much so that anyone over six feet tall will struggle.

In the Corsa's defence, this is also true of the A290, and that doesn't seem to have hampered its popularity in Britain. But even if most prospective customers are singletons or couples, the fact the Corsa's 267-litre boot is 61 litres smaller than even that of the Alpine might hamper its appeal.

ENGINES & PERFORMANCE

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Any practicality shortcomings are made up for in performance. Versus the competition it's easily the most exciting at full power, and that's illustrated on paper by not only a 60bhp advantage over the A290 GTS but also 23hhp more than the JCW Electric.

With its limited-slip differential to juggle the torque, an off-the-line launch involves masses of bite and satisfying thrust, while even requests for power in the middle of a corner are met with traction so good that understeer is practically impossible to provoke.

At speed, road noise is slightly higher in the GSE, but slow things down and it's a pretty refined environment. With two-mode adjustable regenerative braking, which can be ramped up or switched off via the 'B' button on the drive selector, you can make the Corsa more effortless and efficient or more natural in its foeling when you brake.

The anchors, by the way, include Alcon four-piston front calipers, which provide strong and consistent hite even on track. They add to the cohesive, well-judged feeling of the GSE's upgraded set-up.

RIDE & HANDLING

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Our car's grippy Michelins helped to prevent any unwanted understeer, but you can really feel the underlying mechanical stuff working to tug this front-wheel-drive car out of each bend.

Better yet, catch a bump mid-corner or unsettle the chassis with aggressive inputs, and the GSE's damping keeps the body in check. There's so much grip on offer at both ends of this four-metre-long car that you're emboldened to carry more speed into and power earlier out of each successive corner. It's not as playful at the rear as an A290, but the steely eyed competence almost certainly makes it faster from point to point,

This is true both on track at Croft Circuit and also on the surrounding – and fantastic – North Yorkshire B-roads, although the latter's bumpiest sections do sometimes make the Corsa feel a little firm.

Interestingly, the GSE's occasional fidgetiness is most prominent at lower speeds, with the loads presented at higher speeds presumably allowing the springs and dampers to soak up the surface more effectively. It's never overly harsh, but it is certainly more permanently sporting in feel than the A290 in particular.

VERDICT

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It's clear that even the claimed 200-mile-plus ranges of the Corsa GSE are a little short when it comes to seeking out fast B-roads. But who are we kidding? A heavy right foot could easily make achieving even just 155 miles unrealistic. This is admittedly a problem shared with the GSE's rivals, but buyers expecting the freedom of the old VXR-, GIE-and GSE-badged Vauxhalls might be disappointed.

That said, for those used to small EVs, the GSE offers competitive rapid charge times with 100kW compatibility for a 30-minute 10-50% top-up time, ranking it ahead of the pricier Mini and only just behind the Cupra Raval VZ in that respect. This matters for hot hatches you might want to drive properly, even if most owners of small EVs tend to charge overnight.

Helping even more with the Corsa GSE's case is its price, which means the Vauxhall can claim to undercut the competition with only the much less powerful A290 GT and 500E beneath it. Add in a decent, albeit not class-leading, warranty of three years or 100,000 miles (and eight years for the battery), and the Corsa looks financially sensible as well as fast.