Essay – Opel Astra Electric: The Astra who wanted to stretch Tesla

It is characterized by this large black grille and the hood line which comes there in its center and continues slowly below, therefore representing a viewfinder.

OPEL Astra Electric handling: promising autonomy, but at what price ?

Already available in rechargeable hybrid engine, the Opel Astra is available in all-electrical. Cousin of the Peugeot E-308, it promises a reasoned consumption and a range of 416 km. Details review ..

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This is what is called toast the politeness. Brand of the Stellantis group, Opel has unveiled and proposed its new Astra electric at the trial to the detriment of the Peugeot E-308 cousin. Remember that these two vehicles are based on the EMP2 platform. They therefore share the same organs, such as the 115 kW electric motor (156 hp, torque of 270 Nm) and the NMC battery (Nickel-Mangannesis-Cobalt) positioned in the floor. This is made up of 102 cells distributed in 17 modules.

This battery with a useful capacity of 51 kWh (54 kWh in gross) grants an autonomy of 418 km (mixed WLTP cycle), 18 km more than the Peugeot. Average consumption is 14.8 kWh/100 km, against 15.1 kWh/100 km at the Lioness of Sochaux. Given the almost similar size of the two cars, one wonders what can create so much difference … So much the better for the German.

Meine Liebe Vizor

Outdoor view, the Opel Astra Electric displays the same dimensions as the rechargeable thermal and hybrid versions, namely 4.374 m in length, 1.86 m wide and 1.44 m in height. The wheelbase reaches 2.675 m, while the volume of trunk loses – just like the Phev – 70 L. The capacity thus varies from 352 to 1268 l with a width of 1.06 m. Note the presence of a ski hatch on our test version.

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But what characterizes this Opel Astra is obviously the Vizor grille. Successful inaugurated on the second generation of Mokka, this lacquered black panel is inspired by the Opel Manta A and has (re) become the signature of Opel. Beyond the purely aesthetic aspect, the Vizor grille houses intelligent adaptive headlights of 84 LEDs each, a camera and the famous blitz, the brand logo.

As we had already mentioned during our test of the Astra Hybrid 180 Ultimate, the Opel Astra Electric is more consensual than the Peugeot 308, whose drawing of the body could embarrass certain regulars of the brand.

A seminarian interior

It is a habit, except on the GSE version (Grand Sport Electric): the interior is rather austere, with in particular a gray color that is found as well on foaming elements such as the steering wheel, the dashboard, the armrests, the part of the stuck in the central console, only on many plastics.

However, comfort is ensured with seats covered with Nappa leather, accompanied by Alcantara for the lower finishes. These AGR certified seats, a label awarded by ergonomists, are welcoming and grants good support.

The rear passengers are also well off, provided you do not have a rugby player’s size and not cross a size of 1.78 m. The other downside concerns the central console which exceeds in the place of the environment, forcing the “lucky” to contort to settle.

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Fluidity of infotainment

Astra Electric retains its cockpit, which has the distinction of being turned exclusively towards the driver, like certain “old” BMW. We find the pure panel, a double screen of 10 inch each (diagonal of 25.4 cm). The infotainment is based on the Cockpit Platform system signed by the Qualcomm Founder, made up of a Snapdragon processor, the characteristics of which are not known.

The first screen acts as an instrument handset. It is supported by a head-up system called Intelli-Hud, whose graphics are particularly well designed. This displays various information such as instantaneous speed, limit speed, navigation and driving aid.

The second, tactile for its part, is the vehicle control tower. Its architecture is classic with functions arranged in the form of icons. This screen can be divided into three sections depending on the use. The system is of course compatible with Apple Carplay and Android Auto.

Connected navigation is devolved to Tom-Tom with real-time traffic, the location of the parking lots, the price of fuels and the local weather, without forgetting the remote update of the cards.

Under the screen, two physical control strips allow you to directly trigger functions on the screen, while the second part activates the air conditioning, the heating, the seats and the steering wheel, both heated.

Although still as fluid, responsive and bright, this infotainment cannot compete with the latest Tesla or Renault productions, which owes its technological renewal to Android Automotive.

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Banco with sport mode

At the weighing, Astra Electric displays 1679 kg which in no way hinder its agility or accelerations. The 156 hp are only available in sport mode, one of the three driving modes offered with normal and eco. The normal mode will only provide 136 hp against 108 hp in eco. The speed, it is capped at 170 km/h, while the exercise from 0 to 100 km/h is reached in 9.2 s.

It was in Berlin and his close periphery that our (too) short test was held. On the program, some towers in town with national roads. We did not have the opportunity to practice autobahn and its few portions without speed limitation.

Easy to handle, the Opel Astra Electric is flexible with a precise direction which filter rather effectively the Raids of the Road. On the suspensions side, no complaints, if not a slight pitch observed in roundabouts and turns taken a bit of excess optimism.

On the other hand, on the energy regenerative component, there is nothing revolutionary, except the presence of a B mode (Brake) on the automatic transmission.

Classic driving aids

Knowing that our test model was 100 % Made in Germany, The standard endowment is different from the models intended for France. This Astra Electric therefore benefited from a front collision alert with automatic emergency braking and pedestrian detection, aid to maintain the track, recognition of signaling panels, adaptive cruise control with Stop & Function Go, front and rear parking radar and 360 ° camera.

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Optionally, Teutonne customers can enjoy “From the new 2-Drive-Drive 2 assistance pack.0 with intelligent speed adaptation and semi-automatic channel change assistant ”.

Amazing energy sobriety

This is the most astonishing point – and promising – of our short handling: the Opel Astra Electric was rather frugal with an average consumption of 13.7 kWh/100 km, at an average speed of 33 km /h on a route of approximately 150 km. Note that the weather was rainy with a temperature of 19 °.

Other colleagues have done better with an average of 12.6 kWh. Of course, these figures will be confirmed once the vehicle was tested on our roads, but this proves the progress made by the Stellantis group in terms of electric motorization. Besides, this powertrain is the same as that of the Jeep Avenger, elected car of the year 2023. The first tests of the latter seem to confirm a certain sobriety of consumption, despite the norman wardrobe size of the jeep.

On the other hand, we would have liked the Opel Astra to be provided with a load speed above the 100 kW announced. The manufacturer promises us a 0 to 80 % in 30 min. In addition, the German will take on a 11 kW on -board charger standard.

An above ground rate ?

This is the big question mark. The price of the Opel Astra Electric will not be known until this summer 2023. Indeed, Opel always seeks the “best” price for his vehicle. The memory of Peugeot’s missed on the above-ground prices of his E-308 is still vivid in all minds.

On the other hand, we know the price of the Opel Astra GSE, the high -end, on the German market. It will be € 45,060 with 19 % VAT. We therefore assume that the French version will display a similar label in order to take advantage of the ecological bonus of € 5,000.

However, the German, just like his French cousin, will have a lot to face a fierce competition made up, among others, of the MG4 (from € 22,900) and the Renault Megane e-tech (from € 44,500). To these two models, we could add the standard car, the Tesla Model 3 (from € 36,990).

Balance sheet

During the Opel Astra Phev test, it had seduced us more with its design and driving pleasure than by its interior. The electric version is just as pleasant to the eye as to lead on the asphalt. Admittedly, the battery capacity is not monstrous, but the excellent efficiency of the powertrain compensates for this weakness. Only pitfall, this electric Opel, the only one in the range, makes its kilowatt hour paid very dearly.

Essay – Opel Astra Electric: The Astra who wanted to stretch Tesla

Appeared last summer, the latest generation of Opel Astra is available in a 100% electric version well presented and very comfortable. Can it justify prices higher than the market reference ?

Appeared last year, the Opel Astra is available in thermal, hybrid and now 100% electric version. Made in Germany in the Rüsselsheim factory alongside the hybrid DS4, the German compact displays relatively generous dimensions in its category with 4.37 m long is 17 cm more than the Renault Mégane Électrique . Cousine of the Peugeot E 308 or even the Jeep Avenger, the Opel Asttra Electric shares the same mechanical base, namely a synchronous engine with permanent magnets (of French manufacturing) of 156 hp for 270 nm. This block located at the front of this traction is powered by an NMC type battery (Nickel Manganese Cobalt) with a capacity of 54 kWh raw or 51 kWh net.

More serious than a Jeep Avenger

If the French prices were not yet defined at the time of press launch in Berlin, we know that the range will be limited to one or two high -end finishes with 18 -inch serial rims and LED lighting.

A two-tone paint and an electric sunroof will be offered as an option. The classic style inspired by the Opel Manta concept is distinguished from the other electrical models of the Stellantis group sharing the same platform. The manufacturing quality of this astra seemed to us a clear tone above that of the Jeep Avenger. Body assemblies are homogeneous, the painting is well applied and the door seals many and thick.

A perfect driving station

On board, the presentation is also flattering with many padded materials on the upper parts of the furniture and precise assemblies. The presence of non -slip in central storage or felt in the glove box testify to the care given to the finish of this Germanic compact. Astra also deserves applause with regard to the ergonomics of orders.

The pimples on the branches of the steering wheel fall under the direction just like the physical shortcuts located under the touch screen. Air conditioning, driving aid and music settings only take one second without decentralizing the driver. Complete and perfectly readable digital instrumentation can be doubled as an high head display, which is also very well designed with reading limitation panels, GPS and media. Added to this is an easy connection with your smartphone to benefit from Apple Car Play or Android Auto Sans. The optional navigation system also seemed very convincing with very useful TomTom info and precise indications. The seats have some electrical settings on the driver’s side, but the personalization of the length and seat depth remains manual. The passenger must do everything manually, but still benefits from an adjustment of the seat in height. Despite the AGR name and approval, the comfort of this so -called “ergonomic” upholstery remains fairly firm (as always with Opel) and lack of lateral support.

Average habitability

Thanks to its wheelbase of 2.68 m, the Astra Electric gives enough space to its rear passengers who benefit from sufficient storage and large tasty windows. Middle -Place is less pleasant because of the armrest and the bondage tunnel. The trunk displays an average volume (352/1 268 L) but is quite practical to load with a wide opening, a fairly low threshold and a two -part folding bench incorporating a ski hatch. Note that a break version is expected soon.

Better than one Tesla in town

Like the Jeep Avenger and the Electric Peugeot, the Astra Electric requires pressing the Start button to start and turn it off before switching off the front or rear step. A detail that quickly becomes annoying when you are used to doing nothing anymore as at Tesla. With a parking radar and 360 ° camera views, the German compact, on the other hand, is more pleasant to maneuver and has a shorter robbery diameter (10.5 m against 11.3 m for the Tesla Model 3). In addition, ASTRA provides better visibility from the central rear view mirror and has a rear wiper. In town, management shows sweetness as well as accelerations and decelerations. A Brake mode accentuates regenerative braking without however going to the complete stop of the vehicle. In addition, there is a low -speed depreciation and on the pavers despite the presence of 18 -inch rims. We have also not noted noise of furniture.

A little too serious on the road

More pleasant in town than a Tesla Model 3, the Opel Astra Electric bows on the road. In a tight turn, his management shows a certain inertia and requires overbraising at the risk of saturating the front axle. The rear axle riveted to the bitumen confirms that the directors to the point favored stability to agility. A Tesla Model 3 Propulsion is much more precise and provides much more impactful performance (6.1 s on the 0-100 km/h against 9.2 s for the Opel). The Renault Megane EV60 is also faster (7.4 s) than the astra and can count on a more incisive front axle with a better return of information in the direction. Without being dynamic, the German remains very comfortable thanks to contained cash movements and good filtration of the coating. The braking seemed to us quite biting with a dosage pleasant to the pedal. Its relatively high weight of 1,679 kg with driver (therefore 1,604 kg vacuum) preserves the springs like platelets.

An excellent motorway

On a fast track, the Opel Astra Electric delighted us with its soundproofing quality. The sounds of air and rolling are very well stifled even by evolving at 150 km/h on Autubahn. The top speed of 170 km/h is slightly higher than that of the 220 hp megane, but the covers of 90-130 km/h less lightning. We have also been seduced by driving aids as effective as it is easy to use. If the active regulator and the maintenance of the line maintenance as standard, the intell-Drive 2.0 with speed adaptation and optional change of track is optional. The Opel Astra also seemed rather sober since we noted an average consumption of 17.8 kWh/100 km on the on -board computer during our trial of a hundred kilometers around Berlin with a point at 150 km/ H on a highway. Enough to travel nearly 280 km without depriving oneself. In eco mode, it should not be difficult to reach 14.8 kWh/100 km announced according to WLTP standards in mixed use and thus browse more than 340 km. At least in summer, even if the standard heat pump should preserve a certain sobriety in winter.

Regarding recharging, the maximum power of 100 kW (DC in DC) is not very high, but the charging curve should be constant, because Opel announces an 80% full in 30 min, which appears in the right one average.

On an alternating current terminal (AC), the 11 kW on -board charger authorizes a full in about 5 h.

Too pretentious

Well made, comfortable and elegant, the Opel Astra Electric unfortunately pays for its services far too expensive with a beginner rate from € 45,060 including tax in Germany. In France, it should be just a little less expensive than the Peugeot E308 in France which starts at € 45,720, then € 46,990 in First Edition and € 48,220 in GT. Pretensions comparable to that of the Renault Mégane, but always too high prices to cope with Tesla with its Model 3 (from € 41,990) or MG with its MG4 (from € 29,990). It is really time for European brands to meet their copy if they do not want to be swallowed all raw by Uncle Sam and the Middle Empire.

WE love

• Careful manufacturing quality
• Quality soundproofing and damping
• Very well thought out ergonomics

We love less

• The delirious price
• Too wise behavior
• The start button

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Opel Astra Electric test: correct autonomy, but a big doubt about the price

We were able to take the wheel of the new Opel Astra Electric. The new electric compact of Opel, cousin of the Peugeot E-308 comes to rub the e-tech megane and other MG 4 already in place, but at a strong rate. Can it do as well or better ? Discover our full and detailed opinion.

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Our full opinion
Opel Astra Electric

June 24, 2023 06/24/2023 • 14:01

Opel must operate its electric transition faster than its little friends, Stellantis giving it the role of becoming its first 100 % electric brand of the group, from 2028.

It is not possible to say that the German manufacturer will have to accelerate to get there and this astra therefore comes to enlarge its electric range, alongside the Mokka Electric and Corsa Electric very recently updated. Then come the Grandland Electric which should rest on the platform of the future Peugeot 3008.

The new Opel Astra Electric is placed on the compact segment where it will not be easy to find its place as it becomes competitive. It is then necessary to be able to offer many good compromises between interior space, sufficiently compact dimensions and satisfactory electrical autonomy to consider long journeys.

Technical sheet

Model	Opel Astra Electric
Dimensions	4374 m x 1860 m x 1488 m
Power (horses)	156 horses
0 to 100km/h	9.2 s
Level of autonomy	Semi-autonomous driving (level 2)
Max speed	170 km/h
Main screen size	10 inches
Car	Type 2 combo (CCS)
Entry -level price	45,000 euros
Product sheet

Design: a dynamic compact

Positioning itself on segment C, the astra takes up all the codes in the shapes and the template with 4.37 meters long and 1.86 meters wide and 1.50 meters high.

This places it in the right average, making it practical in the city and completely adapted to longer journeys, at least in terms of dimensions. It offers a relatively long and high hood which offers it a dynamic and statutory side. The front panel receives, of course, the new Gimmick of Opel with the Vizor, here particularly integrated.

It is characterized by this large black grille and the hood line which comes there in its center and continues slowly below, therefore representing a viewfinder.

Under the grille, the electric version receives as standard the shield from the dynamic GS version, offering a more aggressive style with larger openings.

Opel plays the two-tone card, fortunately in a more sober way than on the GSE and its black hood. Here, as standard, it is only the roof, the mirrors hulls and the 18 -inch alloy rims that appear in shiny black.

Habitability: a spacious compact

With its wheelbase of 2.67 meters, we could expect a most decent interior space and it is rather the case.

Let’s quickly pass on the too small 352 -liter trunk, not seconded by a front trunk (fruit), which can go up to 1,268 liters once the rear seat 40-60 folds down. It is too little now on the segment and less good than an astra thermal (422 liters) or an e-tech mega (440 liters).

It must be said that even if the battery takes place in the floor, the astra is based on the Emp2 platform of Stellantis, not dedicated exclusively to electricity, where the Renault offers its own platform.

Rather, let’s go into the cabin, in front of the driver who receives before him the Pure Panel Opel, which we detail later.

Overall, the cabin is quite unequal and the economic biases are visible with counter-door receiving mainly hard plastics, despite a slight microfiber insert and a similar armrest.

The same goes for the central console, almost exclusively covered with hard plastic on the sides, while the top receives an important black plastic insert of low quality glossy, which takes on finger, dust and micro-scratch traces far too quickly.

Passed this and the very austere atmosphere, the whole is not unpleasant and the seats before Labelized Agr, dressed in suede, is welcoming and comfortable with sufficient latitudes of adjustments.

Note that the driver’s seat is with an electrical adjustment for the height and the inclination of the backrest, but manual for the depth, amazing. The passenger seat, for its part, is completely manual.

To finish with the front seats, we find a armrest with correct storage, two goblet doors that serve as a vacuum and under the dashboard a wireless recharge for smartphone as well as two USB-C and finally a socket 12 V.

It will only be one USB-C take for the occupants of the bench, which is worth welcoming and slightly dug, but the leg space is a bit just for adults of more than 1.80m, especially since It is not possible to slide your feet under the front seats. The roof guard will be just as counted for adults exceeding this size.

Infodivement: correct, but can do better

It is therefore the digital “cockpit” of the manufacturer that we find, under the name of Pure Panel and appeared for the first time on the new generation Opel Mokka.

This is characterized by 2 10-inch screens attached to a single large slab, like Mercedes for example.

The first, located behind the steering wheel, is the instrumentation handset and appears clearly and readable on a slab offering a beautiful contrast, but a definition in the average. It is possible to modify some information displayed there, but overall, it is not very configurable.

The infotainment screen, for its part, also offers a luminous and contrasting slab, and is based on the integrated platform Snapdragon Automotive Cockpit of Qualcomm Technologies and is added the services of the homemade OS.

If it does not lend the flank to criticism, it is not free from defect and did not seem to us to be reactive enough while the graphics are basic without being dated. Ergonomics, for its part, is relatively simple to grasp, but it remains unpleasant to have to go through a submenu to get rid, after each start in the way, fortunately not too invading.

Conversely, we frankly appreciate the physical shortcut keys, in particular for the air conditioning control, very simple and fast and which does not require or very little to leave the road of the.

Driving aid: (almost) autonomous driving

Driving aids are at the level of what is currently found in the segment with a level 2 of semi-autonomous driving which combines the maintenance in the track (centering) with an adaptive regulator-with Stop & Go function-to do work for you. We could only do an too short test for it to be relevant to talk about it here. He seems to do his work as expected, but the conditions were particularly simple.

The adaptive regulator alone is soft and consistent and never brakes suddenly, at least not on the test to which we have submitted it, in Berlin caps on Friday evening.

In addition, the Astra Electric receives the rear traffic assistance that stops the car if a vehicle arrives laterally during a reverse.

Finally, parking assistance associates the front and rear radars with a 360 ° view which deserves better resolution and precision, but which remains practical.

Optionally, we find the intelligence system 2.0 which offers, among other things, a change of semi-automatic route. If the way is free, the assistant directs the astra electric in the desired queue by small steering movements after the driver has activated the indicator.

Astra Electric, via this optional system, also has intelligent speed adaptation which allows, via conductor agreement, to adapt to the decline or increase the speed to the current limit.

Route planner: Absent subscribers

It is a bit of the disappointment of this Opel Astra Electric which comes without an itinerary planner, which is still damaging on a car supposed to be capable of escaping cities for weekend or vacation trips.

The Stellantis group offers, via its free2moove mobility brand, a mobile application to help you with this task, which does not bring much more things, in the case that matters to us, than ChargeMap or Abrp.

Driving: Pleasant, nothing more

As an electric compact, the astra takes control with ease, the common dimensions are easily apprehensive, especially since the driving position is quite simple to find, even if some might like to be able to lower the seat a little more Again.

In front of us, we find a nice high -color, full -color display, with clear navigation, speed limitation as well as our current speed and finally the distance from the car preceding when the adaptive regulator is activated.

Under the right foot, a maximum of 156 hp and 270 Nm are issued by the new M3 e-engine of Stellantis, but only when the sport mode is activated. By default, it is the normal mode which is activated at startup and it offers 136 hp and 250 Nm while the Eco mode only distills 108 hp and 250 nm.

In this mode, Astra is terribly soft and despite its very contained weight (for a 5th) of 1679 kg, it is quickly annoying to use, if it is not on a quiet road where it is just enough to let it flow.

Nevertheless, where the mega e-tech really bridles the perfs and the speed (130 km/h) in Eco mode, the astra allows both power and speed to obtain strong pressure on the accelerator on the accelerator on the accelerator on the accelerator on , practice in case of exceeding or insertion on a fast lane.

The normal mode, by default, is sufficient as a whole, at least on the very optimized courses for the electric that Opel chose. Finally, 0 to 100 km/h is covered in 9.2 seconds, sufficient.

In any case, the work done on soundproofing is convincing and air noises are not heard more than reason below 140 km/h while rolling noises are very contained.

Unsurprisingly, the damping is requested by the weight and the swaying is not always the most comfortable, especially in compression on the most important roughness and other donkey backs. However, in general, he is sufficiently attempt, even if he is a hair stammering at low speed on a poorly coated pavement.

For its part, the management is very assisted and does not show any natural. Those who like to have a little feeling and consistency in their hands will not find any satisfaction while the others will not even pay attention.

Regarding braking, management is rather pleasant and the point of pivot between regenerative braking and that, classic, with discs, not very sensitive. Nevertheless, from our point of view, it is slightly lacking in the attack on the pedal. Regenerative braking, for its part, can only be set to 2 levels, either normal mode at the start of the car, or mode B, by supporting the dedicated button on the central console, a little more powerful.

Source: Etienne Rovillé

If it is sufficient and probably easier to understand for the majority of customers, we would have liked several levels of power and why not, the possibility of driving to a single pedal, here absent. In Berlin traffic jams, it would have been comfortable.

Autonomy, battery and recharge

In the floor, we find a single NMC 811 battery pack with a capacity of 54 kWh gross, the Stellantis group used not to communicate on net capacity, but this gives a value close to 50.8 kWh useful.

Opel announces an autonomy on the WLTP mixed homologation cycle of 418 km in mixed while consumption is 14.8 kWh per 100 km, still according to the WLTP cycle. Therefore, taking into account the losses related to recharging. It’s pretty good, since one of the queens of the domain, the Tesla Model 3, announces 14.4 kWh.

In fact, on a peri -urban course too suitable for electric, we noted a consumption of 15.1 kWh per 100 km, but because we found a small piece of highway or test speed and soundproofing, Otherwise we were closer to the 14.6 kWh on average. A mixed consumption around 17 kWh seems more likely to us, which would give about 310 km of real autonomy.

It is very difficult to issue a final judgment under these far too favorable conditions, however it seems to us in the rather correct state.

This is not the case with Rapid Recharge DC of only 100 kW on an architecture in 400 volts. Thus, to reach 80 % the astra requires a little less than 30 minutes. By way of comparison, the megane e-tech claims 37 minutes, and 26 minutes for the new MG4.

Thus, during a motorway journey where it is advisable not to descend under 10 % battery or to climb above 80 %, this gives us 35.7 kWh usable with a consumption that will borders on 20 kWh/ 100 km. Thus, it will be necessary to stop, at best, ½ hour every 175 km.

For a compact that wants to be versatile, this is a little restrictive, but quite close to the average of the segment.

The Opel offers an AC charger of 11 kW in standard and does not offer 22 kW optional. It can sometimes save from an unexpected, but is generally not so useful on a daily basis.

Thus, on a normal home socket, it will take 26 hours for a full load, while via an 11 kW wallbox, 5:30 am will be sufficient, 76 km of recovered per hour by taking WLTP autonomy.

Price, competition and availability

The Opel Astra Electric is only available in a single level of finish with a single battery capacity with its 418 km WLTP autonomy and its price has not yet been announced for France. Nevertheless, it is displayed, excluding options, at 45,050 euros in Germany and we can expect at a close price in France.

This then authorizes him access to the ecological bonus of 5,000 euros, the latter being valid for electric models of less than 47,000 euros. Nevertheless, this price is particularly strong at the sight of the technical sheet and the services provided.

Beyond standard painting, it will be necessary to pay between 350 and 850 euros to change its shade, while safety options and other packs could quickly make the bonus trigger threshold exceed.

On the competition side, we find the Chinese MG4 in standard finish which displays 170 hp and an equivalent battery of 50.8 kWh useful which only requires 29,900 euros … excluding bonuses, but it displays a lesser WLTP autonomy, only 350 km. The large battery version, 64 kWh and 450 km of autonomy slightly climbed the addition, at 33,990 euros.

A Megane e-tech EV60 Super load requires 42,000 euros and displays a much more comfortable power of 220 hp and more pleasing driving. It comes with a 60 kWh battery and a 454 km WLTP autonomy.

Another Chinese arrives in France with the byd Dolphin whose design model will display 204 hp and a 60 kWh battery for a range of 427 km WLTP. The whole will be offered at 35,990 euros excluding ecological bonus. You can also mention the less compact byd Atto 3, available from 43,690 euros for 420 km of autonomy.

Impossible not to compare it with the Peugeot E-308, sold too expensive, also, which has the same technical sheet (but not the same equipment). Available from 45,720 euros (or 44,350 euros after discounts), it is above all his style that could tip the scales.

On the Volvo side, the new Volvo Ex30 also agrees, with a starting price at 37,500 euros (autonomy of 344 km and fast charge in 26 minutes), or 41,700 euros for 480 km of autonomy.

Finally, even if it is a sedan of the upper segment, it is not easy to omit the Tesla Model 3 Propulsion which has around 300 hp. It is currently exchanged against 41,990 euros, excluding bonus. It is promised for 510 km WLTP and offers a load power of 170 kW, with a 10 to 80 % made in 25 minutes. It is the fastest of all the electric cars cited here on long journeys.

However, these price stories should be put into perspective. The Opel Astra Electric, just like its cousin the Peugeot E-308 are too expensive, yes and Stellantis is not a philanthropic company, far from it. However, unlike many of the competitors here mentioned made in China, the Opel is built in Europe, in Rüsseulsheim, Germany and helps preserve the continent’s industries, not without default, but all the same.

In addition, French prices are not yet known and Opel tries to pass a lower price from Stellantis than in Germany (or better equipment for the same price), Astra having fairly harsh French competition: the Mégane e-tech.

Finally, the information is multiplying concerning the withdrawal of the ecological bonus for vehicles built in particular in China, which will make the price difference virtually lower. But Stellantis would do well to review his pricing grids quickly, there is almost no logical reason to advise the Astra Electric and E-308 pair in front of a megane e-tech.

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