Vauxhall has a long history of building hot hatchbacks, from the Nova to the Astra, not forgetting several generations of Corsa. John Redfern finds out if the electric Corsa GSE is a worthy new chapter. 

For those of a certain age, the idea of a hot Vauxhall Corsa will conjure up certain thoughts. Possibly those of a supermini bedecked with an outrageous bodykit and an impossibly loud sound system doing burnouts in the local retail park.

With the new Corsa GSE, Vauxhall would like to neatly sidestep the less salubrious parts of its supermini past. Instead, it prefers to focus on the power and performance offered by several generations of hot hatchbacks. 

Not only is this Vauxhall’s first electric hot hatch, it’s also the most powerful production Corsa of all time – and the fastest accelerating Vauxhall currently on sale. An impressive car on paper, then, so how about on the road?

A more subtle Vauxhall hot hatch

Compared to the Max Power era of spiced-up superminis, the new Corsa GSE looks relatively subtle. A deeper front splitter, bespoke front and rear bumpers, a black roof and a rear spoiler, along with gloss black wheelarch extensions, are the main cosmetic alterations.

There is also a set of glorious 18-inch alloy wheels with a three-spoke design that pays tribute to the classic Vauxhall Nova GTE, plus a smattering of GSE badges and decals. It’s a car with a confident stance, but not one that is overly extroverted. 

Beneath the bodywork is a platform shared across the Stellantis automotive empire, used by rivals such as the new Peugeot E-208 GTI and the Corsa’s high-riding Vauxhall Mokka GSE sibling.

Both these models also use the same powertrain as the Corsa GSE, combining a 281hp electric motor with a 51kWh (usable) battery pack. It all goes to the front axle via a Torsen mechanical limited-slip differential. 

The most powerful Corsa to date

Three driving modes, accessible via a simple rocker switch on the centre console, dictate how much performance the Corsa GSE will deliver. Eco mode limits the motor to 190hp, and top speed to 93mph, to maximise battery range. Selecting Normal mode allows 231hp to be deployed. 

Engage Sport mode and the GSE offers up the full-house 281hp, combined with 254lb ft of torque, allowing it to accelerate from 0-62mph in 5.5 seconds. 

That is genuinely quick for a supermini-based hot hatch and so, for the Corsa GSE press launch, Vauxhall booked the fast-flowing Croft circuit in North Yorkshire to really show off the car’s speed. 

The limited-slip diff allows the Corsa to punch hard out of corners, whether on the road or track, with acceleration that feels unrelenting all the way to its 112mph limit. A relatively low kerb weight (for an EV) of 1,554kg also helps to maximise performance. 

Although the Corsa features a ‘GSE sound ambience’ setting, it seemed incredibly muted during our drive. Given Vauxhall’s history, surely digitally recreating the noise of a classic C20XE ‘Redtop’ engine, or a Corsa VXR 1.6 turbo, would have been possible? 

Tuned at the Nurburgring 

The lack of a more elaborate soundtrack could be a byproduct of how much was spent on developing the Corsa’s chassis. Extensive testing at the Nurburgring has resulted in a very focused, GSE-specific setup.

Lowered by 24mm at the front, and 11mm at the rear, the suspension also uses stiffer springs, a widened track and new shock absorbers with unique bushes. 

A new hollow rear anti-roll bar is a staggering 153 percent stiffer, and works with the Corsa GSE’s low centre of gravity to aid stability and adjustability at speed. Our track session uncovered a surprising degree of playfulness when you lift off the throttle mid-corner.  

Vauxhall has also given the Corsa GSE its own steering setup, with a reduced ratio for faster responses, plus a new knuckle design to retain the same turning circle. The result is a constant sense of liveliness through the wheel, which demands frequent inputs and adjustments to keep the GSE on course.

Corsa with a one-track mind

All of the bespoke chassis tuning and Nurburgring work has delivered an electric hot hatch that feels surprisingly at home on a track, where smooth tarmac allows the suspension to focus solely on high cornering speeds. 

On the road, however, it creates an unyieldingly firm ride, which is exacerbated by the Corsa’s short wheelbase. On North Yorkshire’s pockmarked country lanes, the suspension’s stiffness was often the limiting factor for how quickly progress could be made. 

It never makes the GSE unusable, but could prove a shock for anyone who simply expected a quicker electric Corsa, especially given the dampers lack any adjustment.

Braking is another area where the GSE stands out, with Alcon-supplied four-piston calipers and 355mm discs for the front axle. Using Sport mode halts any brake energy regeneration, boosting the pedal feel. 

Inside the Vauxhall Corsa GSE

Inside the Corsa GSE, Vauxhall has turned its attention to the hot hatch fundamentals. This means a set of high-backed sports seats, a new steering wheel and the obligatory aluminium pedals. 

The seats are wonderfully retro, using a mixture of Alcantara and cloth upholstery, with a black, grey and yellow chequered pattern that is a deliberate nod to the Vauxhall Nova. 

Yellow seatbelts add to the visual drama, as does the yellow stitching, black headliner and GSE badge on the dashboard. The flat-bottomed steering wheel is heated and features Alcantara trim. 

The rest of the interior is standard Vauxhall Corsa, although the 10-inch central touchscreen now includes performance data. The digital instrument display also has a GSE logo for good measure. 

Electric Car Grant helps with costs

Vauxhall fits the Corsa GSE with sticky Michelin Pilot Sport 4S tyres as standard, giving an officially tested range of 220 miles. Hankook Ventus S1 Evo3 rubber can be specified at no extra cost, adding 12 miles to the car’s potential range, albeit at the expense of ultimate grip. 

Drive the GSE hard, as intended, and its real-world range is likely to be in the region of around 175 miles with the Michelin tyres. Using Eco mode would undoubtedly improve this, but goes against the intense nature of the hottest Corsa. 

Being compatible with DC rapid-charging speeds of up to 100kW means replenishing the GSE’s battery can take just 30 minutes. 

Boosting the Corsa’s appeal is a starting price of £32,995, thanks to the GSE qualifying for the UK Government’s Electric Car Grant. Importantly, this means it undercuts the rival Peugeot E-208 GTI, despite both cars offering identical performance. 

Verdict: Vauxhall Corsa GSE

Compared to Corsa hot hatches of old, the new electric GSE is far more mature and well-rounded, dispensing with the air of hooliganism that its predecessors were known for. 

Indeed, a new Corsa GSE is more likely to be spotted in a McDonald’s car park recharging its batteries, rather than shredding tyres and doing handbrake turns. Everybody has to grow up at some point.

That said, the Corsa’s ride quality retains all the stiffness of a modified car from the 1990s. This level of motorsport-inspired engineering makes sense on a race track, but could become a genuine pain when dealing with the UK’s terrible tarmac. The Mokka GSE provides a similar level of performance, but its SUV stance makes it easier to live with.

Make no mistake, the GSE delivers serious performance and excitement, whilst retaining the usability of any Corsa. Its keen pricing, generous standard equipment and the familiarity of the Vauxhall badge will undoubtedly make it attractive to hot hatch fans, too.

It’s a strong start for the fast Corsa’s new era. We only hope it can recapture a little more of its youth with some added visual drama in the future. 

John Redfern writes for Motoring Research