Opel Frontera Electric: tightening the belt

The Opel Frontera compact SUV is available in 48V micro-hybrid and electric versions. It was the electric version that we tested. It doesn't have the 7-seater option. Is it nevertheless a good solution for family outings in town and beyond?

In order to estimate the flexibility of an electric car, I have a gauge that's worth its weight in gold: at least 260 km of motorway, with air conditioning, between 90% and 10% battery capacity, excluding extreme weather conditions, and a charge of up to 80% in less than 30 minutes. That's enough for almost stress-free stints of 1 hour 45 minutes to 2 hours. By 2025, many electric cars will be able to achieve this, at least in their extended-range configuration. Will the Opel Frontera (Vauxhall Frontera in some markets) with its black Vizor grille succeed in this challenge, which is almost impossible to ignore these days? The first clue is that I tested the 44 kWh version... and not the brand new 54 kWh version with an NMC (nickel-manganese-cobalt) battery!

Economy

Stellantis has opted for economy in developing the Opel Frontera, in order to be able to sell it at a competitive price. This is particularly evident in the possibilities offered by the infotainment system. The central screen is small and there are few menus. It's not possible, for example, to get fuel consumption figures or charge statistics. Fortunately, a screen behind the steering wheel allows you to monitor essential driving parameters. There are, however, some good ideas. As in the new Citroëns, there is a button at the bottom left of the steering wheel to deactivate the speed alert (leave your finger on it for a few seconds).

The cabin offers a number of decent-sized storage spaces. There are also straps along the central tunnel for hanging a few items, such as a digital tablet. The smartphone can be charged inductively, but it's impossible to cut the power supply if the device overheats at 100%. Fortunately, the air-conditioning is controlled by a series of buttons, as are the optional heated seats, windscreen and steering wheel (Tech Pro pack). At the rear, there are two USB-C sockets and a 12V cigarette-lighter socket for recharging interfaces. The centre passenger will be more cramped than the other two, but there's plenty of room.

Off you go

To start the Opel Frontera, you put the key in the cylinder and turn it. It may take a few tries before you can engage reverse or forward gear with the selector. By default, the Drive activates regeneration on deceleration. A rather light One Pedal drive that mimics the inertia of an internal combustion car. This won't faze those new to the EV world. By pressing the C button on the transmission, which stands for “Comfort”, the 4.39 m SUV will further reduce resistance at idle when the right foot is raised.

The Frontera's electric motor develops 113 bhp (83 kW) and a mere 120 Nm of torque. So it's not a thunderbolt, with a 0-100 kph time of 12.1 seconds. Especially as the speed limit is 143 km/h. However, the car accelerates sufficiently not to cause a traffic jam when reversing, leaving a building site or at a green light. In short, it's enough, especially for family use. The latter can be assured by a boot with real capacity: a maximum of 460 litres under the luggage cover if the false floor is lowered, and 1,600 litres if the rear seats are folded 60/40. On the face of it, for want of precise figures, with the false floor in its highest position, there's still a good 300 litres, enough to fit a few bags in any case. There's no frunk at the front, so you have to take into account the space taken up by the charging cable, which is usually stowed under the floorboard.

On the road

Overall, the Frontera Electric is easy to drive. The suspension absorbs shocks. They provide real comfort on board. The seats are a little hard, but without destroying the lumbar vertebrae. When the route is more technical, the Opel cannot hide its vocation as a multi-purpose vehicle. Despite its French origins, some ‘Deutsche Qualität*’ genes in its neat and rigorous interior are combined with a little dynamism thanks to good braking, with a docile and straightforward pedal. The steering remains precise and well calibrated. The SUV also corners flat thanks to its relatively low centre of gravity, thanks to the mass of the battery.

But let's be clear, it's a feeling, a sensation. In practical terms, in active driving, it will be difficult to compete with a “real” dynamic car. So it's best to remain calm and take the Frontera for what it is. In fact, for this test, I didn't hesitate to take advantage of the weekend to visit my family, more than 125 km from my home. Knowing full well that I'd probably have to leave the family reunion and head for the nearby industrial estate. Long live online streaming!

* German quality

Autonomy

And what about the range? Officially, this car has a WLTP combined cycle range of 305 km with its 44 kWh LFP (lithium-iron-phosphate) battery. During our test drive, the range did not exceed 250 km with 100% battery power. On the motorway, it's difficult to drive for more than 1? hours without looking for a charging point. And that's with just over 85% reserve capacity. In fact, I had to top it up a little 20 km before arriving at my family's destination, with 75% to start with. In ten minutes, I already had more than enough to return to the same service area just in case... And above all, I'll be staying above the 10% reserve.

On a fast charge, the theoretical maximum is 100 kW. During the various electric refuelling stops, there were peaks of 70 kW, with an average of 65 kW up to 80%. This gives a comfortable range of 150 km in 30 minutes. To hope for 200 km, you'll have to wait 45 minutes or even 1 hour to get close to 100%. In town, on the other hand, you can drive 300 km before having to plug in. On a slow or wall-mounted charging point, the maximum AC speed is 11 kW. That's a 5-hour charge. This version has a relatively limited range. It can meet everyday needs. But excursions and holidays will be at a snail's pace.

So, if your family doesn't live a stone's throw away, at the other end of town or within cycling distance, you'll need to think about opting for the Frontera with the “big battery”. The 54 kWh version is even lighter, thanks to its NMC energy solution. This theoretically adds 100 km... and therefore at least a bonus of 60 km on the motorway. Alternatively, there are MHEV micro-hybrid solutions with a 1.2-litre turbo petrol engine and a 28 bhp electric motor for a combined output of 110 bhp or 145 bhp, which are less expensive to buy than an electric car.

Pricing

While it is possible to get away with between €23,000 and €30,000 in July 2025 with the various MHEV solutions, prices for the Opel Frontera Electric are higher with similar equipment. The entry-level Edition already costs €27,700. For the GS trim level tested here, the minimum price is €31,000. With the Tech Pack Pro, the integrated 11 kW charger and the 17-inch all-season winter tyres of the model shown here, the price in Belgium is €32,280.

In France, prices start at €24,000 for an internal combustion engine. For the electric Frontera, the minimum price is €28,650! With equipment similar to that of the Belgian model, in GS trim, the bill rises to €31,700. In Luxembourg, prices start at €22,000 for the micro-hybrid, €26,820 for the Frontera Electric Edition and €30,000 for the GS trim. A model similar to the one tested costs €31,210. In Switzerland, the petrol MHEV starts at CHF 24,900. The electric version of the basic Frontera Edition costs CHF 28,000, while the GS with the equipment tested will require a budget of CHF 32,900. Prices for the electric Opel Frontera start at €30,499 in the Netherlands, €28,990 in Germany and £24,000 in the UK.

(MH with Olivier Duquesne – Source : Opel – Stellantis – Photos : © Olivier Duquesne)