Vauxhall Corsa review

The Vauxhall Corsa has been part of the motoring landscape for six generations, proving a popular choice with supermini buyers because of its broad appeal. With the demise of one of its chief rivals, the Ford Fiesta, there should be no stopping the latest version, which is more convincing than ever thanks to its impressive blend of performance, high fuel economy, decent comfort, and easy-to-drive manners.

The Corsa’s qualities are due in no small part to its successful sharing of the highly flexible underpinnings that form the basis of the Peugeot 208 and a myriad of other Stellantis group cars. This means there are petrol, mild-hybrid, and all-electric variants, all using the latest on-board technology to cover a wide range of needs. Add some tempting finance offers, and you can appreciate why the Corsa remains a best-seller.

About the Vauxhall Corsa

Despite the long lineage of the Vauxhall Corsa, it hasn’t been without its share of turmoil, especially in 2017 when the American giant GM sold Vauxhall to the then PSA group (a joint venture at the time with Peugeot and Citroen), leading to all work on a replacement Corsa being scrapped.

This meant work had to start again, with the Corsa sharing a platform with the Peugeot 208. Despite being later out of the blocks than initially planned, the 2019 Corsa proved to be a much better car than its predecessor and has been a sales success ever since. Indeed, the whole PSA group continued to flourish, buying up other car companies and eventually becoming the giant Stellantis group. 

Continued platform sharing means that not only does the Vauxhall Mokka small SUV use bits of Corsa underneath, but so too do the bold-looking Citroen C4, posh DS3 and stylish Jeep Avenger, to name but a few.

Despite all this platform sharing, there’s plenty to separate all these cars. Inside and out, the Vauxhall looks and feels unique; sharp, modern lines mean the Corsa looks better than ever, while the comfortable interior boasts plenty of good-quality trim and up-to-date tech.

Vauxhall has trimmed the extensive equipment levels previously on offer. Entry-level Yes trim kicks the range off, followed by Design, sporty GS, and top-of-the-range Ultimate. You have a choice of petrol, hybrid, and all-electric Vauxhall Corsa Electric models, with prices starting at a little over £18,500, although it’s possible to push the price to more than £38,500 for a top-spec Ultimate trim electric car.

All engine options come from the Stellantis group, and include a 74bhp 1.2-litre, three-cylinder petrol unit, or a 1.2 turbocharged petrol powerplant with either 99bhp or 128bhp. The 99bhp unit won Engine of the Year in 2018, and it’s our pick thanks to its surprisingly punchy performance and excellent fuel economy balance. 

18

If economy is your bag, then there are a couple of mild-hybrid versions (confusingly labelled as 1.2 Hybrid) to close the gap between the regular petrol models and highly efficient full hybrids like the Honda Jazz, MG3, and Toyota Yaris. The hybrid system comprises a tiny 0.89kWh (0.432kWh useable) battery pack plus a small electric motor. The battery and electric motor are just powerful enough to drive the car on electricity alone for short distances at low speeds, but they primarily work as an assistant to the engine to cut fuel consumption. It’s available in 99bhp and 134bhp forms.

The Corsa Electric was initially only offered with a 134bhp 50kWh battery, but the mid-life facelift added a slightly larger 51kWh battery pack (found in other Stellantis products) and a more powerful 154bhp that’s exclusive to GS and Ultimate trim Corsa models.

A five-speed manual gearbox is standard on the 74bhp petrol variant, while a six-speed manual 'box is featured on the 99bhp petrol. An eight-speed automatic transmission is offered as an option for the 99bhp petrol version, and is standard with the 128bhp model. Hybrid models all come with the same six-speed dual-clutch automatic gearbox.

The Corsa competes in one of the most hotly contested market segments. Its closest rivals are the Renault Clio and the Volkswagen Polo. Both sit at the very top of the class as fantastic all-rounders. At the same time, other capable challengers include the cheaper Dacia Sandero and the Peugeot 208, which shares so much of its mechanicals with the Corsa.

Engines, performance and drive

Under Stellantis ownership, Vauxhall has utilised the group’s CMP small car platform to build the latest Corsa. In contrast to the underpinnings of the previous Corsa that dated back to the early 2000s, the latest architecture is bang up to date, being both stiffer and lighter overall thanks to lighter seats, an aluminium bonnet, and some weight-reduction on its engine range. All these weight-saving measures benefit the way the Corsa accelerates, brakes, and handles, as well as reducing how much fuel it uses.

Around corners, it feels more agile and responsive than before, and its grip level is strong. Sadly, the numb steering lets it down a little, meaning it doesn’t feel as sharp as a SEAT Ibiza. The steering is at least very light, making the car easy to manoeuvre into a tight car park space.

The ride is indeed firmer than the previous Corsa, but it’s by no means uncomfortable at low speeds over speed bumps and sunken drain covers. It has a tendency to feel a touch bouncy at higher speeds, meaning it doesn’t feel as settled on long motorway runs as rivals like the Hyundai i20, Renault Clio, or the Volkswagen Polo.

The non-hybrid petrol options use a 1.2-litre three-cylinder that can be had without a turbo in base 74bhp form with a five-speed manual, or you can go for our preferred 99bhp version, which has a turbo and either a six-speed manual or optional eight-speed auto. The 99bhp engine makes the most sense to most buyers because of its excellent mid-range pulling power, meaning you don’t need to thrash it to keep up with traffic. The most potent 128bhp version is overkill in comparison and can only be had with an eight-speed automatic, which gets caught out by its stop/start system and makes for jerky progress around town.

You can also opt for a mild-hybrid 1.2-litre, which comes in 99bhp or 134bhp forms. We were surprised at how much time it could spend at low speeds just utilising electric power, while the handover from electric to engine power is virtually seamless. The electric motor it has is only small, so once underway, there’s little difference in performance between a hybrid model and its automatic counterpart. There is a regenerative braking function that helps to recharge the battery, but like the all-electric version, it isn’t strong enough for one-pedal driving.  

But if you want to drive under electric power all the time, then you’ll need the Corsa Electric. You’ve a choice of the entry-level 50kWh version using a 134bhp electric motor, or a 51kWh version with a more powerful 154bhp electric motor. Both do an admirable job of keeping up with traffic, and you can read more about the Vauxhall Corsa Electric in our dedicated review.

Models higher up in the range – both combustion and electric - are available with a selectable driving mode. By switching to Sport mode, petrol models get an artificial engine note piped into the cabin, plus extra weighing to the steering. Prodding the Sport button in the Corsa Electric allows the driver full access power; otherwise, you’ll find it throttled back slightly to improve range and efficiency further.

Refinement is a Corsa plus point. The cabin is more hushed than ever, and so are its engines. Turbocharged or not, the 1.2 petrol is a sweet unit. Power delivery is smooth and predictable; these units only make their presence felt audibly under hard acceleration. Most three-cylinder units are a little thrummy at higher revs, and this one is no exception – but the cabin and the controls are well insulated against vibrations. Naturally, the electric models are quieter still, offering the most refined Corsa driving experience.

0-62mph acceleration and top speed

The entry-level 74bhp 1.2-litre petrol takes 13.2 seconds to complete the 0-62mph dash, while its top speed is 108mph. Our preferred 99bhp, turbocharged 1.2 slashes this acceleration time down to 9.9 seconds and increases the top speed to 120mph. Pairing this engine with the eight-speed auto gearbox means the 0-62mph takes a little longer at 10.8 seconds, while it has a 119mph top speed. The 99bhp 1.2 Hybrid model is marginally swifter, taking 10.7 seconds, but has a slower top speed of 116mph.

Splash out for the 128bhp 1.2-litre turbo, and it’ll come with an automatic as standard. The 0-62mph time is 8.7 seconds and 130mph flat out, while the 134bhp Hybrid trims this to 8.6 seconds and ups the top speed to 133mph.

The 74bhp 1.2 doesn’t feel out of its depth in town, but you’ll need to work it hard to keep up with traffic on faster roads. That’s why the 99bhp turbo version is the one we recommend because it gives you better out-of-town performance without costing as much as the 128bhp version, and it’s a little quicker than the slightly pricier 94bhp 1.0 TSI Volkswagen Polo. The hybrid might be worthwhile if you have to have an automatic anyway, and you drive enough that the additional fuel economy makes its higher purchase price worthwhile.

We’ve covered the Corsa Electric in a separate review, but to sum up, the entry-level electric version with 134bhp takes 8.9 seconds from 0 to 62mph, while the 154bhp version takes just 8.2 seconds. Both top out at 93mph, although that’s more than enough for our roads.

Interior, design and technology

Using the Stellantis group CMP platform – that also underpins the Peugeot 208 and 2008, among others – the Corsa is 19mm wider and 44mm lower than the previous model, which makes it look more squat on the road. The design is nothing revolutionary, but it’s well-proportioned and looks smart in the metal.

The facelift saw the Corsa adopt Vauxhall’s ‘vizor’ design at the front – incorporating the headlights and the grille into a horizontal strip. This update also added new trims to the range.

There’s a lively colour palette to choose from. Alongside the predictable greys and silvers, the far more vibrant Voltaic Blue and Power Orange offer buyers more eye-catching options. Some colours are available, with a contrasting black roof and door mirrors. Entry-level Design cars come with 16-inch alloys, while all other trims feature bigger 17-inch rims.

Step inside, and the Corsa’s tidy, if unremarkable, design theme continues. The dashboard is neatly laid out, with a familiar Vauxhall steering wheel sitting beside a new PSA-derived infotainment system. Unlike the Peugeot 208, however, the Corsa still sticks with physical controls for the air conditioning system, which will be a welcome decision for many buyers because it’s easier to use than stabbing away at a screen while you’re driving. In automatic models, the gear selector in the middle of the centre console has been swapped for a toggle-style switch similar to what we’ve seen in the Vauxhall Corsa Electric. 

As standard, the Design trim Corsa gets a pair of large analogue dials with a small LCD screen between them, but GS trim and above (or all Corsa Electric models) get a full-digital readout. It’s bright, but the square seven-inch display looks like an afterthought within the instrument binnacle. 

Rear parking sensors are standard, while GS trim adds front parking sensors and a reversing camera. Ultimate models benefit from a panoramic reversing camera to make parking manoeuvres less stressful.

18

Sat-nav, stereo and infotainment

The Corsa’s 10-inch touchscreen display has clear graphics and is much slicker than what’s gone before. It comes with Apple CarPlay and Android Auto as standard, and there’s a cubby at the base of the dash which allows you to connect a smartphone via a USB port – although it isn’t big enough for some of the larger smartphones that are available.

However, it’s not the most straightforward system to use. The menu layout isn’t as logical as the systems you’ll find from the Hyundai group. 

Wireless phone charging is standard on the top-of-the-range Ultimate, or if you specifically opt for the longer range 51kWh Corsa Electric in GS trim.

MPG, CO2 and running costs

Based on the WLTP testing procedure, the 74bhp petrol can achieve 52.3mpg and emissions of 121g/km, exactly the same as the 99bhp 1.2 Turbo when equipped with an auto gearbox. In manual form, the same turbocharged engine manages 55.4mpg and 114g/km emissions. During our testing of the latter in our Vauxhall Corsa vs Hyundai i20 twin test, we found it entirely plausible to get 50mpg from the Corsa.

The Hybrid models are even more efficient, with the 99bhp version returning up to 62.8mpg and emissions of 102g/km, while the 134bhp model manages a still highly respectable 61.4mpg and 104g/km. That’s on par with the Honda Jazz, but can’t quite match the MG3, or the Toyota Yaris, which drops below 100g/km and gets up to 68.9mpg.

Electric range, battery life and charge time

The 50kWh Corsa Electric has a WLTP-certified range of up to 220 miles. This depends on the driving mode you’ve selected, however: the official figure is based on the ‘Normal’ setting, but Sport mode will cause this to decrease (by around 10 per cent, says Vauxhall) while drivers looking to eke out a little extra range can do so in Eco mode. The 51kWh battery comes with a noticeable jump in range of up to 246 miles. 

The Corsa Electric can accept rapid charging through a CCS port at up to 100kW. In optimal conditions, charging from 10 to 80 per cent (going from around 20 miles of remaining range up to about 180 miles of range) takes 30 minutes. Based on a 7.4kW home wallbox, a full charge takes seven-and-a-half hours.

Tax

Either of the Hybrid models would be desirable for company car drivers compared with the petrol-only counterpart. However, they should consider going fully electric with the Vauxhall Corsa Electric, because its zero tailpipe emissions mean paying even less tax thanks to being in an even lower Benefit-in-Kind (BiK) tax band.

Fortunately, no version of the petrol or hybrid Corsa range costs above £40,000 when new, so you’ll only have to pay the standard rate of yearly vehicle tax, with the hybrid getting a small discount as an alternative fuel vehicle.

Insurance groups

The Corsa should be a cheap car to insure. Design trim models with the non-turbo engine start in group 12, while the Ultimate model starts in group 19. One point to note is that the 99bhp 1.2-litre in You trim is in insurance group 22 - two groups higher than the equivalent Design trim despite You being cheaper. 

Those looking for a cheaper supermini to insure might want to look at the Volkswagen Polo, which starts in insurance group three for the entry 1.0-litre petrol engine.

As described in the separate Corsa Electric review, insurance is pricier when compared with its petrol counterparts. However, the same is true for its rivals.

Check if your car needs an MoT and view its complete history with our MoT History Checker...

Depreciation

Cars that sell in numbers as vast as the Corsa tend not to be that great at holding onto their value. Combine this with the fact that the Corsa has an asking price that’s higher than the class average, and it means that the Vauxhall is generally behind rivals in terms of depreciation.

Depending on the model, a combustion-powered Corsa should retain between 39 - 53 per cent of its value after three years and 36,000 miles of motoring. The all-electric Corsa Electric is more expensive to buy than a petrol model and depreciates much worse, with the majority of the range only maintaining 33 per cent over the same time period. The best version is the least expensive You trim, with 41 per cent retained value over the same three-year period.

For those not keen on depreciation, consider the Audi A1. In 30 TFSI Sport trim, it’s cheaper than our preferred 99bhp 1.2 Turbo GS trim Corsa, but the A1 will hold on to 58 per cent of its value over the same period instead of just 44 per cent for this version of Corsa.

To get an accurate valuation on a specific model check out our free car valuation tool…

Practicality, comfort and boot space

This latest Vauxhall comes exclusively in a single five-door body style, much like the rest of its supermini rivals. The supportive seats up front have plenty of adjustment, while all-round visibility is pretty decent.

Storage is acceptable rather than spectacular for the class. The front door bins can each hold a big-ish bottle, while a pair of cupholders is in the centre console ahead of a small closed storage bin. 

The smartphone tray ahead of the gear selector is a nice touch to position your phone out of sight, and most devices will fit (apart from the largest ones). The glovebox is small, though, and isn’t even big enough for the slim guidebook. Rivals like the Hyundai i20, Skoda Fabia, and Volkswagen Polo have much bigger glove boxes.

Size

The latest Corsa measures 4,060mm long. That’s 39mm longer than its predecessor and 7mm longer than a Volkswagen Polo. At 1,765mm wide (not including mirrors) and 1,435mm tall, it’s grown 19mm wider and dropped 44mm lower than before. The wheelbase measures 2,538mm – 13mm less than the Polo.

Leg room, head room & passenger space

Even before you get in, things become a little tricky. The doors’ openings are pretty narrow – particularly at the back – which means it’s more challenging to get in than some rivals and more difficult to install a child seat.

Things aren't much better once you’ve squeezed through the back doors. Compared to rivals like the SEAT Ibiza, and Hyundai i20, the Corsa feels cramped. The low roof means anyone nudging six feet tall will brush their head against the ceiling, while knee room isn’t great either. The seats are comfy, though, and the requisite ISOFIX child seat mounting points are provided on the outer positions. They have fiddly zipped covers that are hard to remove, though.

Boot space

The Corsa’s boot measures 309 litres. That’s 24 litres more than the old car, but it comes up short against the Hyundai i20 (326 litres), SEAT Ibiza (355 litres) and particularly the Renault Clio (391 litres) are all much more generous. Unlike the Vauxhall Corsa Electric, which has a reduced boot volume of 267 litres, the hybrid model maintains the same luggage capacity because the tiny battery pack lives under the front passenger seat, like most mild hybrids such as the Suzuki Swift.

The opening is relatively small, too, with quite a high-loading lip to lift heavy items over. The rear seatbacks fold in a 60:40 split, but beyond that, the space is short on the clever features you’ll find in a Honda Jazz, with a rear bench that folds flat into the floor, a low loading lip, or flip-up rear bench squab that Honda calls ‘Magic seats’ that could allow you to store a bike (admittedly with no front wheel attached) across the width of the car.

Reliability and safety

The latest Vauxhall Corsa achieved a four-star rating (out of a possible five) from Euro NCAP in its crash tests, with scores of 84 and 86 per cent, respectively, for adult and child occupant protection. Poor whiplash protection for rear-seat passengers brought the overall score down, meaning the Corsa trails five-star rivals like the Audi A1 and Renault Clio, all of which were tested under the same criteria.

Every Corsa comes with a lane departure warning and lane-keep assist system to help keep you within your lane on a motorway and speed sign recognition to warn you of changing speed limits. There’s also automatic emergency braking as standard to try and mitigate or even prevent low-speed collisions with other vehicles. Top-spec Ultimate cars add adaptive cruise control to keep you at a safe distance from the car in front.

The Corsa didn’t rank in our Driver Power customer satisfaction survey from 2023, while Vauxhall’s position in the manufacturers poll dropped from 19th position in 2022 to 24th in 2023.  

Warranty

A three-year, 60,000-mile warranty covers all Vauxhall cars. This is par for the course, matching that offered on the Volkswagen Polo, but lagging behind the five-year coverage offered on the Hyundai i20, or the up to ten years you could get with the Toyota Yaris. There’s a separate eight-year or 100,000-mile warranty for the battery pack on Vauxhall Corsa Electric models.

Servicing

Vauxhall offers a range of servicing packages; Vauxhall Care is the most comprehensive, offering three years of servicing, two years of roadside assistance and a free MoT when your car needs it. Standalone fixed-price services are also available, including all parts and labour with no hidden costs, plus a 12-month warranty on any work.

All the cars using the 1.2-litre petrol, whether in non-turbo, turbocharged, or mild-hybrid forms, need servicing every 12 months or 12,500 miles. These engines also need a timing belt change every six years or 62,500 miles.

What do owners think

Here’s what owners in the 2024 Driver Power survey thought of the Vauxhall Corsa.

Used and nearly new

Since its introduction in the UK, the Vauxhall Corsa has achieved over two million sales, so there should be a ready supply of used or nearly new examples. The Vauxhall Nova was the first supermini to wear the Griffin badge, with the Corsa introduced to appeal to a broader range of buyers. Sporty three-door models are less practical than the family-friendly five-door versions, but if you're after something racy, then the GSi and VXR variants may appeal.

Vauxhall Corsa long-term test

20

Senior news reporter, Alastair Crooks, lived with a Vauxhall Corsa GS for six months and found life with the popular supermini to be an enjoyable experience. Whether it was lugging around car parts or chewing up motorway miles, the Corsa proved reliable as well as comfortable. When it was time to hand back the keys, Alastair could clearly see why this car is so popular with new and experienced drivers alike. You can read the full long-term test here…