25.10.2021Vauxhall Mokka-e review
Vauxhall has transformed its Mokka from a rather dowdy compact crossover to one that’s far more stylish, appealing, and sporty. The best bit of the Mokka revolution though? The fact that it’s gone electric. Available alongside the rest of the Mokka range, the Mokka-e combines pure-electric power with crossover design to provide buyers with a simple pick - petrol or EV.
Review by Chris Lilly
VAUXHALL MOKKA-E: PERFORMANCE
A now familiar powertrain is used in the Mokka-e, with Vauxhall sharing a platform, battery, and electric motor with group stablemates Citroen, Peugeot, and DS. It’s already in use with a Vauxhall badge too, available as the Corsa-e. As such, the Mokka-e uses a 100 kW electric motor and 50 kWh battery, though the power output is 80 kW in ‘Normal’ and 60 kW in Eco.
Performance isn’t an issue much of the time, with instant pick-up afforded the driver thanks to the electric motor powering the front wheels. It’s no pocket-rocket, but it will deal with a car full or people and kit comfortably enough, and proves adept at keeping up with motorway traffic. It’s fun on a twisty A- or B-road, but clearly most at home in town, where the compact crossover is in its natural habitat. A 0-62mph time of 8.7 seconds is quoted for the test model, and a top speed of 93mph - and the Mokka-e ‘feels’ as sprightly (or not as the case may be) as the performance figures suggest. Nippy, rather than quick.
Because the Mokka-e is a heavier car than the petrol Mokka, the EV version has a different character. It’s weight is low-down and between the axles, giving it a more secure stance on winding roads, and in fact aiding motorway driving for a car that has a fairly short wheelbase.
It’s not going to set pulses racing on a driver’s road, but it handles nicely in town and out, deals with poor surfaces pretty well, and copes with long trips better than an electric compact crossover has any right to. Steering is good as well, with enough feedback to gain confidence in the Vauxhall, and sharp if light turn-in.
As mentioned in the intro, the difference between the old Mokka and the new can be measured in miles rather than yards. The latest version is stylish, with sharp creases and interesting features; all things lacking from the previous generation.
The Mokka-e is not a spacious car to sit in, though a family camping trip showed that the Vauxhall could be packed with far more kit than expected. Rear occupant space is best suited to children or occasional adult use. But since the Mokka-e is effectively a Corsa on high suspension, this shouldn’t be a surprise.
COMFORT & CONTROLS
The changes to the Mokka’s cabin are less significant than those found on the exterior design, but welcome nonetheless. The group infotainment system is installed, and there are digital driver’s instruments available, which combine to give the impression of a higher-quality machine.
Flashes of coloured plastic brighten what could otherwise be a rather dark interior, but some materials and switchgear isn’t of the highest quality - not bad but there have obviously been some cost savings in places. The Mokka-e’s biggest weakness is that it can be directly compared to the Peugeot e-2008 (identical undertake surface) and the French car’s cabin is nicer.
VAUXHALL MOKKA-E: RANGE & RUNNING COSTS
The Vauxhall Mokka-e tested has an official WLTP driving range of 201 miles on a charge - it gets as good as it gets in the line-up. With all the other group EVs quoted around 200 miles on a charge, it should have come as little surprise really.
I struggled to achieve the official range - seemingly a trait shared across the group’s EVs - with a realistic range of around 155 miles if spending any time out of town, 130 miles if covering motorway miles, and 160/180 miles when mixing things up with slower routes. It’s not the most efficient EV, but the real-world range is still more than enough for most weekly mileages even - let alone daily - for a great many drivers.
Like the powertrain, the Mokka-e’s charging set-up is tried and tested, with DC charging available at up to 100 kW, and AC at up to 11 kW. This sees charging times of around 7.5 hours on a 7 kW unit, 5 hours on an 11+kW point, and 30 minutes on a 100+kW DC charge point (the latter from 15-80%).
Driving modes include Eco, Normal, and Sport, which limit the power available in all but the final setting. Brake energy recuperation comes in two modes - D or B - with the latter providing stronger region, though not enough to offer ‘one-pedal’ driving.
The Mokka-e is available in four trim levels - SE Premium, SRI Premium, Elite Premium, and Ultimate. Fitted as standard are 16-inch alloys, rear parking sensors, 7-inch colour touchscreen with smartphone integration, keyless start, drive mode select, adaptive cruise control, and climate control.
Fitted to the SRI Premium model tested were 18-inch bi-colour alloys, keyless entry and start, 10-inch touchscreen with navigation and smartphone connectivity, 12-inch digital instrument panel, automatic lights and wipers, reversing camera, and parking sensors front and rear.
VAUXHALL MOKKA-E: MODEL SUMMARY
The Vauxhall Mokka-e is a genuinely good crossover, offering style and decent performance in a compact package. It’s more characterful than the conventional Corsa-e supermini, and a real challenger in a busy market.
Model tested: Vauxhall Mokka-e SRI Premium
Engine / CO2: 100 kW electric motor / 0 g/km
Trim grades: SE Premium, SRI Premium, Elite Premium, and Ultimate
On-road price: from £30,540. Price as tested: £32,755
Warranty: Three years / 60,000 miles
In the showroom: Now
Review rating: 4.0 Stars