VM Test Opel Combo-e Life: The Highway Fright

Yesterday diesel, today electric: The pace of the Stellantis Group in electrifying its portfolio is breathtaking. Just recently, a diesel engine was still running in the test program of the sister magazine LOGISTRA and performed reasonably well for a combustion engine. And now, the emission-free electric version of the Combo Life is already rolling in. Following the larger Zafira, the smaller van also comes as a pure electric vehicle. For commercial vehicle customers, even the Movano-e will follow soon. So there's no lack of speed in the ambitious conglomerate of companies and brands being steadily expanded under the leadership of Carlos Tavares.

But thoroughness is another matter. And range. In this regard, the VW Group is in good company. VW is also aggressively pushing for electric vehicles, but not everything that comes out of this tube is gold. The MEB rear-wheel drive is completely newly developed and accompanied by a big PR campaign. However, based on our numerous tests across all brands of the group, it is ultimately chronically range-weak, just like the classic front-engine front-wheel drive from the Stellantis shelves.

Far from WLTP range in winter

In fact, the system originates from the former Conti subsidiary Vitesco (EMR3) and is already in development for Generation II, which as EMR4 is expected to be five percent more efficient. It should also be 25 percent lighter and more cost-effective. The first point is particularly crucial, because the current system, which has been installed hundreds of thousands of times in Stellantis electric cars from the Peugeort e208/Opel Corsa-e to the Zafira-e/e-Traveller, does not meet the standards set by EV pioneer Tesla. Nor does it meet the company's own standards. In winter driving practice, the Combo-e is very far from the potentially travel-suitable 280 kilometers WLTP range, especially when combined with a 100-kW fast charger.

At normal highway speed, range drops rapidly

In the VM test, at an outside temperature of 5 degrees and an interior temperature of 17 degrees cooled but not cold, driven in normal mode and fitted with Michelin Alpin winter tires, the Combo-e enters the red or rather yellow zone after 158 kilometers of the mixed test route with a final highway stage. At 13 percent battery capacity, a warning appears in the digital display to please seek a charging station. The range indicator drops so quickly that one can hardly keep up. Perceived, every kilometer on the highway costs three kilometers of range.

At the End in the "Yellow" Range

After the test, the initially very optimistic forecast of a 260-kilometer range had shrunk to twelve kilometers, with the reserve melting away rapidly, especially on the highway. In the city, the E-Van performed decently enough, with 20.7 kWh/100 km, and through the hills of Hallertau, it managed 19.3 kWh/100 km. However, as soon as the highway entrance comes into view, it scares the "red-gold vehicle". During driving, energy consumption rises to 26.7 kWh/100 km, and we were driving at a "moderate" speed of 120 km/h, which apparently brings the E-drive in the 1.84 high and 1.92 wide body to its limits due to the large frontal area.

After charging at the AC station, the on-board computer shows 23.8 kWh/100 km, including charging losses which add up to a substantial 28 kWh/100 km. The on-board charger pulled exactly 44.27 kWh into the nicely smooth-surfaced underfloor-installed lithium-ion batteries, which have a gross capacity of 50 kWh and a net capacity of 45 kWh. This experience aligns with the Zafira-e: anyone who really wants to approach the 300-kilometer mark on long-distance trips should set the unfortunately non-adaptive cruise control to 90 km/h and join the queue of trucks...

The Colder It Gets, the Shorter the Range

This observation was confirmed by another "long distance" drive in the city and overland at around zero degrees Celsius outside temperature but a maximum speed of 95 km/h, 17 degrees interior heating, and even in pure Eco mode at the end (which is not for the chilly-hearted): More than 160 kilometers from initially 100 and formally 10 percent battery at the end was not achievable with the all-purpose vehicle. 45.31 kWh from the charging station fit back into the lithium-ion cells. It's hard to tell where the energy goes, apparently into heating the drive battery. At least, thanks to the 11 kW charger, the process is completed in just over four hours.

Not Suitable for Long Distances

Considering such short real-world stages, almost comparable to a racing bike, long-distance use becomes almost obsolete unless you belong to the "hasten slowly" crowd. And the standard 100 kW fast charger next to the 11 kW AC charger doesn't offer much consolation, as the Munich City Utilities' station around the corner, like all other brands, once again refused to work. In theory, one would be back to 80 percent capacity within half an hour, making another good 100-kilometer leg of long-distance possible... The relatively mildly set recuperation, which can be activated via the "B" button, doesn't seem to make much of a difference either.

For a conventional comparison: The Life with a 1.5-liter top diesel (130 PS) and 8-speed automatic required 7.1 l/100 km over the same test round in the same season, along with about 0.7 l/100 km of AdBlue. The automatic hit particularly hard in the city with 11 l/100 km, while out of town and on the highway, the consumption of the diesel dropped drastically, to 6.3 and 7.5 l/100 km. Thus, the complete opposite of the electric vehicle, which (somewhat) saves in the city and guzzles outside the city.

Emissions-wise, Naturally Low Compared to Diesel

However, this should all be seen in relative terms as a defense of the fast electrification within the Stellantis group: After all, 28 kWh/100 km of energy corresponds to not even three liters of diesel, calculated without the additional energy used in the diesel refining process (which adds approximately 1.5 kWh per liter). Emissions-wise, you achieve a reduction of over 100 percent, provided you dutifully use green electricity and disregard the CO2 burden from battery production.

Efficiency is thus relative. What is objective, however, is the impeccable space efficiency of the small and reasonably priced electric box wagon, starting at 38,000 euros, which offers maximum volume (600/1,400/2,100 liters) with a minimal traffic footprint of 4.40 meters in length and makes all the SUVs in the world look outdated: Enhanced by a massive panoramic glass roof, an illuminated storage gallery, comfortable seats and decent materials, endless storage compartments and trunk space, and a sophisticated seat folding concept without "de-seating artistry," the Combo-e Life would simply be the perfect family vehicle for every day and the best days of the year, namely vacation. If all this is not enough: There is also a long version and a seven-seater ...