The Opel Ampera-e – New Official Video Collection

FEB 13 2017 BY MARK KANE 47

Opel has released a new set of videos promoting the upcoming Ampera-e in Europe.

The sister car of the Michigan, USA-made Chevrolet Bolt EV is marketed as:

  • unrivaled in its class
  • range of 520 km/323 miles of NEDC range (but just over 383 km/238 miles in “real world/EPA terms)
  • the “best connectivity on board”
  • charging options to fit all needs (including the ability replenish 150 km/93 miles in 30 minutes using DC fast charging).

Opel Ampera-e

The Opel Ampera-e – unrivalled in its class
With a range of 520 km* on a single charge, the Opel Ampera-e is unrivaled in its segment. Apart from providing ease of mind on long journeys, the Ampera-e is packed with the latest technological innovations. E.g.:

– Innovative camera- and radar-based systems increase safety and driving pleasure.
– The infotainment system seamlessly integrates smartphones1 via Apple CarPlay™** support or Android Auto™***
– Opel OnStar4**** also offers access to your personal connectivity and service assistant, at the touch of a button, 24/7.

The Opel Ampera-e is electrifying – drive after drive!

520km* range on one charge – the Opel Ampera-e
The new Opel Ampera-e is a long-distance runner with real staying power. According to the New European Driving Cycle (NEDC), this innovative electric car can go 520 kilometres on a single charge – by far the best range in its category.

With its outstanding range*, the Opel Ampera-e is the perfect electric car for your everyday life, because it can cover both short and long distances without always recharging. Intelligent energy efficiency solutions help to automatically reduce consumption whenever you want. With Regenerative Braking it even restores electricity as you drive!

For kilometres on end, the Ampera-e is electrifying!

Opel Ampera-e

Best connectivity on board – the Opel Ampera-e
The Opel Ampera-e is the new gold standard in connectivity. Simply plug your smartphone into the IntelliLink-e infotainment system and access your most important apps directly on the big 10,2” colour touch screen*.

Outstanding digital connectivity is part of a sustainable drive concept. This includes Opel OnStar**, which turns your car into a Wi-Fi Hotspot2 with a direct line to a personal assistant, remote access via the myOpel app1, Roadside Assistance and much more. Access your apps1 via Apple CarPlay™*** or Android Auto™**** without using up your data.

Every time you connect, the Opel Ampera-e is electrifying!

Opel Ampera-e fast charging

Charging options for all needs – the Opel Ampera-e
At home or on the go: Opel’s versatile charging strategy that features short charging time, helps you to stay flexible – for your daily distances or even for longer trips.

Most people only drive about 60 kilometres a day, which Ampera-e drivers can easily recharge overnight – via a standard household socket. Connect with a great charging network across Europe or a flexible and fast top up on the go incl. ≥ 50 kW DC fast chargers that will add 150 km* range in 30 mins.

Even when it’s recharging, the Ampera-e is electrifying!

Categories: Opel / Vauxhall, Videos

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47 Comments on "The Opel Ampera-e – New Official Video Collection"

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Since Tesla doesn’t advertise directly it’s good that Chevy does, at least some.
It will tend to legitimize the concept to those unaware or only vaguely aware of evs, which is most people.


Obviously Ampera-e is beating all the competition on range, just recently Ford upgraded its Focus to 220 km, Leaf being lame for some time. The only rival could be Renault Zoe but I suspect Ampera-e is more spacious and has better conectivity. Hopefully GM and Opel will find a way to make it competitive on price as well.

Paul Latouche

In the “Charging options” video, it is said that you get 150 km (90 miles) of range in 30 minutes using a 50 kW charger.
I previously wondered if 90 miles was with 50 or 80 kW (the max possible charging rate according to the owner’s manual). 30 minutes with 50 kW would mean 150 km in about 19 minutes using future 80 kW CCS stations. Great!


Max peak charging rate was confirmed to be 60 kW by GM engineers. But that occurs only somewhere in the middle of the SoC. So a true 50 kW charger would not be a limiting factor in almost all circumstances.


That’s not true. A current-limited charger would be a limit from the middle until somewhat past 80%. It’s like those diagrams ChargePoint put up for their modular station. A current limit starts cutting the upper right hand corner off the power deliver diagram. And so 50kW would limit you.

Although it would only cut your charge rate by 20% and only for (say) 40% of the charge time. So about 10% more time to charge to the point where taper begins due to pack limitations.


Your argument about the Volt/Ampere curve is is rightfully correct. You missed the “true” in front of the 50 kW. If the charger cannot give enough current the BMS wants, so that the product of the Volts and Amperes at the car socket is lower than the wanted 50 kW, then this charger is not true 50 kW.
That is why the manual lists 80 kW charger as a requirement for 90 miles per 30 minutes at almost empty battery. Even if that charger is untrue 80 kW, as it may give 80 kW only at one point of the Volt/Ampere curve, it is likely to give max power (Volts*Amps) BMS wants at any SoC of the Bolt’s battery. There should be a margin in Amps at any given Volts between the Bolt curve which peaks at 60 and charger curve which peaks at 80. And these peaks may be at different Volts and/or be not 1 dot peaks but horizontal portions of the curve.


I think you are confusing some information. For DC fast charging the charger isn’t in the vehicle. The car just communicates with the charger on what to send. So you can connect your car to a 100kW charger, but the car dictates the rate to what the batteries can handle. Now there is a AC/DC converter for regen which is limited to somewhere around 60kW on the Bolt.


Ironically, you can get max regen of 70 kW in Bolt, but only 60 kW at DC charger.


I wish the Bolt EV had the black background displays that the Ampera E has. I cannot stand the white background displays.


Isn’t this selectable?


Is black really selectable in the Ampera-e? The dash circle turns black at night on the Bolt. I doubt the Ampera-e is any different.


There are three color schemes on the Bolt, and I assume, the Ampera-E.

One is black all the time, day and night, and the other is an orange one.


Interesting.. orange. Someone needs to post a pic of that.


I looked also. The Bolt goes black circle in the day in all 3 dash modes. I believe the Ampera e is just showing the night mode in that picture.

In 2 of the modes the dash circle is white during the day. In the other mode it is black day and night but the center console is unreadable in the day because it is too dark.


¿Nobody speaks about the grille?


What? That it’s awful. I imagine it’s so obvious no one bothers to.


Yeah, it’s the one design cue on the Bolt I’m not a fan of either. I’ll be getting a black or nightfall gray Bolt for sure.

Same problem with the two-tone on the i3.

I also prefer the re-design of the Model S over the first version with the black grill-ish shape up front.

We also didn’t like the black design elements on the gen 1 Volt… which is why we got the black Volt. Or the silver “grill” on the Spark. Hence why I have a silver spark.

Dirk vdB

It is a pity that this car only has a single phase charger. Most charging points only allow 16A so the effective capacity is reduced to 3.6 Kwh. As most charging is AC during parking that means you charge only 18 kms per hour. That is just not enough. Why not fit a 3 phase charging unit like Tesla does in all models?


3 phase level 2 in the US? J1772 part of of the US combo socket does not have pins for a 3 phase. Opel Ampera E in EU would have a Mennekes Combo, so it will likely have 3 phase.


Nope, I had an answer today from Europe that a 3 phase charge will not be an option. Word from the ground is that engineering said it would be 400 euro more expensive over the existing charger according to a Opel Engineer. The claimed it to be too expensive, which is really sad.

To put that price into context for the Dutch market.

3x25A service is 230 euro a year
3x35A service is 930 euro a year

As you can imagine, public chargers in NL, as well as homes have the 1st option because it’s just so bloody expensive.

If a 3 phase charger option would have even been a choice and less then a 700 euro premium it would be a no-brainer.

That is really disappointing on GM’s side not having 3 phase as an option. 3.6 kW would give 17 hours of recharging from empty to full. Suppose that you have 10 hours of overnight charging, that would give 36 kWh in the battery every night (if the onboard charger is 100% efficient). That gives 142.8 EPA miles or 228.5 km for the night of charging. If you start on Monday with full 238 miles, you would have some miles left when you return home. During the 5 work days you can cover 238+4*142.8=809.2 miles which gives 161.8 miles per work day which is 258.9 km. Or 129.4 km from home to work. That is an upper limit. Any more distance and you have to charge at work or deal with DC chargers. I am assuming that the EU marketing department decided that it is very uncommon to have more than 120 km from home to work and 3 phase option development is not worth the investment to develop and later offer as an option in a “cheaper than Model S” car. Bolt aside, even 43 kW 3 phase AC is not uncommon in UK and France at public chargers. Albeit… Read more »

Bolts and Ampera-Es can use a 240 volt single phase charger at 32 amps, which gives 25 miles/hour charging rate.


I was calculating a worst case scenario.

Some countries, as has been pointed out, only allow to draw 16Amps from one phase, without drawing the same 16 Amps from the other two. Or the cost of unbalanced 32Amps would be significantly higher. I believe the balanced 3 phase use was the backing to have a Mennekes AC charging socket in EU as standard vs 1 phase J1772 in US.

But even Leaf in EU has J1772 as a charging socket and 32 Amps on board charger (instead of 16) as standard in middle and higher trims. So yes, where Leaf can charge at 32 Amps with J1772, so should the Ampera E from 1 phase with a Mennekes AC socket.

Bill Howland

from opel : ” ….3 phase charging will not be an option….”.

While technically that is true, it misses the point; my info is that the while the NA version uses a 32 ampere capacity charger, the EURO version will use 2- 16 chargers to be in conformance with Euro imballance requirements. See my comment below.

Bill Howland

To be very honest about this: I’m making a (VERY) educated guess. From these 2 facts:

1). The ampera-e will certainly be sold in Adam Opel’s hometown, where The imballance limitation there is 20 amperes, and in some countries, 16.

2). Opel has officially stated the charge rate will be 7.2 kw. Certainly this will be available at corporate headquarters.

The cheapest way for GM to provide world-wide compatibility is to use a single phase type 1 connector and a single 32 amp charger in those countries that can accomodate it, and:

a Type 2 connector and 2-16 amp charger modules in those countries that cannot.

Bill Howland

OR, a single 7200 watt charger module that takes as its input 2 x 16 – which, as far as the customer is concerned, the same thing as 2 separate modules. Its a trivial change at the ‘input’ of the charger module, so I see no reason why they wouldn’t do it if they expect more than one or two to be sold.

They’ve changed the car connector being sold in Europe – so why not make a small change to the charger?

Its true the Tesla ROADSTER was only offered in a single-phase configuration, – but there the drive motor was in the circuit and the supply power HAD to be single-phase, as any variant of polyphase to the car would have resulted in torque at the motor shaft while charging.


They have changed the connector mainly to be compatible with DC chargers. As J1727+2DC pins Combos are non-existing in EU, Mennekes + 2DC plugs pins are currently mandated by the EU.

Even if you are right and actually Bolt/AmperaE has 2 220-240 V chargers in parallel, then it would be trivial to add a third one and get a balanced 3 phase and boast 11.5 kW (16*3*240) charging rate from 3 phase or 7.7 kW (32*240)) from a one phase. You would need several relays to rearrange the charger configuration on the fly and some lines of code in onboard charger MCU (assuming that it is all that is required from and electrical engineering standpoint). I would pay for that 3rd charger unit, say, 300 EUR extra.

Waiting for the official specs, though.

Bill Howland

Nope, turns out I was wrong about this:

From the Open Link it is obvious they are using the exact same charger as is used in North America. – Only thing I can think of is they didn’t want to bother even going the 2×16 route –

One other correction to your comment: The capacity of the charger is 7200 watts, reached at 225 volts or better.


Things such as your “word from the ground” are rarely based in truth but instead in speculation. Opel is not in the business of giving out such info, so even if you got someone at Opel to say that to you (unlikely) it was probably just speculation by someone other than the person tasked with doing it.

But regardless this is really typical GM beancounting. It’s not quite a fatal flaw, but it seems like it would be a pretty big deal in Europe. On the go charging could easily be DC instead but this is going to crimp at work and at home charging quite a bit.

Denis lists “> 4.6 kW” as a charging spec. So likely to be 1 phase 20 Amps at 240 Volts. And that “>” for those rare cases where you can draw 32 Amps, I suppose.


Opel says otherwise.

I think Bill Howland is correct.

Looks like 4.6kW at home, that’s about 18 miles per hour by EPA standards, probably more like 35 km/h NEDC.

On the go it charges at 3.6kW or 7.2kW from AC.

So at home you’re looking at 13.5 hours (or so) to a full charge. In a 10 hour night you’d put back 2/3rds of the battery, or about 165 EPA miles, about 350 NEDC kms.

So maybe 3-phase charging really isn’t necessary. This seems like it would generally be good enough.

Bill Howland

Unlucky – forget my other comments here: from your link they are apparently all wrong, if this OPEL release is to be belived.

First, they specifically say that the car’s draw is “Single Phase”. Euro cookers running off a 230VEE/400 connection, while not truly 3-phase, are not Single-Phase either.

Secondly, and here’s the critical confirmation: they say that with a wall box the car will charge at 4.6 kw in Germany. That is 20 amp 2 wire single phase – the maximum imballanced allowed in that country.

Public chargers CAN go at 7.2 kw, but that is presumably only at the 22 kw RENAULT chargers that use 32 amps anyways.

As I’ve stated, its trivially easy (another 50 euros maybe in price) to modify the LG 7200 watt charger input section for 2 x 16 amp euro household operation.

Why they’ve made a change to the car jack but refusing to supply a separate part for the Euro Market is beyond me.

A different car company would just offer the 2 x 16 for the WHOLE WORLD, and for NA would just tie the 2 – 16 amp leads together and call it 32 amperes for NA.

Bill Howland

Perhaps the GM/LG engineers designing the charger do not realize that a dual input (2×16) charger which will draw 7200 watts meets with all the euro country’s imballance requirements – such that while drawing 7200 watts the imballance is STILL legally only a mere 16 amperes.

They can’t be that dumb about things, could they?


Nice videos. They might consider changing the narrative describing the touchscreen as being ‘XX centimeters’ instead of ‘10.2 inches’ for their target markets.


I believe TV screens are measured in inches around the world. Yes, even if it seems dumb.

Check for yourself.

Second column: Taille d’écran.


yes screens are measured in inches worldwide. Movie/projector screens are the exception (in metric countries)


Do the turn signals work the same in Europe as on the Bolt?

I’ve decided the turn signals are dumb looking on the Bolt. They are down very low and are incandescent.

I think they ended up down there because if you put them on the hatch there are would be no turn signals if you drive with the hatch open.

I would like to see the regular tail lights turn yellow (at least at the top, leave the red at the bottom for brake lights) instead of those auxiliary lights.


I bet in 1-2 years in will make sense for ride-sharing companies to use EVs like this, especially in Europe where gasoline is more expensive.
And that will be a tipping point.

Bill Howland

“…No 3-phase charging…”

Nope, this is disproven by the Mennekes connector (TYPE 2) – the North American versions use ‘Type 1’ – 32 amperes maximum.

The euro version therefore has a 16 amp limitation in concurrance with most country’s 16 amp imballance limitation, and while not a true 3 phase draw, the OPEL will draw 16 amps with the maximum allowed 16 ampere (legal) imballance in a 240VEE/416 configuration, as some of your household cookers are arranged.

As an amateur radio operator, I note that one of the Slovenian Large Amplifier models has 2 – 16 amp power cords for use on a 240VEE/416 volt feed (power levels on a true single phase supply such as the vast majority of homes in the states would operate at 15% lower power levels due to the lack of filter capacitance for stateside operation).

My point is that the OPEL will charge just as fast in Europe, as the Chevy will in the States (e.g. 7200 watts).



The Type 2 inlet on the ampera-e does not mean the car supports 3-phase charging.

The Type 2 connector is often used for single phase charging. They just do not populate all of the pins.

Based on the specs posted above, it looks more likely that the 32 Amp capable single phase Charger is software limited to the maximum allowed for unbalanced (1-phase) loads.



Cannot the EVSE indicate the limit to the car? It can’t indicate a separate 3 and 1 phase limit?

Bill Howland
GSP: After reading unlucky’s link I see I was mistaken – I can’t believe they just offer one part number for the entire world – here’s my reasoning: “… Unlucky – forget my other comments here: from your link they are apparently all wrong, if this OPEL release is to be belived. First, they specifically say that the car’s draw is “Single Phase”. Euro cookers running off a 230VEE/400 connection, while not truly 3-phase, are not Single-Phase either. Secondly, and here’s the critical confirmation: they say that with a wall box the car will charge at 4.6 kw in Germany. That is 20 amp 2 wire single phase – the maximum imballanced allowed in that country. Public chargers CAN go at 7.2 kw, but that is presumably only at the 22 kw RENAULT chargers that use 32 amps anyways. As I’ve stated, its trivially easy (another 50 euros maybe in price) to modify the LG 7200 watt charger input section for 2 x 16 amp euro household operation. Why they’ve made a change to the car jack but refusing to supply a separate part for the Euro Market is beyond me. A different car company would just offer the 2… Read more »

Does the myChevrolet app also have an icon in Apple CARPLAY?

The MyOpel Ampera ICON in Apple Carplay:


It does not. Perhaps this is a future upgrade being displayed.

I’d love to see PlugShare support CarPlay!


What happens to these cars if the rumored sale of Vauxhall and Opel to Peugeot occurs? Does PSA offer any ev’s? Or is this the way for them to enter the ev market?

Bill Howland

Another reason for GM’s seeming unconcern about optimising the Ampera -e for Europe is that they are in talks with Pugeot-Citroen for sale of their Opel-Vauxhill unit.

They haven’t made any money on the unit in 10 years so they apparently are making the business decision to get rid of it. Besides Pugeot wants the technology.


“With Onstar, you can enjoy a powerful and stable internet connection even when you’re a broad”

Is it just me – or is that SEXIST?

L 🙂 L