Opel Grandland Ultimate AWD review: the seats that saved my back

Gareth Whitfield • September 18, 2026 15:42

Opel is not a brand that usually inspires much joie de vivre, and the Grandland does nothing to alter that impression. Even so, I put it through its paces on a long drive from Paris to Grenoble, and in the end, it was chiefly its seats that caught me off guard.

It is 11 am in the PX car park at Paris-Charles de Gaulle Airport. The 32°C shown by the trip computer makes it clear that summer is well and truly here. The cabin is sweltering, but we need to leave promptly to avoid paying more. Having manoeuvred the Opel Grandland out of an exceptionally tight bay, it is time to approach an equally narrow payment machine.

A substantial footprint and an early scare

The 360° camera on my Ultimate-spec test car suggests there is not enough room. The vehicle outlines displayed on the screen extend beyond both sides of the automatic barrier. I carefully line it up and, by a very small margin, it fits. Having handed over €12 for no more than two hours, the barrier rises and we can get moving.

Grenoble is the destination, with the battery at 60% charge. As it stores 73 kWh of energy, the theoretical range stands at 486 km. That hardly makes it a long-distance champion, admittedly. The version with the 97 kWh pack would be better suited to this assignment. Yet it was the potent 320 hp AWD variant that appealed to me.

320 hp to escape the capital: the ultimate test

At €53,690, it is by a considerable distance the most expensive Grandland. Expectations are therefore high at this price. Its two electric motors produce 509 Nm of torque with real determination, allowing it to move efficiently from one terminal to the next. The 0–100 km/h sprint takes 6.1 seconds, making the Ultimate AWD the quickest model in the line-up.

This is useful when joining first the N1104, then the N2 and finally the A104 from their slip roads. The car displays an energy I have not experienced in the group’s other electric models. It is not as explosive as certain rivals, but it still makes swift progress. The real point of difference, however, is the seating.

I thought it was a manufacturing flaw, but it was the answer

My test car has the range-topping perforated Nappa leather seats. Beyond their very pleasing appearance, their comfort is what surprised me most. The massage function combined with ventilation is a delight in hot weather. No more damp T-shirt between your back and the seatback. It is genuinely welcome.

More welcome still is the unusual channel running through the middle of the seat base. At first, I assumed it was a fault. But once seated, you realise nothing is pressing against the centre of your buttocks, as though you were sitting on a bicycle saddle. These are the Intelli-Seats, designed to keep back pain at bay.

Opel Grandland comfort: absolute quietness but firm suspension

Sceptical about a name that sounds like yet another piece of marketing invention, I continue on my way. Once through the Éprunes toll, it is time to tackle more than 500 km of motorway towards Grenoble, initially via the A5. Settled at 130 km/h, I notice the impressive sound insulation provided by the laminated front windows.

It is paired with suspension that feels firm around town but comes into its own on these billiard-table-smooth fast roads. The car remains composed, while the semi-autonomous driving system operates with an agreeable smoothness far removed from what is found in Chinese manufacturers’ models. It is therefore comfortable enough for covering serious distance.

The harsh reality of motorway charging

You still need to monitor the range, which is not especially generous for this class. A steady consumption figure of 22 kWh/100 km is not remarkable either. A stop to replenish the battery is consequently unavoidable beside the A6, at the La Réserve service area, where Ionity chargers await.

Battery preconditioning is reassuring; its 160 kW DC charging capability rather less so. Given the outdoor temperature, the former feature is unnecessary. I plug in and it is nearly a disappointment: the charger shows 112 kW with 14% battery remaining. That is low.

A restrained, even dull, design

Unfortunately, there is nothing to be done, while the fan runs at full speed in an effort to cool the battery pack. I take the opportunity to admire the front end, covered in insects, and the rear with its backlit Opel lettering. It is unobtrusive and lacks any real flair, particularly in this Spectrum Blue shade.

After 40 minutes of charging, during which the output quickly falls away, it is time to return to the tarmac. With one particularly strange sensation: no back pain whatsoever. The monotonous kilometres roll by. To pass the time, it is worth taking a closer look at the interior. To be frank, it follows the exterior’s lead.

Why the cabin lacks flair

It is sensible and restrained, in other words. Material quality is acceptable, with a mottled fabric covering the door panels. The ergonomics are satisfying thanks to the three rocker switches beneath the touchscreen that control the ventilation. The display itself deserves attention. At 16 inches across, it is wide, but it is not tall enough to make operation straightforward.

The infotainment system is not particularly impressive either, lacking smoothness and responsiveness. In short, it is a long way from Android Automotive. Android Auto and Apple CarPlay can still work around the issue. The digital instrument display is more limited and offers little customisation. It resembles a chocolate bar.

Seven hours later: my back really has been saved

The digital experience matters less when there is plenty of room inside. That is unsurprising given the 4.65-metre length and 1.91-metre width. The 20-inch wheels nearly received a reminder of that in the car park. Oops… Rear passengers have adequate legroom and headroom, even if it sets no records. The boot offers 485 litres. That is merely adequate.

Following another charging stop, I finally reach Grenoble at 6 pm. The journey has therefore taken seven hours, including two stops of more than 30 minutes each. The lack of an 800 V architecture is noticeable here. Fatigue, on the other hand, is absent. There is no back pain to report, which is remarkable. Many rivals cannot make the same claim.

Why Tesla and Xpeng remain serious threats

That alone would not be enough to persuade me to buy the car. Areas for improvement remain. In addition to charging that lacks punch, the suspension is too firm at low speeds and the touchscreen feels notably behind the times. The price should also be more approachable, as a Tesla Model Y Long Range or an Xpeng G6 Performance can otherwise be had instead. There is no contest.

Is seat comfort a priority when choosing a car for you, or do you walk away as soon as its charging curve is not optimal? Tell us in the comments.