Low CO2 emissions of 25g/km and an 8% benefit-in-kind rate will be good news to company car drivers, although it’s only available as a sportier GS Line, making it the most expensive version, so you’ll need plenty of battery charging before recouping that outlay. Good thing it can take as little as two hours to recharge the battery, but shame that it reduces boot volume by 81 litres.
Nonetheless, the PHEV is the most civilised and fastest model and, despite its extra weight, provides a comfortable and composed ride – if not the cornering agility its looks might suggest it has. It’s a match for the segment benchmarks such as the Ford Focus and Volkswagen Golf in the refinement stakes, though.
Diesel is on the wane, but the 1.5-litre option gives a good account of itself on a long cruise. That’s partly thanks to the fitment of an eight-speed auto that keeps it spinning in its performance sweet spot, making the most of its low-down torque. It’s well isolated from the cabin and capable of returning over 62mpg, so is a solid long-distance hauler. A towing capacity of up to 1500kg is another plus.
Vauxhall expects the 128bhp three-cylinder petrol tested here to be a popular choice. Across a mixture of roads, from German autobahns to sleepy hamlets, it rarely felt out of its depth. The engine is buzzy when pushed, but in a characterful way, and it’s more willing than most will expect from a three-pot engine. It’s flattered by the eight-speed auto. The six-speed manual is less satisfying to use, however, and the chassis is more composed than it is agile anyway, so the Astra won’t be chosen for its driver engagement