The only major trade-offs if you go for the PHEV are a noticeable amount more fidget over brittle road surfaces (although it’s still within acceptable levels) and reduced boot space (112 litres down in the hatch, 131 litres down in the estate).
The Astra’s interior is good too: the digital panels’ graphics are easy to understand, the infotainment software is responsive to inputs and sensibly laid out and you get proper switches for the climate controls.
The steering wheel gets a pair of paddles that allow you to take control of gearchanges. However, the ‘box is overeager to override your inputs and change up earlier than you might like or prevent early downchanges intended to allow engine braking. I was also disappointed that the paddles can’t be used to adjust the strength of the regenerative braking if you put the PHEV into electric-only mode; this feels like an oversight.
Still, for usability, the Astra is ahead of anything from the Volkswagen Group. That makes it all the more a shame that it’s a bit drab to sit in.
What about the EV?
Given its lack of a combustion engine, the EV feels like a completely different car to the two hybrids. It’s powered by a front-mounted 154bhp motor and a 58.3kWh (55.4kWh usable) battery, giving a range of 281 miles in the hatch or 276 miles in the estate. And it can charge at up to 100kW, giving a 20-80% refill time of about half an hour.
You only get the full 154bhp if you stick the Astra Electric in its Sport driving mode, so it feels rather lackadaisical most of the time. Still, it’s quick enough to cruise with the flow of traffic – even in Croatia, where the beaming sun seems to have set everyone’s hair on fire.
The pedals are well judged for making smooth progress at lower speeds and the ability to adjust the strength of the regenerative braking using the wheel’s paddles is welcome. There’s also a ‘B’ mode that cancels out retardation from the motor and allows you to free-wheel on the motorway.
By
