Vauxhall Corsa SRI Nav 1.2 100 2019 UK first drive

Fortunately, whether inside or out it looks every inch as if it has shed its bargain basement roots. This has to be the first Corsa to venture into the realms of desirability, and even if Vauxhall’s designers have toned down much of the 208’s distinctive detailing, it’s still a relative success. 

Inside, the Corsa again takes a less visually arresting approach to dash design, with functions grouped for ergonomics rather than in the name of style. Quality is respectable, and details such as the dials (conventional, unlike top-level 208s) and easy-to-use climate stack are bespoke to the Corsa. 

There’s also a normal-size steering wheel, which will interest those who aren’t a fan of Peugeot’s iCockpit approach. PSA-specific quirks remain, however, with the traditional comically tiny glovebox next to the fusebox that was clearly too much trouble to move, and pedals that are placed too close to the driver, causing taller folk to either crab their legs at an angle or sit unnaturally far from the dashboard. 

One other important point of note: the 7in touchscreen found in the less posh trim grades isn’t just significantly smaller than the high-end 10in set-up, it also loses the convenient shortcut buttons below the screen, replaced by far more fiddly touch-sensitive items down the side.

The new Corsa has been designed to allow for petrol, diesel and electric models to be spun from the same production line, and Vauxhall proudly boasts that the EV offers no space reduction. But it’s clear that a packaging compromise had to be made to achieve this, particularly when adults try and squeeze into the back. Leg room is decidedly tight by class standards, while head room is no more than acceptable. The 309-litre boot is at least competitive enough.

Cavernous it might not be, but the trade-off is the car’s kerb weight, which starts from just 980kg - up to 108kg lighter than the old car. Such engineering effort was expended, we suspect, to keep the weight of the battery-laden EV variant to a minimum, but it means sprightly on-paper performance, strong efficiency and improved handling agility. 

This three-cylinder, all-aluminium 1.2-litre engine is expected to be the volume seller, and it’s a decent all-round unit. Strong and tractable at low revs, it’s also refined regardless of where you are in the rev range. There’s enough performance here to satisfy most, too, but it’s a pity the motor runs out of puff by about 5000rpm, making short-shifting the order of the day. Those shifts aren’t exceptionally pleasant, either - the shift action is smooth, but long of throw, with the bulky gear knob hardly helping matters. 

We’d like to see Vauxhall bring in the 128bhp version of this engine to give high-spec cars a warm hatch vibe, and the signs of this happening in due course are positive. Chances are it’ll be auto-only, however. 

That additional power would complement what is a nicely judged, if benign, chassis. Turn-in is positive and more progressive than the darty 208, and while our route around the sodden West Sussex countryside didn’t allow for full-attack cornering, grip levels seemed strong and body control tidy enough. It’s clear even here that this won’t offer the grin factor of a Fiesta, but it’s wholly competitive and modestly entertaining at times. 

SRI spec brings specific features such as a Sport switch, which doesn't do an awful lot, synthesised engine sound enhancement, which isn't particularly noticeable, and new suspension tower tie roads, which have a negligible effect at best. 

Ride comfort depends, as if often the case, on your wheel and tyre choice. We drove both 16 and 17in versions on identical roads and it’s clear that extra inch of sidewall unlocks welcome suppleness, with the bigger wheels allowing lumpy rural asphalt to unsettle it more. But you’ll find any Corsa to be decently comfortable and refined on long journeys, aided by surprisingly comfortable sports seats in SRI trim.