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The Corsa is ’s ever-popular supermini, having consistently placed among the top five best selling cars in the UK for over a decade and a half. And it’s with good reason too: while the latest model isn’t particularly groundbreaking in any area, as an overall package it’s very good indeed and has enough quality to take on the class leaders. The current generation arrived in 2014, and while Vauxhall’s fourth iteration of the Corsa feels fairly evolutionary, it remains a great all-rounder and a worthy rival to other class-leading superminis like the and. For the best part of 20 years, the Vauxhall Corsa has been not just one of the top-selling superminis in the UK, but one of the best-selling cars, full stop.

This is the fourth generation of the Corsa and, as it has done for its whole life, it competes with the at the top of the sales charts. However, times have changed since it first appeared, and there’s an ever-growing list of cars looking to tempt potential buyers away from the Corsa. There are other long-established names like the, and, but the and are now very credible challengers, too, as are relative newcomers like the and.

What the Corsa does offer is choice – although, if were honest, there’s so much choice that it can be a little bewildering. First off, there's a simple choice between two body styles: the three-door hatchback is the sportier-looking one, whereas the five-door is the more practical of the pair. Then, there’s a big range of engines, but among the best is the 1.0-litre three-cylinder engine with 89bhp or 113bhp, and which takes on the in ’s line-up. Also worth a look is the super-frugal 1.3-litre with manual gears that, with careful driving, will take you close to the 80mpg mark and CO2 of 90g/km. Image 5 of 23 Beyond that, there is a massive selection of trims, but look closely at the details if you fancy buying a Corsa. First, not every trim is available with both body styles – Sting is three-door only, for instance – but not all the trims are eligible for the same customer offers. At the time of writing, for example, you can get 0% finance and an £1800 Vauxhall deposit contribution on an Elite model, but not on an SE.

The reason is that some of the trims are aimed at the fleet market, and others are aimed at private buyers, with not just the equipment, but also the offers, tailored to the intended market. Sting is the most basic trim (although it does have twin white stripes on the bonnet and roof, as well as white alloy wheels), while Energy brings air-con and a DAB radio. If you fancy something sporty, there are the SRi and SRi VX Line models, while SE and Elite are the luxury options. Finally, at the top of the range is the. What also complicates matters is that the Corsa isn’t Vauxhall’s only small car. At the lower end of the range, you could also consider the; and, if you want something a bit more aspirational and upmarket, there’s the, a rival for premium small cars like the. The looks may be familiar, but Vauxhall has re-engineered a substantial proportion of the Corsa’s running gear to ensure it can compete with the when it comes to driver engagement.

Sadly, the truth is that it still can’t quite match the Ford – but it’s closer than ever. Underneath, the basic platform from the previous-generation Corsa has been carried over, but Vauxhall has bolted on a new suspension setup, which improves the ride considerably and gives better body control. The importance of the UK market to the Corsa’s success has prompted Vauxhall to set up the suspension and steering specifically for our roads, rather than simply take the settings from the equivalent Opel.

So, while it still feels a little nervous on the motorway and slightly juddery at times, it makes up for that with fast responses on twisty roads. Just as importantly, the suspension soaks up low-speed bumps well – a little better than the, even. Turn-in is quick, there’s plenty of grip, and while a little body roll is present, the Corsa generally feels stable and sure-footed. Image 3 of 23 Around town, the City steering mode (standard on every model) makes the wheel extremely light for parking, and it disengages at speeds above 30mph to deliver a more natural feel – although there still isn’t a great deal of feedback to tell you what the front wheels are doing.

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There’s more of a feeling of quality and solidity in this Corsa than ever before – the gearbox has more heft despite still being very light through the gate, for example. We’d avoid the Easytronic automatic gearbox, though – it’s an automated manual, rather than a full automatic, so while it doesn’t have a negative affect on fuel economy, it does make the car less enjoyable to drive, with slow and jerky changes. Engines The Corsa comes with a confusingly large engine range, and many have very similar outputs, but the difference between the three- and four-cylinder units is significant.

Power ranges from 74bhp with the most basic 1.4-litre petrol engine, to 202bhp in the fire-breathing 1.6-litre turbo of the VXR. The two naturally aspirated 1.4-litre engines share a similar character, with either 74bhp or 89bhp. Vauxhall labels some of the engines ‘ecoTEC’, which is the company’s family of low-CO2, high-mpg engines. But in fact, the petrol engines are relatively low in torque (both versions of the 1.4-litre unit have just 130Nm, developed at 4,000rpm, compared to the 1.3-litre diesel’s 190Nm at 1,800rpm), that you’ll be hammering the accelerator to get them moving, which will dent your fuel economy. There’s a turbocharged version of the 1.4-litre with 98bhp that’s a little better, but it’s still quite noisy and nowhere near as characterful as the new 113bhp three-cylinder turbo petrol – which completely changes the character of the car.

Happy to rev and sweet-sounding, it takes 10.3 seconds to get the Corsa to 62mph, which is a little slower than the rival, but it’s a supremely refined engine. Around town or at higher speeds, it produces very little noise in the cabin and even from low revs it pulls surprisingly strongly. Black Edition Corsas come with a 148bhp version of the 1.4-litre turbo, which is notably stronger than the 98bhp version, naturally, and negates the need to stamp on the accelerator when going up hills or overtaking. Its 220Nm of torque helps the Corsa to a 0-62mph time of 8.9 seconds. Image 6 of 23 The 1.3-litre diesel is the most frugal engine in the Corsa, but it feels heavier in the nose. It’s available in two power outputs, 74bhp and 94bhp, they both have 190Nm of torque, so the main difference is in the mid-range. Having said that, with 14.8- and 11.9-second 0-62mph sprints respectively, they’re not built for high performance, and they tend to rattle and chug in a manner typical of four-cylinder diesel units.

Finally, we come to the 1.6-litre turbo petrol engine in the, which propels the car to 62mph in 6.8 seconds. In a hot hatch world where milliseconds matter, it’s worth noting that the Fiesta ST has only 180bhp and takes 0.1 seconds longer to hit that benchmark. It’s also true, however, that the Ford is by far the more engaging car to drive. One vital characteristic of a supermini is that is has to be cheap to run. Fortunately, purchase prices for the Corsa have been slashed to give it even greater showroom appeal, with the new car costing around £1,000 less than the equivalent.

But don’t think you miss out on standard kit, as USB connectivity, LED daytime running lights, cruise control and a multi-function steering wheel are fitted across the range. Plus, the sheer volume of Corsas sold means that dealers are more able to give discounts on a Corsa than you’d perhaps get from a rival such as the,. And Vauxhall’s habit of making special editions of the Corsa means there’s always likely to be a tempting offer if you go into the showroom.

What you’ll find, however, is that the Corsa’s engines aren’t as uniformly fuel-efficient as you might expect. Yes, the headline-grabbing 1.3-litre CDTi diesel with 94bhp is excellent on paper, returning around 80mpg whether with a manual or Easytronic gearbox, but elsewhere the reality is quite average fuel economy. The vast majority of Corsa models offer fuel economy ratings in the 50s or low 60s, meaning you'll probably see late 40s in everyday use, if you’re careful. Image 8 of 23 You can also opt for a 1.4-litre four-cylinder petrol engine, but none of the versions (one of which is turbocharged) is as efficient or as clean as the smaller-capacity three-cylinder unit. The lower-powered three-cylinder turbo unit, with 89bhp, has claimed fuel economy of more than 60mpg, and you don’t need to work as hard to get the best from it. The 113bhp version of that engine – our favourite of the range – isn't quite as economical on paper, but you’ll find that in the real world it’s better on fuel than a lower-powered 1.4-litre unit. As ever, when you're choosing the right engine, it’s a case of balancing the fuel savings with the higher list price and your potential enjoyment of the car.

The 1.6-litre turbo engine in the VXR is not one purchased with efficiency as a priority, but in this class it’s always important. That’s why the 38.7mpg and 172g/km figures are disappointing, when the returns 47.9mpg and 138g/km. Insurance groups As you’d expect, the Corsa isn’t especially expensive to insure – and that’s without considering the sort of free insurance offers that lower-end versions are often sold with. Comparable to the, it’s popular with first-time drivers and there are abundant parts available, so it’s not too expensive to repair. Starting in Group 2, most Corsa models sit in single figure insurance groupings, with the more powerful turbo versions in the teens. Unsurprisingly, the VXR will cost a similar amount to insure as the group 30 Fiesta ST. Depreciation There are so many Corsas on the road that there’s no shortage of supply on the used market, which hits used values hard.

Nonetheless, you can expect an average-mileage Corsa to be worth just under 40 per cent of its purchase value after three years. Because the Corsa is better equipped as standard than it once was, spec choice isn’t as imperative as it used to be in keeping values high. However, the higher the trim the geater the desirability, and therefore the retained value.

At a glance, you could easily mistake the new Corsa for its predecessor – it has the same door pillars and glass area as before. According to Vauxhall, that’s because existing customers liked the look of the previous car, although clearly, retaining the same layout helps save money on the redesign.

Instead, the brand has splashed the cash on a comprehensive re-skin, with updated bodywork, new lights and a nose inspired by the. The front end is closer to the ground, with a low-set grille and LED running lights that are similar to the Adam’s Two sharp creases have been added to the doors, while the window line kicks up at the rear.

Open the back doors, and you’ll see that the glass is identical to the old model’s, with a painted section covering the exterior metalwork. However, it’s well executed for a cost-cutting measure, and you don’t notice it when you’re sitting in the back. At the rear, the lights extend over the tailgate, while new wheel designs add a finishing touch. All that said, a casual observer might not notice that it’s a brand new Corsa model. Image 13 of 23 Climb inside, though, and the differences between old and new Corsa are obvious. The dashboard gains the touchscreen from the, which groups all the cabin functions together bar the climate controls, while the plastic trim across the dash adds a bit of style. Higher-spec cars get extra silver trim, and a grey-metallic painted finish for the dash that complements the gloss-black trim found elsewhere.

All in all, the cabin looks neat, is as well built as ever and the plastics are of a decent quality. You’ll also be impressed by the amount of standard kit in there, including Bluetooth, cruise control, a decent stereo system with remote controls on the wheel, and USB connectivity for your phone or iPod. Pretty much every version gets alloy wheels, too, so you're unlikely to end up with plastic wheel trims. Corsa trim levels are many and varied, and are regularly tweaked, added or discontinued by Vauxhall, so it’s hard to keep up. But fundamentally they stick with the same equipment hierarchy.

There are four mid-level models at present, called Design, Energy, Elite and SE. They get stuff like LED daytime running lights, a touch screen media interface called Intellilink, leather for the steering wheel, and manual climate control – base Sting models don’t get air conditioning at all, sadly. It gets sporty with SRi, which includes 16-inch alloys, sporty seats, a split-folding rear bench (another base model oversight) and sportier looks, though you’ll have to spec up to SRi-VX Line for sports suspension, bigger wheels and a body kit – making that a desirable specification. Beyond that the Corsa begins to look luxurious on paper, with top-spec Limited Edition cars including equipment like rain-sensitive wipers, heated front seats, a heated steering wheel, parking sensors, 17-inch alloys, a smart body kit and tinted rear windows. Sat-nav, stereo and infotainment Vauxhall has made much of its Intellilink system, a touchscreen unit that includes mobile phone app support.

It’s standard on every model except the basic Sting (with an upgrade to sat-nav an option), but unfortunately it doesn’t yet feature much functionality bar the usual DAB radio, Bluetooth and hands-free calls. However, it does include a clever programme that reads text messages to you and allows you to dictate them back.

As the Corsa hasn’t changed shape or size, practicality remains unaffected but that’s no bad thing as the supermini has always been rather spacious – more so than the Ford Fiesta, especially at the rear. The wide rear bench makes this a genuine five-seat car for adults, in both the three- and five-door versions, but the long doors of the former make getting in and out quite difficult. The five-door is the one to go for if you’re using the rear seats a lot.

There’s a fair amount of interior storage, with door pockets capable of carrying a 1.5-litre bottle – though there’s no box in the centre console between the front seats, and the glove box is on the small side. The driver will find it easy to get a good driving position in the Corsa because there’s plenty of seat and wheel adjustment and, vitally, the pedal placement is good – there’s a sizable left footrest for your size 11s. All occupants will find the latest Corsa largely comfortable, with its all-new suspension setup tuned for the potholed roads of the UK. It’s especially supple around town at lower speeds – where Corsas will generally spend most of their time. And while this translates into a little bounciness on the motorway, this is generally a settled, comfy car. Size The Corsa is available in either three- or five-door body styles, with no difference in overall length or height between the two; the three-door Corsa’s more coupe-like look is a trick of design. Cars like these are designed to be nippy around town, capable of darting in and out of traffic, and parking comfortably in small spaces.

The Corsa excels in those respects, although visibility seems limited compared to what you get in the new breed of supermini-based crossovers (such as the, for example) that sit drivers much higher up. Leg room, head room & passenger space The Corsa is longer, wider and lower than the Ford Fiesta, but only by a few millimetres in each direction, which means that in reality it feels the same size. The latest Corsa uses many parts from the old car, which bodes well for reliability, while the IntelliLink touchscreen system features in the, and, so it should prove trouble-free – or at least be very familiar to Vauxhall technicians if there are any glitches. On the other hand, it’s worth noting that this version of the Corsa came very low down in our 2017 Driver Power owner satisfaction survey, and it achieved a four-star Euro NCAP rating, which is disappointing considering the Ford Fiesta achieved five. The Ford did the basics of the cash test better, achieving a 91% adult occupant score, where the Corsa managed just 79%. Image 9 of 23 Still, the Corsa has more safety kit than the car it replaces, including six airbags, electronic stability control, tyre pressure monitoring and Isofix.

One feature notably lacking, however, is automatic low speed braking, which is becoming increasingly common even in small cars, while the Driving Asisstance Pack (which adds front collision warning and lane departure warning) is no longer available to order a new car. Warranty Vauxhall made much of its 100,000-mile, unlimited time warranty when it launched in 2010, but in 2014 announced that it was withdrawing the scheme and reverting back to a standard three-year, 60,000-mile one. That means it runs out two years before a warranty and four years before a one, although it is transferrable to subsequent owners, where the unlimited one wasn’t. Servicing Despite the relatively short warranty, the good news is that Vauxhall’s dealer network is extensive (to say the least) and parts are both reasonably priced and abundant. Vauxhall does offer fixed price servicing on the Corsa too, with payments starting from £15 per month. Those taking up the scheme can also get discounts on wear and tear repairs or replacements that aren’t covered under warranty or the service plan.