On the whole I’ve found my first three months to be very positive. I love the power delivery in electric mode and the convenience of having a charging point on my driveway, and friends and relatives have echoed my approval of the way it looks. It’s a striking, futuristic shape which really fits the technology underneath.

However, I’ve also encountered a few niggles this month. After a week away I returned to an engine management light on the dashboard, traced back to a fault with the charging door. It meant a morning making use of the WiFi in Hutchings Vauxhall near Pontypridd while the warranty replacement was fitted. There’s also an intermittent fault with the steering lock, which doesn’t always engage while parked.

Beyond these issues, the rest just require adjustment. Such as the plastic spoiler on the front bumper which tends to drag over speed bumps, and allowing for the Ampera’s 1.7-tonne kerb weight. The low battery and lack of body roll give solid motorway manners, but it’s possible to lock up the front wheels on wet roads if you’re not used to the transition between its motor-assisted and mechanical braking.

This said, I'm really enjoying the Ampera and finding the infrequent fuel stops a plus point. Far from an inconvenience, I suspect I'll miss the charging routine when it goes back.

Admittedly the range-extender means this isn’t a disaster, but trying to minimise petrol usage uncovers a world of complications for a new owner which still need to be ironed out.

Like most EV manufacturers, Vauxhall only supplies a cable to connect it to a conventional three-pin charging cable, tucked into a compartment under the boot floor. Most drivers will probably take advantage of the government grant, have a wallbox fitted at home and, like me, they’ll charge the Ampera there.

But, on the road, I’ve stopped at charging points I can’t access because I’ve got the wrong membership card, and while my Ecotricity card lets me use motorway chargers, these don’t have a three-pin plug. Vauxhall supplies a £300 cable which bridges this gap.

There are hurdles for the all-EV families, too. Wallboxes with a tethered lead for an Ampera, LEAF or Prius won’t plug into a ZOE or i3. This means either having two wallboxes, or (as I have) a single unit with a socket and separate cables for each car. 

Armed with cards to access Ecotricity and Chargemaster’s POLAR network and the Vauxhall accessory cable, I’m getting there. But it’s more difficult than it should be, and I’ve become very thankful for the backup of a petrol engine.

The Ampera joined our long-term fleet as General Motors announced global price reductions for its extended-range electric vehicles. Said to be a result of economies of scale and streamlining of the manufacturing process, it means the range now begins at £28,750 after the Government’s plug-in car grant.

Significantly, that’s now less than the BMW i3 with a Range Extender, which has just become its closest rival. The range-topping Electron model tested here is £30,495, and comes fully loaded with heated leather seats, satellite navigation and a powerful Bose audio sytem with DAB digital radio and hard drive music storage.

But for all the newcomers during its 18-month lifespan, the Ampera doesn’t seem to have lost any of its impact. Ours is finished in a head-turning pearl white and those who don’t notice it for its futuristic coupe-esque styling tend to spot its ability to glide past in complete silence.

As a driver, it’s hard not to enjoy the seamless 150bhp surge delivered in electric mode, and design touches such as the digital instrument panel add to its high-tech feel. The dashboard would benefit from a similar button-reducing session to the new Insignia, but the seats are comfortable and it doesn’t take long to get used to the controls.

With us for six months, it’ll be a hugely valuable insight into running a range-extended electric vehicle on fleet, and a chance to familiarise ourselves with its clever drivetrain and ways to get the most out of it. So far, though, I have every confidence in its suitability to function as a mostly-electric car, but with the added spontaneity of long-range travel when needed.