Can facelifted Astra rise to the top?
New engines give family hatch an advantage when it comes to economy
NOT long ago, a new Vauxhall Astra would have represented a seismic event in the world of cars. But nowadays, with centre stage being dominated by EVs and SUVs – as well as EVs that are also SUVs – an updated version of a petrol or diesel-powered conventional family hatch isn’t quite the event it once was.
Especially since the Astra is no longer a top-10 best-selling car in the UK, having been outperformed not just by its arch nemesis, the Ford Focus, in 2018 (still the fifth biggest-selling car) but also the MINI (seventh), the Mercedes A-Class (eighth) and even the Kia Sportage (10th).
Even so, you ignore this revised version of the Astra at your peril. Because if nothing else, it has always offered a strong combination of value, practicality, surprisingly high design qualities, and often a well rounded range of dynamic ability. And for the fleet market especially, it has long been a stalwart of its kind.
Not much has changed this time round, with this new model offering few visual changes; there’s a new grille at the front and the ride height has been dropped by 10mm, but otherwise that’s about it. However, beneath its anonymous but still-handsome skin, the Astra has undergone a range of mechanical upgrades.
The big news is that every model has a new engine and gearbox, all of which have been designed to make the Astra more efficient and better to drive. All the new engines are three-cylinder turbos, starting with a 108bhp 1.2 petrol and rising to a 1.4 petrol with 143bhp. There are two 1.5 diesels – with either 103bhp or 120bhp.
The standard gearbox choice is a sixspeed manual. Optional transmissions then come in the form of a nine-speed automatic or a clever new CVT ‘stepless’ box.
Vauxhall has worked hard to improve the cabin, with a new eight-inch touchscreen and soft plastics that provide a premium feel. All versions come with improved connectivity, a range of new assistance systems and a new MultiMedia Nav Pro infotainment set-up that’s standard on the top models but optional across the range.
Vauxhall has simplified the trim levels, too, starting with SE, rising through SRi and SRi Nav, SRi VX, Elite Nav and Ultimate Nav
“The Astra has a calm demeanour that is lacking in some of its more frantic rivals”
at the top. Most models cost only a few hundred pounds more than before, which is good value given how much kit you get.
For the chassis, Vauxhall has mostly employed the age-old adage of ‘If it ain’t broke, don’t fix it’. But the dampers are new, the spring rates have been tweaked for extra comfort and control, and the steering calibration has been altered to offer more alert responses.
We drove various models, but focused mostly on the 1.5 D manual, which is likely to be one of the big sellers. The refinement and smooth ride impressed immediately, as did the mix of strong torque, yet relaxed acceleration. You don’t expect this much maturity from the steering and suspension; the driving experience is positive.
The engine is out of puff by 4,500rpm, but from 1,800rpm it delivers a sizeable chunk of torque (0-62mph takes 9.6 seconds), while the suspension has an unusually fluid feel to it. The steering is sweet, too, while the brakes are hard to fault. This is not a car you will ever revel in driving dynamically, but it’s quietly impressive all the same, with a calm demeanour that is lacking in some of its more frantic and stiffly-sprung rivals.
And when you look at Vauxhall’s claims about the new Astra being some £1,000 cheaper for business users over four years and 80,000 miles – and £1,800 less than a Focus – the numbers are hard to argue with.
This is mainly because the CO2 output of the 1.5 Turbo D has dropped to 95g/km, while fuel economy has risen to 62.8mpg. That’s partly due to the new engines and gearboxes, but also the car’s shape; Vauxhall claims the new Astra is as slippery as an old Calibra, which was the world’s most aerodynamic production car at launch.