Vauxhall Astra
All-new version of long-running nameplate aims to take the hatchback fight back to the Focus and Golf
MODEL TESTED: Vauxhall Astra 1.2 Turbo GS Line PRICE: £27,210 ENGINE: 1.2-litre 3cyl, 129bhp
THIS is the eighth generation of the Vauxhall Astra and it marks a radical development for the brand’s family hatchback in terms of design and the engineering under the skin. We’re testing the mid-spec 1. 2 Turbo GS Line model (predicted to be the biggest seller), which costs £27, 210.
Design & engineering
WITH Vauxhall part of the Stellantis group, this all-new Astra uses the same
EMP2 platform as sister brand Peugeot’s 308. This multi-energy architecture allows for plug-in hybrid power, while a full-electric Astra will arrive next year. But it’s the more affordable pure-petrol 1. 2-litre three-cylinder turbo model we’re testing here.
This engine produces 129bhp and 230Nm of torque. Given its prevalence across Stellantis group cars, it’s a known quantity, combining strong performance and economy but leaving better refinement to be desired. It’s linked to a six-speed manual gearbox that drives the front wheels.
The car uses MacPherson-strut suspension up front and a torsion beam axle at the rear, and Vauxhall has focused on tweaking the Astra’s steering, suspension damper tuning and bump stops, as well as the anti-roll bars to focus on a sportier feel and more high-speed stability.
There are some lightweight components, such as the thermoplastic boot, which help to reduce weight and boost handling and efficiency, too. This new material has also allowed the Astra’s angular design, particularly from the rear, where there are many similarities to the latest VW Golf.
At the front the car features Vauxhall’s trademark Vizor grille while inside, the firm’s Pure Panel infotainment is standard and joined by ergonomic seats and mostly decent materials. While there are some hard plastics in conspicuous areas, on the whole, quality is okay but not class-leading. Still, the Golf is not as good in this area as it used to be.
Driving
IN the first 50 yards it’s easy to tell Vauxhall has focused on sportier settings for the Astra’s chassis, and it works. The steering is light and precise, while the body control is solid. It means the Astra feels genuinely good to drive, and even fun on some occasions. It’s still not quite as engaging as the Focus, but the Astra is now as close as it ever has been dynamically to its rival, which is an achievement.
While the engine isn’t the greatest unit, it delivers adequate performance and more than enough flexibility, thanks to its low-down slug of torque. The six-speed manual gearbox is fine, too – not a weak point nor a highlight – and makes the car easy to drive around town. The shift action is positive enough, but not the last word in precision.
The slight downside of the car’s sportier tuning is that the Astra does feel taut on the road. The firmer set-up doesn’t unduly impact ride comfort, but the Vauxhall’s chassis does pick-up more bumps and imperfections than the Golf ’s suspension. Still, it’s relatively well controlled and the dampers do their best to smooth out most surfaces, so the resulting compromise highlights some positives in the Astra’s
chassis tuning and the level of comfort and refinement on offer is relatively good.
On this latter point, all Astras feature a special noise-reducing windscreen, so on the motorway the car is quiet, and at low revs under light load the engine is refined. It only starts to get a little grumbly when you accelerate hard, which doesn’t yield the greatest performance anyway.
Practicality
WHEN it comes to passenger space, the Astra isn’t a class leader. Beside the Golf, it’s reasonably competitive; rear kneeroom is ever so slightly less – the deeply sculpted backs to the front seats help here. But compared with the Focus, there’s noticeably less space. Plenty of room for feet is found under the front seats, though, and the central hump in the floor is much lower in the Vauxhall than it is in the Volkswagen. All three models are very evenly matched for headroom.
There are lots of storage points inside, with a huge lidded cubbyhole between the front seats, cup-holders behind the gearlever, and a larger, lidded tray in front of it, plus a fold-out panel below the central air vent for sunglasses. The only downside is that the door bins, although deep and high-sided, aren’t carpeted like they are in both the Focus and the Golf, so items tend to rattle about more.
Rear visibility is fine despite the Astra’s sharp looks, while GS Line models feature a reversing camera as standard anyway. This mid-spec model also has an ergonomic driver’s seat that’s certified by AGR, the Campaign for Healthier Backs in Germany, and it is comfortable over long distances.
Ownership
SAFETY organisation Euro NCAP awarded the Vauxhall Astra four stars in its assessment. While the Focus and the Golf achieved five stars, they were tested in 2018 and 2019 respectively. With NCAP’s testing regimes becoming more stringent every two years, the Astra has been assessed to higher standards. All Astras come with eight airbags, lane-departure warning, cruise control and speed limit sign recognition.
Running costs
DEPRECIATION has a big financial influence over the choice for any private car buyers, and in this area, the Astra falls just a little bit short of its two test rivals.
Over three years or 36,000 miles, it’s expected to hold on to 48.7 per cent of its original value, compared with 51.4 per cent for the Golf, and 52.3 per cent for the Focus. In monetary terms, that means the Astra will lose just under £14,000 of its original value, the Golf will drop by £13,500 and the Focus will shed £12,850.