Vauxhall Astra 2023 long-term test
New-era hatch arrives in 1.2 guise before design boss oversees a swap to the PHEV
*Why we’re running it: *New-era hatch arrives in 1.2 guise before design boss oversees a swap to the PHEV
-Month 1 - Specs-
-Life with a Vauxhall Astra: Month 1-
*Welcoming the Astra to the fleet - 11 January 2022*
Not sure why this is, but I’ve always had a soft spot for Vauxhall. Perhaps this is connected with the fact that reaching my London roost involves frequent trips across Vauxhall Bridge, close to where the venerable marque had its beginnings in 1903.
Whatever, I’ve always liked the workaday image of the cars, which have stayed successful and competent all these years without help from premium pricing (which maintains the health of some marques whose cars are no better). In recent years, I’ve approved of its ‘world’s only German-British marque’ mantra, which has seemed appropriate to the modern range.
Things have changed, of course. Having been long associated with General Motors, Vauxhall and its German associate, Opel, have been acquired by Stellantis, a move that has required their long-time staple product, the Astra, to adopt this mammoth group’s EMP2 platform, most prominently shared with the Peugeot 308 but by Citroën and DS models as well. That means the powertrains and running gear are all new, too.
This makes running a new-generation Astra especially interesting and the most interesting of all is the 1.6-litre PHEV model. We were keen to try such a car, but production schedules meant the mid-spec (and likely very popular) GS Line model was the first available, powered by Stellantis’s 129bhp 1.2-litre turbo three-pot. We resolved that I’d run one of these for a while, timing my move into the 1.6 PHEV model with the availability of Vauxhall’s long-serving design director, Mark Adams, whose key job has been to ensure this new car continues to have the soul of a Vauxhall- Opel, while progressing in all the directions an all-new car should take. We decided to meet at Caffeine & Machine, the buzzing hub for car enthusiasts just off the Fosse Way at Ettington, south of Coventry, and had both cars along for the ride.
Adams is one of those industry leaders who’s both approachable and an expert explainer. He made it crystal clear that Vauxhall’s positioning would need to be carefully restated because there were now more family marques in the Stellantis group, and the plan was to position Vauxhall at the same place in the spectrum as Peugeot (at the quality end of mainstream) while ensuring that there was no visual conflict and that buyers would see those two marques as entirely distinct.
We did the classic Adams walk-around, during which he pointed out how familiarly Vauxhall design features – such as the Vizor grille and lights treatment, the central ridge of the bonnet, the strong rear haunches and the flared wheel arches – all strongly maintained the Vauxhall look but had all been “progressed” to make the point about modernity. In my time with the 1.2 GS Line, I’d already checked the effectiveness of the car’s looks with friends and family members and established that they were content that these cars were very much fresh-faced new Vauxhalls.
This aligns with my own views. I’m especially impressed with both cars’ low seating position and sporty stance. Also the ‘detox’ principles of the simplified but inviting interior design. These are unashamed hatchbacks (offering the benefits of lower weight and lower frontal area) in an era when most designers are keen to blur the barriers between hatches and SUVs.
I also approve of Vauxhall’s willingness to build colourful cars – the Electric Yellow of the Ultimate PHEV is a definite improvement on the Vulcan Grey of the 1.2 GS Line – and combining bright body colours adds another level of distinction. The only issue (as I’m finding) is that keeping a colourful car looking good in winter can be quite a chore.
I’ve been surprised by the driving similarities between the 1.2 and 1.6 PHEV. Their steering, braking, ride qualities and handling balance are pretty similar. The steering is quick and heavier than many. The ride is firm but very well-damped (and I’ve yet to notice a weight drawback in the PHEV, although the difference is a whopping 412kg). Both roll a bit on corners but not uncomfortably. They offer a tinge of stabilising understeer and throttle steer a bit but never get close to oversteer.
I’ve yet to do many miles in the 1.6 PHEV, but I’m already at odds with the 42 electric miles officially claimed for it. In the dead of winter, ‘my’ car offers 18-20 miles via its own trip computer and delivers about 25 if you’re careful. I’m sure it’ll improve in warm weather, but I’m confident it’ll never reach 42 in my real world. Because I live 90-odd miles from the office, the PHEV is currently showing 59.9mpg over 1500 miles, not so much better than the basic 1.2 turbo’s early 50s. My routine isn’t ideal for PHEVs.
So far, I’m impressed with my Astra experiences. The car that Adams and his team have designed is perfectly credible as a Vauxhall and it competes pretty well with rivals in the patch. And the PHEV is a car I look forward to driving, which, you could argue, is the most important thing of all.
*Second Opinion*
Mark Adams’ bold overhaul of Vauxhall’s design has been well received round these parts, and no model wears the new look better than the Astra, to my eye. Encouragingly, its premium-flavoured makeover is matched by a cushy ride and a decent tech offering, which means the Golf and Focus really do have something to worry about.
*Felix Page*
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-Vauxhall Astra 1.6 Turbo PHEV Ultimate specification-
*Specs: Price New* £36,115, *Price as tested* £39,415 *Options* 7kW on-board charger £500, two-coat premium paint £700, nappa leather seats with heating, ventilation and massage £2100
*Test Data: Engine* 1.6-litre 4 cyl turbocharged petrol with electric motor *Power *178bhp *Torque* 265lb ft *Kerb weight* 1687kg *Top speed* 140mph *0-62mph* 9.3sec *Fuel economy* 201-256mpg *CO2 *24-26g/km *Faults* None *Expenses* None
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