Enticing 8th generation Astra ensures Vauxhall’s focus remains strong
The new 2021 Vauxhall Astra
For over forty years British-based Vauxhall has tickled the tonsils of compact class consumers with its mainstream Astra model that Iain Robertson considers to have endured as many peaks and troughs as the Golf8, or even the Escort/Focus.
With very limited dimensional fluctuation but a keen eye on market demands the big volume category of the UK new car scene has been dominated by both Ford and Vauxhall for more than four decades. The two brands have been at loggerheads for much of that time, reliant on a pan-European styling strategy, supported by a standard equipment offering that seldom fails to meet the mark. Although it could be stated that Ford has won pole position in sales terms more often than Vauxhall, both Astra and Escort/Focus model lines have run remarkably close parallels.
Much of the logic behind the success of both marques lies squarely in their apparent Britishness, as both have been produced here at various times, leading to strong appeal from the all-important company car sector, which has had significant impact in forging the shape of the market segment. While a dynamic sea change occurred for Ford, when the first avantgarde but dynamically gifted Focus model appeared, despite stolid handling and chassis performance from the Astra, which may have been the only reason that it lagged frequently behind its key rival, moderate dependability and build quality ensured that only purists might criticise the Vauxhall.
When VW introduced the market to the potential of the hot hatch, both Ford and Vauxhall followed with rortier alternatives in ‘GTi’ guises. When VW commenced its early ventures into electrification, Ford and Vauxhall observed them carefully from the side-lines, aware that another change might come but only if their customer bases wanted it. Consumer compliance has been crucial to both carmakers. However, Astra ‘7’, assembled on Merseyside, became the ultimate gamechanger for Vauxhall.
It was comfortable, exceedingly well-built, lighter (where it needed to be), better illuminated and roomier. However, the greatest achievement lay in its far superior chassis dynamics. I can still recall the exceptional cross-country first drive in the ‘new’ Astra on the challenging roads of North Wales. Where Astra ‘6’ was much improved over the ‘wooden’ Astra ‘5’, Astra ‘7’ was a revelation in handling, roadholding and ride comfort, displaying near-Lotus levels of resilience and balance that were sure to make Focus users jealous, if ever they were to stretch the handling envelopes of their charges. The outgoing Astra bruised the Focus unerringly, as it finally put paid to years of chassis intransigence by Vauxhall.
Although it will be built at other plants worldwide, the new generation Astra is produced at Opel’s Russelsheim headquarters in Germany, now that the Ellesmere Port plant has been saved and turned over to electric van production for Stellantis. Its most obvious styling change involves the introduction of the ‘Vizor’ dark panel, frontal aspect, already seen to decent effect on the latest Grandland and Mokka crossovers. It is a styling quirk that is also carried into the dashboard of the new model, where a heavier concentration on electronic screens (‘Pure Panel’) has altered the layout over its predecessor significantly.
Penned by the talented Brit, Mark Adams, and his Opel-based styling team, the overall stance is razor-edged and exceptionally neat, managing to retain vital Vauxhall DNA, even though the new Astra relies on the PSA-developed EMP2 platform structure. However, apart from a pair of plug-in hybridised Astra models, unlike the Corsa that has already undergone full electrification, the PSA engine line-up is entirely conventional, offering the largely familiar 107 to 127bhp power outputs in ‘three-pot’ petrol and diesel forms (driving through six-speed manual, or eight-speed fully automatic transmissions), with the PHEV claiming the performance high ground, with access to 222bhp and up to around 35mls of electric range. Bodystyles will remain as five-door hatchback and estate car.
Creature comforts are high on the features list of the new model. Take the front seats as a fine example, as they now meet the German AGR standards for support and ergonomics. Sitting 12mm lower than in the previous Astra, they enhance the sportier ‘feel’ imparted by the new car and are among the best seats in the compact class. They can be electrically-powered, feature pneumatic lumbar support and even ventilation and massage options, with either leather, or Alcantara upholstery.
The dashboard layout involves configurable digital screens and a bank of conventional switches in the centre console that will be confusing until familiarity occurs. Inevitably, the car also features a full complement of the latest ADAS and semi-autonomous driving technology, although much of it can be cancelled manually. Its connectivity levels are also on the money, with mirroring of both Apple and android communications equipment to provide whatever apps might be relevant to engaging with the driver’s individual requirements. No less than five cameras and five radar sensors provide 360-degree protective support to the new Astra driver, with head-up display and adaptive cruise control also available.
Having pioneered the multi-adjustable, fully-automated Intellilux headlamps (initially on the Insignia range but subsequently on the Astra), a new pixel-based system is employed on the latest Astra that provides 168 micro light sources (84 LEDs per headlamp unit) for turning night into day. It is an astonishingly competent and reactive, non-glare system that illuminates areas unfamiliar to users of non-Intellilux headlamps. The rear lamp units are also LED type.
Promising better cabin space utilisation and practicality, competitive boot space and user-friendly packaging, the new eighth generation Astra is not the PSA clone that I feared it might become, although there is time for that to happen. Instead, it is a tidy, surprisingly conventional and appealing contender for overall honours in the compact car sector. Thanks to a stronger on-road presence, its success is almost guaranteed and it suggests that, despite the onslaught of the crossover market, there are still plenty of opportunities for an appealing hatchback (and compact estate car).
Cleverer by design, the latest Vauxhall Astra does not sit back awaiting removal by SUV means. It is a great looking car possessing a high-quality edge that should assure its success for at least the next six, or seven years and, yes, an electric version will be along in 2023. Prices are set to start at around £21,000.
