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View Full Version : Astra H Review courtesy of Autoexpress.co.uk



Gary
25th February 2004, 11:06 PM
Judgement Day For New Astra


This is the test you've been waiting for. Here we put the all-new UK-spec Vauxhall Astra through its paces on British roads against its rivals. You can read how it fares head-to-head in a separate story, but first let's take an in-depth look at the Astra itself.

Here from 1 May, the fifth-generation hatch is the result of a £700million investment programme, and comes with six engines (most of them new) and seven trim levels. A total of 28 variations are available from launch, set to be added to in the autumn by an estate and two more engines. Further ahead, the three-door arrives next spring, promising more radical styling, followed by a drop-top CC in around 18 months.

However, this is not a totally new car. Although heavily reworked, the underpinnings are largely carried over - and since the fourth-generation model was widely criticised for being rather wooden and dull, this doesn't bode well. However, Vauxhall has boosted the model's visual appeal considerably. In the flesh, the huge headlights and meaty grille make the nose look bold, and the tail is equally interesting, particularly the translucent white indicator lenses.

Broader shoulders give the flanks a more muscular appearance, but as with the new Golf, this is an evolutionary design by GM Europe's British styling chief Martin Smith. The 139mm gain in overall length is the result of long overhangs - the wheelbase itself has grown by only 8mm. This means Vauxhall's packaging boys needed to be on top form to carve out a suitably spacious interior. It is something they have achieved with ease.

The previously cramped rear seats boast an additional 40mm of headroom, and although legroom has not improved quite so much (and isn't a match for the new Golf's), the impression of space - aided by the long back doors with their large glass area - is excellent. At 350 litres, the boot has capacity to spare, but we're not impressed with its access. Those large rear light clusters make for a narrow opening, further impeded by a high load sill.

The driving environment is a similarly mixed bag. The seating position is excellent and the dials easily legible, but the Vectra-style controls divided our testers' opinion, with most frustrated by the one-touch column stalks. However, our biggest complaint is the centre console layout. A monochrome screen (colour is an option) tops the dash, with air vents below it. Unfortunately, this has pushed the heating and stereo controls down, making them awkward to reach. The plain grey design doesn't have much in the way of labelling, either.

The centre console extends down to join a transmission tunnel that's almost entirely bereft of stowage. That means nowhere to store a mobile telephone, much less a drink. We think that's a severe oversight in a family hatchback. In short, although the cabin is a vast improvement on its predecessor, it lacks the Golf's attention to detail and ergonomic excellence - too much of the basic architecture has been carried over from before.

More encouragingly, the Astra feels well put together from high-quality, tactile materials. Engine-wise, two diesels and four petrols are available initially, and all comply with Euro IV regulations. The first step on the ladder is a new 90bhp 1.4 petrol, the middle rungs are filled by 1.6 and 1.8-litre versions, and at the top - for the time being - is a 170bhp 2.0 turbo. In a few months, a 200bhp alternative will arrive, along with the eagerly awaited 150bhp 1.9-litre diesel. Below the latter sit two CDTi oil-burners. They share a 1.7-litre displacement, with either 80bhp or 100bhp. We put both the expected big-sellers - the 1.6-litre TWINPORT petrol and the 100bhp CDTI - through their paces. The 105bhp petrol uses variable-intake valve control to improve economy and power. It's very smooth, although reluctant to rev much beyond 5,000rpm. That's not an issue, though, as its strong mid-range pull lets the 1.6 hit 0-60mph in 11.3 seconds.

The economy-minded will be even more impressed by the smooth, refined 240Nm diesel, which records an aver-age of 56.5mpg on the combined cycle. But what makes these powerplants far more usable than ever before is the improved five-speed manual transmission, which is now much slicker.

Vauxhall has made the biggest gains in the ride and handling. The Astra treads a middle line between the enthusiast-orientated Ford Focus and more comfortable, refined Golf. In fact, it probably has the best dynamic balance of the three. Ride comfort is excellent at all speeds on all surfaces, and only a trace of wind noise counts against the refinement. The softer VW may work better on motorways, but elsewhere the Lotus-developed Astra holds all the aces. The suspension gives faultless stability and great body control, and the steering is a real highlight, being both accurate and well weighted. There's a smoothness and fluidity to the drive that even the Focus struggles to match. This is a car you'd go out and drive just for the fun of it.

Prices start at £10,995, with the 1.6 Club costing £13,495 (£595 more than the Ford and about £700 cheaper than the equivalent Volkswagen). Spec levels and running costs should be competitive, with resale values the only potential fly in the ointment. Vauxhall should easily sell the 48,000 cars predicted for 2004, but does that make the Astra the new class leader?

First Opinion
The Astra has been transformed. No longer dull to look at or drive, it is very competent. Dynamically it treads the middle ground between the Golf and Focus, with a supple ride and excellent steering. Fine engines, cabin space and quality also impress, but the centre console design disappoints, as do the minimal stowage and the narrow boot opening. The Astra's on sale in the UK from 1 May and priced from 10,995-£17,645

Gary
25th February 2004, 11:07 PM
Astra Group Test


Vauxhall's fight for supremacy starts here! As part of our exclusive first test, Auto Express has introduced the new Astra to its toughest rivals to find out if the latest hatch has what it takes to storm to the top of the family car market.

We've brought together our current class favourite, the VW Golf, as well as Ford's Focus, the stylish Renault Mégane and Peugeot's spacious 307.

First up is the new Golf, and it's immediately clear that our 1.6-litre FSI-engined model puts image and refinement ahead of all else. While its familiar styling appears conservative alongside the Astra, the VW's cabin is a model of executive class. But that's not to say it's perfect - some interior plastics are rougher than before, while the steering wheel feels a little cheap, too.

However, the driving position is adjustable and comfortable, while clever use of space means the rear seats are big and the boot practical, particularly compared to the Vauxhall. The direct-injection petrol engine is another highlight, boasting improved economy and torque over rivals. VW claims 41mpg, as well as Euro IV compliance for the four-cylinder. The six-speed gearbox is a big selling point, and makes the most of the power, while the shift is slick, too.

Finally, VW has improved the Golf's driving experience considerably. Best of all is the smooth low-speed ride. It's not necessarily an improvement on the Astra's, but it lends the German hatch a big car feel which is unmatched here.

However, it's the Ford Focus that still has the sportiest set-up in our group - despite improvements to the Golf's chassis and the Astra's impressive ride. Thanks to a competitive price and generous 100,000-mile warranty package, sales also remain strong. More than 13,000 Focuses found new homes in 2003, making it the best-selling car in Britain. The Astra will have to go some to better this.

But the writing is on the wall for the ageing Ford. While its new edge design still looks up to date next to the Astra, the car will be replaced in the autumn. Nevertheless, the Ford's basics are still very impressive. The seats are supportive and the steering wheel is comfortable to hold. And although the dash is far from attractive, it's well equipped without being over-complicated.

There's a surprising amount of space in the back of the Focus, too - only the Astra caters better for five people. However, the Ford loses points for the absence of an external boot release.

Mechanically and dynamically, it remains competitive. With 100bhp and 145Nm of torque, the Focus is not the most powerful car here, but the sharp steering, ride and handling more than make up for this. The hugely responsive Ford is by far the most rewarding car in our group to drive, despite the busy ride, plus it's comfortable, too.
Modern rivals would do well to take note.

While VW opted for an evolutionary approach to redesigning the Golf and Ford maintains its attention to ride and handling on the Focus, Renault decided on a bolder, revolutionary strategy for its Mégane. Not even the new edge Focus had as much impact at launch, and the French car has somehow stolen the thunder from the new Astra's styling.

Despite the suggestion that the ultra-modern look will date quickly, we feel the Mégane's bold shape is likely to stand it in good stead for some time.

There's an airy, modern feel inside the Renault. The light colours used in our test car's cabin help brighten the atmosphere, and this is further enhanced by the uncluttered dashboard.

But while the styling lifts the Mégane to the top of the class, in terms of practicality it finishes at the bottom of our line-up. The Renault is cramped - the rear seats are small, while access to the boot is restricted by the design (as is the case with the Astra).

The Mégane's 1.6-litre powerplant is refined and reasonably responsive, but it's at its best on the motorway. Meanwhile, the ride is impressively refined, and refuses to be ruffled by even the bumpiest of British roads.

However, the Renault doesn't quite have the Ford's silken damping or the Astra's superior body control - and it loses a considerable number of points for both. This is a shame, although it's a good illustration of the dangers of putting style over substance.

Our final contender is the Peugeot 307, which has been a firm favourite at Auto Express since its launch in 2001. Some mourn the fact that Peugeots are no longer regarded as pure driver's cars, but the improvements made in terms of practicality and build quality must be applauded. There's also plenty of adjustment on the excellent driver's seat and the steering wheel, although marks have to be deducted for blind spots created by the steeply raked A-pillars.

The 307 proves itself to be a usable family car as well, thanks to the spacious rear passenger compartment and handy cabin stowage areas (such as the deep door pockets and under-seat trays). And while the boot doesn't quite match the standards set by the Golf, there's stacks of room with the seats folded, plus the space is more practical than it is in the Astra.

Under the bonnet, the 1.6-litre four-cylinder engine is powerful and picks up well from low revs. As with the Golf, it feels rough when worked hard and becomes coarse above 5,000rpm.

Yet the 307 is still good to drive, with sharp turn-in and decent body control. It's not as much fun as the Focus or as polished as the Golf or Astra, but then the ride and refinement make the Peugeot a highly capable cruiser.

Verdict
Make no mistake, the new Astra will make a huge impact on the family hatch market, and is sure to become a familiar sight on UK roads. However, it's not all good news, as the Vauxhall is narrowly beaten by the Golf. In 1.6-litre petrol guise, we feel the VW is a better, more practical all-round package. But if price is a factor, Luton's latest family model could be the more tempting choice, as the Golf costs a massive £700 more than the Astra. The Vauxhall has hounded the Golf all the way to the top spot, and finishes ahead of the Focus, Mégane and 307. Final ranking:
Vauxhall Astra 1.6S *****
Volkswagen Golf 1.6 FSI S *****
Ford Focus Zetec 1.6 ****
Renault Megane 1.6 Privilege ***
Peugeot 307 1.6S ***

George Costanza
25th February 2004, 11:19 PM
Although heavily reworked, the underpinnings are largely carried over - and since the fourth-generation model was widely criticised for being rather wooden and dull, this doesn't bode well.


The Astra has been transformed. No longer dull to look at or drive, it is very competent.

What the hell are these people talking about? Whats wrong with the Astra G?

I reckon it handles great and although it might be a stunner to look at, it sure looks better than all those boring people mover look-a-likes.

Who's with me? :P

Anonymous
26th February 2004, 08:19 AM
here here

SmellyTofu
26th February 2004, 10:17 AM
I think in European standards the Astra is boring to drive. Probably right considering we're swamped with Japanese shopping trolleys for so long that it makes the Astra look like it's a handling king (so to speak). It's all relative.

Anonymous
26th February 2004, 10:31 AM
Yeah i can see your point.

But think about it, all these testers are used to driving mercs, audi's, bm's etc, and you really cant compare an astra to one of those.

But in what they say, if for them the current astra aint that good, and the new one is, well for our standards we've got nothing to lose. All I know from a source i cannot disclose, the mach 6 astra coupe still in development is unbelievably sexy.

01CDsedan
26th February 2004, 11:45 AM
I notice there wasn't much mention made of the performance, other than to say the 1.6 does 0-100 in 11.3 seconds. Will be interesting to see how the Aus-spec 1.8 goes, considering the debate we had last week about the weight the Astra H has apparently put on.

I for one would welcome the one-touch indicator controls and wiper controls that the Vectra has, but wouldn't be too keen on some of the other Vectra bits like the utterly goofy controls for the dashboard dimming and headlight height adjuster, or power windows. They didn't specify exactly which of the Vectra's controls the Astra has.

Gary
26th February 2004, 06:55 PM
Unfortunately they only tested the 1.6lt I'd imagine that on the basis of other sources and reviews, the Astra H will be a touch slower than the current model.

Can't wait to see what the 3-door will look like. If they don't deviate too much from the Geneva '03 Concept car, it should be a winner on looks.

01CDSedan - i haven't test driven or sat in a Vectra, but what is the one-touch indicator controls you're talking about? i read somewhere that the indicators were actually quite annoying to use.

01CDsedan
26th February 2004, 08:00 PM
The one touch indicators work like this. Tap the stalk, or move it just a little bit, and you get three flashes then it turns itself off. Move the stalk the whole way and it stays on like a normal indicator. This is a Good Thing once you've figured out how it works. What tends to be the slightly confusing bit is that all the stalks in the Vectra stay where they are whether they are on or off.

To make that clearer, suppose I'm turning left and want the blinker to stay on. I move the stalk all the way up, and the indicators come on. The stalk, though, returns to the 'neutral' position even though the indicators are still on. (In most cars, it would stay 'up' until it was turned off). To turn the indicators off again, you need to tap the stalk down slightly (ie, as if you were turning right).

What sometimes happens to people who haven't driven the Vectra before is that when they tap down to turn the indicators off, they tap too hard or push it all the way, or tap it twice. What this does is first turns off the left indicator, and then turns on the 'three blinks' right. So then they think they've accidentally started indicating right, tap up, start indicating left again, and so on until they work out how the system works. It would probably be fairly amusing if you were following a Vectra on a test drive.

It takes a few minutes to get used to, maybe even a few days. But you soon understand the two modes of the indicator stalk and can easily tell the difference between how it feels for three blinks and when you've pushed it all the way for 'stay on'. And the three blinks thing is really handy for changing lanes.

As a further example, the wiper stalk on the other side works the same way. So to turn the wipers on to intermittent, tap up. Faster, tap up again. Fastest, tap up again. The stalk returns to neutral each time. If you're on the fastest setting and you want to turn the wipers off completely, tap down three times (so you go through the settings fastest>fast>intermittent>off). This is probably not as good as the conventional way of doing it, IMHO.

Does that make sense? Sorry it's so long, but it's hard to put it all into words, makes a lot more sense when you see it work. It's not too hard to get your head around once you know it, but the problem with it is that apart from the three blinks thing, it isn't really any better than the normal way of doing it.

Now, do you want to know why the design for the dashboard dimmer control is just plain stupid? :)

Dregger
26th February 2004, 08:49 PM
not to be a pain in the ass but i think u have ur left and rights mixed up. to turn left you tap down to indicate........remember the indicator is on the left side of the wheel

01CDsedan
27th February 2004, 09:53 AM
No. The Vectra C's indicator stalk is on the right hand side of the wheel, unlike the Astra, Barina and Vectra B. In LHD versions I presume it is on the left hand side of the wheel.

This is one of the things the (presumably) electronic stalks make possible, as opposed to the old-style switches in the other cars which I'd read are too hard/costly to change over for RHD markets.

Gary
28th February 2004, 05:16 PM
01CDSedan, thanks for the explanation. I'm not sure if i would like the way they work. especially the wipers... that would just frustrate me too much having to tap it.

01CDsedan
28th February 2004, 10:07 PM
Yeah. It's not really a 'better' system so much as a 'different' one. The three-flashes system could have been implemented with normal-operating switchgear if they'd wanted to. But it's not too hard to get used to.