Gary
26th February 2004, 12:06 AM
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
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