FIRSTDRIVE OPEL ASTRA:Opel has cast off its woes and produced a car that's a credit to its engineers, writes, MICHAEL MCALEERMotoring editor
FOR A car firm that spends more time in the financial pages than the motoring press these days, the new Astra couldn’t have come a moment too soon. It’s a credit to the doggedness of the human spirit – and engineers in particular – that distractions about the firm’s future didn’t distract from the finish on the Astra. That’s never guaranteed: when Rover was in trouble, cars coming off production line reflected the mood of the workforce – invariably dour and thrown together.
Self-pity or uncertainty clearly didn’t get the better of Opel. They knew this car would garner lines like “it’s a make or break model for the brand”. Understandable really; every model it produced in the last four years carried the same unofficial strapline.
The good news for those with even a neutral opinion of the brand is that in recent years they have not let the trials and tribulations of boardroom antics negate production efforts.
The new car has a lot of the traits of the Insignia, current European car of the year. From the outside, the look remains that of the traditional hatchback, but there are softer styling cues and blade-shaped lines around the car that signal Opel’s intention to turn the Insignia into a benchmark for its future family design.
The same trend continues inside, where the central console and controls are virtually identical to those of the Insignia, a great boon for buyers in the class as the end result is a quality rarely encountered in the family hatchback market. It’s certainly well above the hard plastics and wall of buttons on offer on the current Astra range.
It’s not perfect: the mix of buttons and a central control knob can seem a little cluttered at times, especially when compared with the uber-functional Golf or the intuitive Focus.
Similar comparisons come to mind when we take the car out on the road. This iteration of the Astra is much more than a design reworking to capture some of the positive praise that fell on the Insignia. Engineers on the Astra may have wanted to include the more advanced suspension system from the Insignia, but mindful of costs, they opted for a new system that uses a traditional MacPherson front suspension, while at the rear they’ve fitted a newly developed rear axle with a Watts link.
For the uninitiated, this means a more compact and simple system that reduces noise and vibrations, while greatly assisting stability. They reckon it has the beating of Ford’s well-regarded multi-link rear suspension system, but even though we spent several hours in the Astra, we’re not entirely convinced.
Alongside these changes is an adaptive damping system that works the same as that in the Insignia. In addition to a Sport setting that stiffens the ride, sharpens the handling and improves throttle response, you get a Tour setting that softens things up for more comfortable motorway mile-munching.
Rear seat space is ample, but it is not exactly inviting for long journeys. Compared to improvements up front, the rear seat passenger doesn’t reap many rewards.
The engine line-up has changed, with yet more improvements in economy and emissions, although it does seem to be at the cost of some pep in the performance of the smaller-engined versions.
The naturally-aspirated 1.4-litre engine is relatively frugal with 5.5l/100km and emissions of 129g/km, but the price is just too high in terms of performance, with a lacklustre 14.2 seconds from standstill to 100km/h. The 1.6-litre petrol engine was our preferred choice and the trade-off in emissions is worth it when you want enough power on tap to overtake. Of the diesel offerings, the 1.3-litre is probably going to be a big seller, but with nearly 15 seconds between start and 100km/h, you wouldn’t want to be in a hurry.
The overall impression is of a car that has made a serious effort in improving the lot of hatchback owners and giving them an environment that doesn’t feel like a compromise. The design is hardly radically different from the outgoing model, but there are some nice touches to soften the overall look, and its competitors have never shown any radical thoughts over the last decade in any event.
A cleaner, greener Astra is on offer – one that offers a slightly more premium appeal.
For driver fun, it’s up there with – if not quite equal to – the Focus and the Golf. Those two still top our list, but Opel has certainly put it to them with its pricing, and if comfort and styling take precedence over performance, the Astra will probably be the car for you.
Factfile Opel Astra
PETROL ENGINES:
1.4-litre
CC:1,398
BHP:100
Torque:130Nm
0-100km/h:14.2 secs
Max speed:178km/h
L/100km:5.5
CO2:129 g/km
Motor tax:€156
Price:Start at €20,695
1.6-litre
CC:1,598
BHP:115
Torque:200Nm
0-100km/h:11.7 secs
Max speed:188km/h
L/100km:6.3
CO2:147 g/km
Motor tax:€302
Price:Start at €21,695
1.4-litre turbo
CC:1,364
BHP:140
Torque:200Nm
0-100km/h:9.7 secs
Max speed:201km/h
L/100km:7.0
CO2:164 g/km
Motor tax:€447
Price:Start at €23,445
DIESEL ENGINES:
1.3-litre CDTI
CC:1,248
BHP:95
Torque:190Nm
0-100km/h:14.7 secs
Max speed:170km/h
L/100km:4.2
CO2:109 g/km
Motor tax:€104
Price:Start at €21,495
1.7-litre CDTI (110bhp)
CC:1,686
Torque:260Nm
0-100km/h:14.7 secs
Max speed:181km/h
L/100km:4.7
CO2:124 g/km
Motor tax:€156
Price:Start at €22,995
1.7-litre CDTI (125bhp)
CC:1,686
Torque:280Nm
0-100km/h:14.7 seconds
Max speed:195km/h
L/100km:4.7
CO2:124 g/km
Motor tax:€156
Price:Start at €24,695