OPEL is asking big things of its new Astra. Although we’ve seen a gradual progression in terms of quality and packaging in each of the five previous generations that have graced our market (some of which bore the Kadett moniker), the latest “J” series model has been a long time coming. In the meantime, the competition from the likes of Volkswagen, Audi and Honda, to name but a few, has been hotting up. As such, Opel, like many of its rivals, has aimed its stylish turbocharged 1,6-litre five-door model squarely at the premium end of the market. Can the newcomer hold its own in such rarefied atmosphere?
Stylistically, the new Astra is something of a mixed bag. The front end, although neat, is inoffensive and only really lifted by a hint of a spine running up the bonnet. The flanks and rear, however, are a different story. By virtue of sharing its platform with the Chevrolet Cruze, the new car has considerable length, accentuated by a strong swage line. This is dramatically juxtaposed by a long nose, an arching roofl ine and a very taut rear with scarcely any overhang.
The rear is arguably the car’s most dramatic aspect – strong shoulders, lending the car a sporty air, flow into narrow, stepped tail-light clusters while the roof spoiler is undercut by a sharply curved hatch that drops into a deep, sculpted bumper. A set of 18-inch five-spoke alloys and brushed chrome-look finishes for the grille apex and side window edging liven up the overall package whilst hinting at this Opel’s premium-placed intentions.
The interior, although dark, is classy in its execution. There’s an abundance of soft-touch materials on the facia and chrome-look highlights on the hangdown section, door pulls and the base of the steering wheel boss sit on the classy, as opposed to glitzy, end of the style spectrum. There are some nifty details, such as the chrome-ringed dials with chronograph-esque inlays and the red lighting that emanates from the base of the gear shifter and front door panels. These, along with a very good standard of fit and finish, exhibit the attention to detail required in this segment. Although the buttons for the audio system and ventilation controls are initially small and difficult to decipher, the overall ergonomics are good and a generous range of adjustment for the figure-hugging sports seats and chunky steering wheel mean that finding a comfy driving position isn’t a chore. Electronic parking brake activation, courtesy of a toggle located on the centre console, is another plus, but sadly, a few testers complained that the park brake did not always “take”, resulting in one instance where the car ran backwards out of a driveway.
Things do go a little awry in the back where, despite there being plentiful head- and shoulder room, leg- and foot-room are lacking. The boot serves up a respectable 224 dm³ of load space with its flexible floor folded back. Although it’s handy for stashing more valuable items, the fact that it cannot be removed does hamper practicality somewhat.
Generous specification is often a vital aspect when choosing a premium-placed hatchback, and in this respect the Astra 1,6 Turbo doesn’t disappoint. Standard equipment includes an MP3-compatible CD audio system with auxiliary line-in and Bluetooth, leather upholstered sports seats, auto-on lights and windscreen wipers, rear park distance sensors, cruise control and dual-zone climate control, to mention but a few.
Power is provided by a turbocharged 1,6-litre Ecotec engine developing a healthy 132 kW at 5 500 r/min and 230 N.m of torque between 2 200 and 5 400 r/min. This unit is mated with a six-speed manual gearbox exhibits that typical Opel action –slightly notchy but with a pleasantly short throw. There is a bit of lag at low revs, but once the needle climbs to around the 3 000 r/min mark the engine pulls strongly and will propel the Astra from standstill to 100 km/h in 8,76 seconds on the way to a 221 km/h top speed. Although the engine is fairly vocal at low speeds it is smooth and issues a sporty thrum higher up the rev range.
When it comes to dynamics, all of the testers agree that the new Astra is a well-balanced package. The steering is precise, has a satisfying weight to it and provides a good amount of feedback. The Astra’s brakes are easy to modulate and bring the car to a halt from 100 km/h in an average of 2,8 seconds, earning it an excellent rating in our emergency braking test.
The aforementioned 18-inch alloys on low-profile rubber, combined with a torsion beam rear suspension set-up would normally be a sure-fire recipe for a jarring ride, but the Astra uses a Watts linkage set-up as opposed to a multi-link set-up at the rear, and the ride feels supple and well damped over a variety of road surfaces.
There’s just a hint of manageable understeer during brisk cornering and body roll is kept well in check. Driving at lower speeds does nothing to diminish the Astra’s composure thanks to its comfortable ride and high level of refinement.
TEST SUMMARY
With such strong rivals as the Golf 6 and Audi A3 already enjoying considerable success in our market for some time now, the Astra’s arrival could be construed as somewhat late. Having said that, GM has produced an impressive product that manages to look and feel both upmarket and entertaining. In fact, the Astra has a disarming demeanour that initially lulls you into thinking of it as being competent, yet unremarkable.
However, everyone who spent a bit more time at the 1,6T Sport’s wheel agreed that its ability to balance entertaining dynamics and refined, stable road manners gave it a growing appeal that few new cars can honestly emulate. It’s fair to say that GM has asked big things of the new Astra and if buyers can look beyond the cachet of those strong rival brands and sample the Astra’s talents, there is a strong chance for this model to do well for itself.
