Opel Astra J Review
Cesar Sergeantson
I was, you may recall, much taken with the BMW M4 coup when I wrote about it here a month back. I stand by that review. It did everything I asked of it very well. But at the Mugello racetrack in Tuscany, I asked it to do a big skid when going round a corner and it was absolutely hopeless.
However, the new M4 has electric power steering, which means it feels much like the cars do on a PlayStation game. Artificial. Detached. Oh sure, you can still whip the back end out, no problem at all, but keep it there? Hmm.
But, unlike any Astra before, this one adopts both electric and plug-in hybrid powertrains in a bid to remain a relevant, responsible choice among a fast-developing fleet of rivals such as the Volkswagen Golf, Mazda 3, and Ford Focus.
There is also a separate range-topper, the Astra GSe, which strays into hot hatchback territory in its use of a more powerful 221bhp plug-in hybrid powertrain. It is also available as an estate, and comes with a level of equipment that is roughly equivalent to Ultimate.
The GSe feels slightly more pokey at the top end than the regular hybrid, being propelled by a combination of combustion and EV power so that it produces 265lb ft, and a 0-62mph time of 7.5sec. You do, however, have to really concentrate to notice the difference.
The same goes for its design changes over the standard car. With tweaked front and rear bumpers, GSe badges positioned at the back and just below the headrests, as well as new alloy designs, it's likely to need more than a double-take for pedestrians to know you've bought the range-topper.
And while the success of that philosophy must be judged from the outside of the car, the inevitable consequences are to be found within the cabin. The Astra is a lower-slung car than it used to be, and has a lower driving position as well.
But while occupant space is fairly generous for the driver and front passenger, it offers less second-row space than its predecessor did. Our tape measure indicated 680mm of typical rear leg room, 20mm less than we recorded in the Mk7 Astra we tested in 2015. Rear head room is also a little short of the standard needed for taller adults to travel comfortably, even though good-sized rear doors make access easy enough.
Top-rung GSe cars don't offer much in the way of additional trinketry, aside from suede-trimmed sports seats, and a couple of neat GSe badges positioned on them. The seats themselves are comfortable on longer journeys and offer enough support that you have the confidence to chuck it into the next available corner. It is, however, a shame that Vauxhall didn't try harder with it.
It's a shame that the regular rev counter is replaced with a simple Power/Charge bar on hybrid models though; particularly the GSe because of its sporty billing and the fact it still uses the most powerful combustion engine available.
The way it delivers its performance is unintimidating and largely smooth. You can get some minor hiccups from the hybrid system if you're pushing on because it takes a while to respond to your inputs, but it revs freely and feels more than quick enough for everyday use - especially when overtaking.
Our GS Line test car came with multi-adjustable front seats approved by the German Aktion Gesunder Rcken (Campaign for Healthier Backs), and they were worth the billing. Motorised lumbar support, a multi-adjustable headrest, and a seat cushion that could be both extended and inclined for extra thigh support all impressed.
The longer wheelbase of the estate improves things slightly, but if you want the best-riding Astra, you need to opt for one of the hybrids. The tweaks to cope with the higher mass have made it slightly more compliant. On top of that, the GSe gains frequency-selective dampers from Koni, and despite its sportier suspension tune, the added control makes it more comfortable than the standard 1.2.
With the addition of suspension lowered by 10mm, the GSe feels as agile and precise as Vauxhall says it is in the marketing bumph. It feels controlled, sure-footed and grips well enough to make you want to push it, while remaining comfortable and at low speeds. On the motorway and above 65mph, it begins to lose some of its composure, with lots of tiny adjustments required for the steering. This can be solved by putting the car into Sport mode, which adds weight and additional directness to the rack.
Anyone expecting segment-leading value from the new Astra might be surprised at how Vauxhall has priced the car. Our mid-spec model offered decent standard equipment and good on-board technology but not every connectivity feature you might look for on a family hatchback in 2023. Though class-competitive on both price and retained value, it was also made to look more expensive than equivalents in the Seat Leon and Ford Focus ranges.
A good finance offer with a deposit contribution from your dealer might make the difference, of course, and our research suggests you would be likely to find one right now. But this is no longer a car that Vauxhall will be looking to sell in the sort of volumes that generate bigger buying incentives, so bargains may be harder to come by than in years gone by.
Our 1.2 hatchback car recorded a commendable 55.3mpg on our touring economy test: exactly what the equivalent-engined Peugeot 308 achieved a few months ago, and a figure it would probably take a full-hybrid rival or an economy diesel to beat.
Jonathan is an editorial assistant working with Autocar. He has held this position since March 2024, having previously studied at the University of Glasgow before moving to London to become an editorial apprentice and pursue a career in motoring journalism.
His role at work involves writing news stories, travelling to launch events and interviewing some of the industry's most influential executives, writing used car reviews and used car advice articles, updating and uploading articles for the Autocar website and making sure they are optimised for search engines, and regularly appearing on Autocar's social media channels including Instagram, TikTok, and YouTube.
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