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SMOOTH OPERATOR

Models Covered: (3/5 hatchback, 5dr estate 1.4, 1.6, 1.8, 2.0 turbo, 1.7, 1.9 diesel [SXi, Design, SRi, VXR, Expression, Life , Club, Elite])

BY ANDY ENRIGHT

Vauxhall’s Astra has long been a car that suffers a slight inferiority complex compared to its Ford equivalents, the Escort and, latterly, the Focus. No longer. The fifth generation Astra is the car that competes on its own terms. Offering a level of fit and finish that eludes Ford’s finest, the Astra feels properly premium, with even the lower specification models feeling extremely solid indeed. With a strong engine line up and sharper driving manners than ever before, this Astra is no poor relation. One of the best looking cars in the family hatch sector, it also possesses that crucial spark of desirability.

Summer 2004 saw the launch of the five-door Astra hatch with an estate version following hot on its heels. As new product launches went, this was a biggie, Vauxhall’s financial well being resting firmly on the Astra’s neatly bevelled shoulders. It was a car that benefited from prior product decisions. With the Meriva and Zafira taking care of the ‘utility’ roles, the Astra was given free rein to be a little sassier than many rivals. Vauxhall kept buyer interest on the boil by releasing pictures of the even swoopier three-door Sporthatch model. Two key criteria were identified early on in the Astra design process. Firstly, the car had to pass what General Motors executives refer to as the shop window test. That is, owners had to be so enamoured with the Astra’s lines that they couldn’t help but sneak a look at its reflection in a plate glass window. As good as its predecessor was, only the coupe and convertible models would ever have scored a pass there. The other examination the Astra was tasked with was the ‘100 yard’ test. A large percentage of the buying decision comes about in the first 100 yards of any given test drive and the Astra had to make the driver feel instantly at home and comfortable with the controls, impressing through sheer ease of use. When the Sporthatch finally landed in dealerships in March 2005 it proved an instant hit. Vauxhall again played a smart card, keeping putative purchasers interested with the carrot of a powerful VXR sports variant. That didn’t arrive until Autumn 2005, but it’s quite a tool. Early in 2007, the Astra range was slightly revised, with some minor cosmetic changes. The main differences however came under the bonnet. The 1.6 TWINPORT petrol engine was up-rated from 105 to 115PS, while the 170PS 2.0-litre turbocharged petrol unit was replaced by a new 180PS 1.6-litre turbocharged powerplant.

Clever packaging and a long wheelbase have helped to maximise the Astra’s interior space, aided in no small part by the fact that the exterior tale of the tape shows the Astra is one of the biggest cars in it’s class. That sloping roofline looks as if it’ll pinch rear headroom but look a little closer and you’ll notice the sloping line that catches the eye is but a chamfer and the actual roofline arcs higher. Rear headroom is, in fact, better than the MK4 car and both leg and shoulder room are in another league. A Vauxhall spokesman claimed that the interior of the new Astra fitted like a glove, but as few people we know are shaped like hands, this would seem to present certain problems. Not so. Big doors and surprisingly upright side windows give an airy feel to the interior, although anybody familiar with the look and feel of the latest Vectra’s cabin won’t find much to excite them with the Astra’s fascia. Vauxhall completed an about face with the Astra. It’s predecessors were often cars that weren’t sufficiently special to appeal to private buyers, instead depending on corporate bean counters to swell the sales figures. The fifth generation model changed all of that, offering a design that most private buyers would be glad to see sitting on their driveways. Naturally Vauxhall hoped that business buyers wouldn’t deterred by its good looks and sporting credentials but for the first time in years, here was an Astra hatch that wouldn’t result in wiseacres telling you what you could have bought. The Sport Hatch is offered with the ‘Panoramic Windscreen’ option, one of the most talked about recent automotive innovations, which for around £850 extra when new, gave buyers a huge section of glass stretching from the top of the bonnet over the passengers’ heads. Vauxhall reckon that it brings a whole new dimension to driving, especially on scenic roads.

Five-door hatches are now starting to appear in meaningful numbers on dealer forecourts and typical reference prices include £8,000 for a 1.6-litre Life with air conditioning. Move up to a Club and you can expect to pay around £400 more for a 2004 53-plated version, while the Design opens at just under £9,000, again on the 53-plate. The 1.7-litre diesel models have been strong sellers, starting at around £8,200 for a Life variant. The sharp handling 1.8-litre SRi variants are also a popular pick and these kick off at around £9,000. With such a diverse range, insurance premiums vary widely, but most of the ‘mainstream’ models falling into Groups 4-8. Only the sporty SRi and VXR models attract the stiffer premiums.

The Astra has yet to suffer any significant faults. Build quality is leagues ahead of its predecessors, as is the technical excellence of the new engines. Check the sporty SRi and VXR models for the usual tyre wear problems. Aside from obvious body damage, just ensure that the car has been well looked after, insist on a service history and buy with confidence. The electronic control system that marshals the satellite navigation and stereo system isn’t the most intuitive to use, but you will get used to it with perseverance. The same can be said of the indicators, which will possibly frustrate you immensely at first.

(approx based on a 2004 1.6 Life 5dr) A new clutch assembly is £145, whilst front brake pads can be found for around £20. Rears are nearer £35, whilst a radiator for an air-conditioned car will; cost around £130. Alternators are slightly pricier, nudging the £300 mark, so make sure your prospective purchase is generating a healthy current to its battery.

One thing that Vauxhall trust will be immediately apparent is the Astra’s ride quality, courtesy of an advanced suspension system. It’s the first car in its class to feature Continuous Damping Control (CDC), electronically controlled shock absorbers that continuously adapt to the road surface and the driver’s style. It’s all part of what Vauxhall dub the Astra’s ‘Interactive Driving System’ (IDS) that can integrate all of the electronic functions in a way that’s a good deal cleverer that you might think. For example, the ESP stability control system beefs up the damper forces first before applying the brakes to the front wheels during extreme cornering manoeuvres, making for a more sensitive and less intrusive intervention. Upspec models also feature a ‘Sport’ button so that the suspension settings, accelerator and steering response can easily be adapted to the mood of a driver. It’s something we’ve become used to on premium sports cars but not on a family hatchback. Despite all of these high tech touches, the Astra still uses a relatively simple beam axle at the back instead of the sophisticated multi-link layouts used by Volkswagen and Ford. GM executives contend that this system provides good handling while transmitting less noise into the cabin. The entry-level 1.4 and 1.6-litre engines use the TWINPORT technology originally seen on the Corsa whereby one of the two exhaust outlets is closed down at low revs to boost torque and improve fuel economy. This was improved in January 2007-onwards models with an uprated standard 1.6-litre unit and an even faster turbocharged version of the same engine.

Although the Astra Mark 4 became the first Astra in years you could recommend to a private buyer, the Mark 5 needs no such hard sell. The shape alone is enough to generate showroom footfall and the excellent build quality and driving manners make it a real favourite. Used models look to suffer reasonable depreciation – this is a high volume, mainstream car after all – so buyers should get a lot of car for their money. One to watch.

ASTRAL CONFECTION
Vauxhall’s Astra has come in for a few tweaks to keep it honest. Andy Enright reports

If ever ailing motor manufacturers needed a case study in how to turn a model around, they could do a lot worse than look at how General Motors developed the Astra. This model was once the very acme of mediocrity, its dullness thrown into sharp relief by the brilliance of the Ford Focus. It became fashionable to laugh at Vauxhall’s parochial, homespun efforts. That seems a long time ago now. These days, the Astra is right on the money and the current model range brings with it a host of improvements to put rivals on the back foot.

The biggest changes come under the bonnets with two rather special 1.6-litre petrol engines, one tepid, the other distinctly spicy. At the lower reaches of the Astra line-up comes the 1.6-litre TWINPORT engine. Those stricken with a cloying sense of déjà vu are right in thinking that just such an engine already existed in the Vauxhall price lists. This time round though, the engine gets a series of detail improvements that lift its peak power from 104bhp to 114bhp. That would be enough to satisfy most buyers but at the same time, this unit (which finds its way into Sport Hatch, five door, TwinTop and estate variants of the Astra) also cleans up its act a little. Carbon dioxide emissions go down from 158g/km to 156g/km on Sport Hatches and five doors and from 166g/km to 158g/km on estates. Whilst it doesn’t sound much, it’s enough to save around £109 per year on company car benefit in kind taxation. That’s worth putting in your back pocket. As expected, this engine is quicker too, getting to 60mph in 10.9 seconds and hitting a top speed of 119mph (compared to 11.5 seconds and 115mph for its predecessor). What’s perhaps a little more of a surprise is that it’s also more economical, managing a combined fuel consumption of 43.5mpg, fully four per cent better than before. While this seems an impressive engine, imagine what it would be like with a turbocharger fitted. That’s the premise behind the 178bhp 1.6 turbo unit, a powerplant that replaces the 170bhp 2.0-litre petrol engine.

"The tale of the tape shows the Astra is one of the biggest cars in its class"

Offered in Sport Hatch, five door and estate models, this unit cranks out fully 230Nm of torque and will punt a five-door hatch to 60mph in just 7.8 seconds with a top speed of 137mph. That’s not hanging around. In a recurrent theme, it’s also cleaner and more economical, dropping CO2 emissions from 216 to 185g/km and bettering the 2.0-litre’s fuel economy, managing 36.7mpg (a 16 per cent improvement). As well as introducing these two engines, Vauxhall has tweaked the Astra’s cosmetics a little, with sharper-looking front and rear lights, a revised front bumper, more chrome splashed about the grille and the choice of piano black or matt chrome interior finishing. Sport Hatch models also get a honeycomb front grille. Two key criteria were identified early on in the Astra design process. Firstly, the car had to pass what General Motors executives refer to as the shop window test. That is, owners had to be so enamoured of the Astra’s lines that they couldn’t help but sneak a look at its reflection in a plate glass window. As good as its predecessor was, only the coupe and convertible models would ever have scored a pass there. The other examination the Astra was tasked with was the ‘100 yard’ test. A large percentage of the buying decision comes about in the first 100 yards of any given test drive and the Astra had to make the driver feel instantly at home and comfortable with the controls, impressing through sheer ease of use. Take note, BMW. One thing that Vauxhall trust will be immediately apparent is the Astra’s ride quality courtesy of an advanced suspension system. It’s the first car in its class to feature Continuous Damping Control (CDC), electronically controlled shock absorbers that continuously adapt to the road surface and the driver’s style. It’s all part of what Vauxhall dub the Astra’s ‘Interactive Driving System’ (IDS) that can integrate all of the electronic functions in a way that’s a good deal cleverer that you might think. For example, the ESP stability control system now beefs up the damper forces first before applying the brakes to the front wheels during extreme cornering manoeuvres making for a more sensitive and less intrusive intervention. Upspec models also feature a ‘Sport’ button so that the suspension settings, accelerator and steering response can easily be adapted to the mood of a driver. It’s something we’ve become used to on premium sports cars but not on a family hatchback. Despite all of these high tech touches, the Astra still uses a relatively simple beam axle at the back instead of the sophisticated multi-link layouts used by Volkswagen and Ford. GM executives contend that this system provides good handling while transmitting less noise into the cabin and its compact design helps maximise interior space. The total engine line up consists of the usual wide selection of powerplants. It kicks off with an 85bhp 1.4-litre petrol unit, alongside that punchy 114bhp 1.6-litre and the familiar 125bhp 1.8-litre engine. The 178bhp 1.6 turbo is also offered for sportier versions and there’s a 240bhp unit that powers the mighty VXR. Like the latest 1.6, the entry-level 1.4-litre engines uses the same TWINPORT technology in which one of the two exhaust outlets is closed down at low revs to boost torque and improve fuel economy. Four diesel engines are available, a 90bhp 1.3, a 1.7-litre unit with 100bhp and 120bhp or beefy 150bhp versions of a 1.9-litre powerplant that was developed by Fiat. Future developments are rumoured to include a version of the dual-clutch DSG gearbox and even a continuously variable transmission option to supplement the available five and six speed manual boxes, the four speed auto and the Easytronic clutchless manual system. A five door hatch and an estate are on offer alongside a three door Sport Hatch version and the TwinTop coupe-cabriolet variant. The Astra has come a long way. If it was marketed as well as it’s built, it would probably sit at the top of the sales charts. As with any recovering franchise, there is some lag between the product and the public perception.

Facts At A Glance CAR: Vauxhall Astra range PRICES: £11,560-£19,720 - on the road INSURANCE GROUPS: 4-17 CO2 EMISSIONS: 132–221g/km PERFORMANCE: [120bhp CDTi ECOTEC] Max Speed 118mph / 0-60mph 9.8s FUEL CONSUMPTION: [120bhp CDTi ECOTEC 5-door hatch] (combined) 48mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: [5-door hatch] Length/width/heightmm 4249/2030/1460mm

ASTRA FOCUSES ON THE NO. 1 SPOT
Vauxhall’s Astra Has Transformed Itself From Also-Ran To Front Runner. Jonathan Crouch Checks It Out In Mid-Range 1.8-Litre Guise

That Vauxhall raised its game with the latest Astra is not in doubt. In almost every area of its design, huge strides forward have been made. The problem for Vauxhall was that huge strides forward were needed. Family hatchback buyers are a lot more demanding than they used to be. And the competition is frighteningly good…

Not good enough to prevent the company claiming class leadership for its strong-selling family hatchback however. The development objectives for the car were uncompromising; it had to be a quality benchmark in the class. Better than the latest VW Golf. Better than a Mercedes A-class. And above all, better than the latest version of the all-conquering Ford Focus. A tough call, certainly but few would argue that Vauxhall hasn’t come close. But how close? To find the answer, you need to go straight to the heart of the latest range where lie the 125bhp 1.8-litre petrol models, priced from £14,115 in five-door Life form or around £1,000 more for an estate. There’s also a three-door Sport Hatch version priced from £15,965. This powerplant may have its work cut out with a pair of decidedly more modern engines introduced to flank it in the range. The 114bhp petrol 1.6 and the 180bhp 1.6-litre turbo option both make strong cases for themselves on grounds of performance and economy but if you need something somewhere in between, the 1.8-litre unit is it. A line-up of advanced diesel engines is also available, which centres around willing but not overly rapid 1.3-litre 90 and 1.7-litre 100bhp options. Vauxhall has developed 120bhp and 150bhp 1.9 diesel options for this car of course – but they are a little pricey, a fee you’re not likely to recoup until you habitually clock up a huge mileage. Even a 100bhp diesel variant is close to £1,000 more than the comparable petrol 1.8, model for model. So, 1.8-litre petrol motoring it probably is then, if Astra motoring becomes your choice or destiny.

"You don't need to go very far to realise that you're at the wheel of an uncommonly well-engineered car…"

Vauxhall has tweaked the latest Astra’s cosmetics a little, with sharper-looking front and rear lights, a revised front bumper, more chrome splashed about the grille and the choice of piano black or matt chrome interior finishing. Sport Hatch models also get a honeycomb front grille. There a decent choice of bodystyles, with five-door and estates available and the three-door Sport Hatch for younger buyers. Trim levels in five-door form range from entry-level Life to Club, Design, plush Elite and ‘sporty’ SRi. Equipment levels are strong, the Life being fitted with twin front and side airbags, ABS, remote central locking, a CD stereo and air conditioning. Opt for the Club and you’ll also get 15-inch alloy wheels, curtain airbags, body coloured addenda and audio controls on the steering wheel amongst other niceties. The Design variant gets treated to alloy wheels an inch bigger, sports front seats with leather bolsters and hide trim on the steering wheel, an MP3 compatible stereo and sophisticated electronic functions such as rain sensitive wipers and a Driver Info Centre with trip computer. Quite a step up in trim for the ardent button presser! The Elite model is fully leathered, gets electric folding door mirrors, cruise control, a rather interesting 40/20/40 split folding rear seat and electronic climate control. As befits its sporting nature, the SRi features lowered suspension, sports seats, sports instruments, front fog lights and a matt chromed centre console. All 1.8-litre models manage the benchmark rest to sixty sprint in under ten seconds on the way to a maximum of 123mph. For SRi customers, that’s 12mph and 1.4 seconds down on the equivalent 2.0T model, in return for a £2,000 sticker price saving: sounds fair enough to us. Fuel consumption hovers at around the 36mpg mark – as opposed to 31mpg for the 2.0T and about 56mpg for the diesels. You pays your money… On the road, you don't need to go very far to realise that you're at the wheel of an uncommonly well-engineered car. One thing that Vauxhall trust will be immediately apparent is the Astra’s ride quality courtesy of an advanced suspension system. It’s the first car in its class to feature Continuous Damping Control (CDC), electronically controlled shock absorbers that continuously adapt to the road surface and the driver’s style. It’s all part of what Vauxhall dub the Astra’s ‘Interactive Driving System’ (IDS) that can integrate all of the electronic functions in a way that’s a good deal cleverer that you might think. For example, the ESP stability control system now beefs up the damper forces first before applying the brakes to the front wheels during extreme cornering manoeuvres making for a more sensitive and less intrusive intervention. Upspec models also feature a ‘Sport’ button so that the suspension settings, accelerator and steering response can easily be adapted to the mood of a driver. It’s something we’ve become used to on premium sports cars but not on a family hatchback. Despite all of these high tech touches, the Astra still uses a relatively simple beam axle at the back instead of the sophisticated multi-link layouts used by Volkswagen and Ford. The forgettable styling that has historically characterised this car has also been banished. Vauxhall’s bland effort last time round with this model range cost them dear when the dynamically-styled Ford Focus was subsequently launched. "That Astra was the answer to my prayers", one Ford marketing man told me at the time. The men from the Blue Oval are unlikely to be as smugly self-satisfied this time around. That’s not to say that practicality has been sacrificed at the altar of styling. Clever packaging and a long wheelbase have helped to maximise the car’s interior space, helped in no small part by the fact that the exterior tale of the tape shows the Astra is one of the biggest cars in it’s class. That sloping roofline looks as if it’ll pinch rear headroom but look a little closer and you’ll notice the sloping line that catches the eye is but a chamfer and the actual roofline arcs higher. Rear headroom is in fact better than the old-shape car and legroom and shoulder room is in another league. A Vauxhall spokesman claimed that the interior of the new Astra fitted like a glove, but as few people we know are shaped like hands, this would seem to present certain problems. Not so. Big doors and surprisingly upright side windows give an airy feel to the interior, although anybody familiar with the look and feel of the latest Vectra’s cabin won’t find much to excite them with the Astra’s fascia. Overall, this Astra is a hard car not to like, particularly in this 1.8-litre petrol guise. Don’t buy a VW Golf or a Ford Focus until you’ve driven it.

Facts At A Glance CAR: Vauxhall Astra 1.8-litre range PRICES: £14,115-£17,050- on the road CO2 EMISSIONS: 187g/km INSURANCE GROUPS: 6-7 PERFORMANCE: Max Speed 123mph / 0-60mph 9.8s FUEL CONSUMPTION: (average) 36mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Heightmm 4249/2030/1460mm

PER ARDUA AD ASTRA
Vauxhall’s Astra has come a very long way in recent years. Andy Enright takes a look at the latest 1.6-litre Turbo models.

It’s difficult to pinpoint quite where the inspiration comes from for certain cars to improve beyond all recognition. The first Ford Focus was a quantum leap over the old Escort and for many years rivals tried and failed to play catch up with a product that was shot through with genius. Even the most ardent Vauxhall proponent must concede that the Focus blew the Astra out of the water. That was then. In the intervening years Vauxhall got very serious and wisely chose to make a full-frontal assault not on the Focus’ peerless driving dynamics but on its one Achilles heel: namely, perceived quality.

When the Astra Mk V was launched in 2004, it changed the way we considered mainstream family hatches, bringing the sort of build integrity we expected, and paid a premium for, from Volkswagen and Audi products to the mass market. A subsequent VXR model offered searing straight line speed but not the composure many expected from a top notch hot hatch. Sometimes less is more, as this 1.6-litre turbo model proves. It wasn’t too long ago that 150bhp was the sign of a genuinely pacy hot hatch but much has changed in the interim. One of the downsides of making a car feel bulletproof is that it often consequently weighs about as much as a bank vault and therefore, needs a serious engine to punt it up the road. The Astra 1.6 Turbo has just such an engine, the 178bhp unit rocketing it to 60mph in just 7.8 seconds. That’s some serious punch, making this relatively unassuming Astra about as quick off the mark as a dedicated sports model like a Fiesta ST. With more powerful models above it in the Astra hierarchy, this car needs to do more than rely on headline performance figures, however, requiring decent economy and tidy handling to make it pass muster.

"If ever a case study in smart vehicle development was required, this Astra is as good as any"

In this case, less proves to be more. Whereas the 240bhp VXR model is rather unruly in its power delivery, a little less for the front tyres to contend with pays dividends. With a top speed of 130mph, this model is quicker than the 169bhp 2.0-litre unit it replaces. The ride and handling are composed, although a heavy right boot will still give the traction control system a good workout, especially if the tarmac is damp. There are no big surprises with the design and build of the Astra 1.6 Turbo models. If you’ve driven a Mk V Astra, you’ll know what to expect. Solid build quality, sharp styling, and competitive, if not class-leading, space and versatility. Where Vauxhall has boxed clever with this model is by offering a range of utility cars in parallel to it. With models like the Zafira and the Meriva to cater for the needs of those who need serious utility, the Astra has been allowed to let its hair down a bit. Three body styles are offered, five-door hatch, three-door Sport Hatch and possibly the most intriguing choice of the bunch, a five-door estate that uses a stretched version of the Astra hatch chassis with another nine centimetres stitched into its wheelbase and longer rear overhangs to give a fairly spacious luggage compartment. Although rivals from Ford, Peugeot and Renault may be able to offer more in the way of total volume, this Vauxhall counters by dint of its sheer practicality. For a start, the load bay has straight side walls and storage areas below the floor and in either side, maximising the amount of genuinely useable space available. The rear bench seat splits 60/40, although there is an option of a nattier 40/20/40 split system. Flat roof rails are fitted as standard. The Astra 1.6-litre Turbo models are only offered in two trim levels, or two and a half if you’re a stickler for exactitude. The range kicks off with the sporty SRi variant, then there’s a rather more sophisticated Design model. The most expensive version is the SRi with exterior pack, essentially an SRi that’s been treated to an aggressive body kit which apes the look of the VXR range-topper. As befits its sporting nature, the SRi features lowered suspension, sports seats, sports instruments, front fog lights and a matt chromed centre console. Somewhat unusually, prices for the three and five-door hatches are pretty comparable, prices starting at £18,300 across the range of SRi and Design models. Estate buyers of course will need to find a little more. Fuel economy has been signally improved as well, this model managing a combined economy figure of 36.7mpg – a 16 per cent improvement over its predecessor. Remember that you’re getting more power at the same time and the proposition looks increasingly attractive. If ever a case study in smart vehicle development was required, this Astra is as good as any. Quietly and without undue ceremony, this model has become quicker, cleaner and more economical. It’s easy to suspect that the pace of change in vehicle design is slowing but to those who understand the subtleties of engineering, the reverse is clearly true. The sort of performance served up by the Astra 1.6 Turbo was the preserve of top-end performance hatches only a matter of a decade ago. Now it’s commonplace with added safety, build quality, reliability and, yes, handling prowess thrown in. The challenge for Vauxhall is communicating these facts to a public that believes that there are no bad cars made anymore. Whilst there’s an element of truth in this, there’s still quite a gulf between the middle of the road and cars like the Astra 1.6 Turbo. I guess discovering quite how wide is one of the joys of ownership.

Facts At A Glance CAR: Vauxhall Astra 1.6 Turbo range PRICES: £18,300 - £19,150 - on the road INSURANCE GROUP: 13 CO2 EMISSIONS: 156g/km PERFORMANCE: 0-60mph 7.8s/ Max Speed 137mph FUEL CONSUMPTION: 36.7mpg (combined) STANDARD SAFETY FEATURES: Twin front and side airbags / ABS WILL IT FIT IN YOUR GARAGE?: [5-door] length/width/heightmm: 4249/2030/1460

PURE AND SIMPLE
Buyers Looking To Get A Lot Of Car For Their Money Can’t Do Much Better Than The Vauxhall Astra 1.4 Club. By Andy Enright…

It’s common knowledge that the best way to defray serious depreciation when buying a new car is to plump for a value model residing near the bottom of the range. The problem with that course of action is that it’s usually about as fulfilling as an all-you-can-eat baked bean buffet. Luckily, there are a few entry level models which can offer a more satisfying menu. The Vauxhall Astra 1.4 Club is a case in point.

Priced from £13,915, the Club is a mid-level Astra model pitched above the basic Expression and the Life but below the sporting SXi. A quick perusal of the price list, however, doesn’t do the Astra any great favours, its price nudging close to that of Volkswagen’s Golf 1.4 FSi S. As you may well appreciate, bald figures can be misleading. Specify the Volkswagen up to the Astra’s trim level and you’d be looking at a vastly more expensive car. We’re not just talking about niceties either. The Astra is fitted with air conditioning and alloy wheels which, if added to a Golf, will tack more than £1,100 onto the price of the Volkswagen. Even when residual factors are taken into account, it’s not difficult to see where the smart money goes. Kit like curtain airbags, body coloured addenda and audio controls on the steering wheel isn’t universally common at this price point. With 90bhp at your command in what is a fairly heavyweight body, the Astra 1.4-litre Club isn’t what we’d describe as a fireball but the sensible gearing and refined nature of the engine make it a car that you won’t feel inclined to flog within an inch of its life. Should you choose to do just that, you’ll be able to return a sprint to 60mph of 13 seconds and a top speed of 106mph. Of more relevance to most customers will be the 44.8mpg overall fuel consumption figure and the 151g/km of CO2 that’s emitted from the tailpipe every kilometre. Peak torque of 96/lb ft is reached at 4,000rpm so although you will need to rev the engine to maintain decent progress, your ears aren’t punished as a result.

"It’s not difficult to see where the smart money goes"

The torsion beam rear suspension of the Astra bestows a number of benefits. Being very compact, it allows rear passengers to snuggle down that little bit lower and in turn gave the stylists the opportunity to pen a sweeping roof line for the five-door car that’s a good deal sassier than most of its boxy rivals. That said, this sort of suspension system has in the past gained a reputation for being a little crude but the installation in the Astra brings new technology to the game and it’s very impressive. While it can’t match the multi-link arrangements of the Golf and the Focus when driven at ten tenths, it’s a good deal quieter at ’normal’ speeds, contributing to the 1.4 Club’s big car feel. The five door hatch and estate variants are the sole body options but Vauxhall has tweaked the Astra’s cosmetics a little, with sharper-looking front and rear lights, a revised front bumper, more chrome splashed about the grille and the choice of piano black or matt chrome interior finishing. Clever packaging and a long wheelbase have helped to maximise the Astra’s interior space, helped in no small part by the fact that the exterior tale of the tape shows the Astra is one of the biggest cars in its class. That sloping roofline looks as if it’ll pinch rear headroom but look a little closer and you’ll notice the sloping line that catches the eye is but a chamfer and the actual roofline arcs higher. Rear headroom is in fact better than the outgoing car and legroom and shoulder room is in another league. The luggage bay isn’t the largest and there is some intrusion by the suspension turrets and a relatively small aperture caused by the angled tail lights but 1270 litres of room with the seats folded down and 350 with them in place isn’t bad. Better still, the estate increases these capacities to 1550 and 570 litres. If it’s ultimate space you’re after, it may well be better to opt for the versatile Zafira mini-MPV. Vauxhall’s product design philosophy is now able to bear fruit, a range of practical MPV style cars allowing the designers to make the hatches that little bit sleeker. Interior quality will be a revelation if all you’re used to is ‘old Vauxhall’. Even lined up next to a Golf, the Astra 1.4-litre Club can hold its head high, the soft touch plastics and the stylish silver centre console looking a good deal more chi-chi than the Volkswagen’s rather sombre finishes. Chrome ringed dials brighten the instrument binnacle and the front of the Astra feels airy despite its comparatively high waistline. The Astra 1.4-litre Club is a car all but the most unreconstructed badge snobs should put on their very short list. Excellent build quality, neat design, a refined and well mannered powerplant, keen pricing and excellent vehicle dynamics all come to the fore. Some may write the car off due to its perceived proximity in price to some premium rivals but the Astra offers a lot more equipment and is built to last. Even if you don’t want to belong to any club that will have you as a member, you may owe it to yourself to try this one.

Facts At A Glance CAR: Vauxhall Astra 1.4 Club PRICE: £13,915 - £15,850 - on the road INSURANCE GROUP: 5 CO2 EMISSIONS: 151g/km PERFORMANCE: 0-60mph 13s/ Max Speed 106mph FUEL CONSUMPTION: 44.8mpg (combined) STANDARD SAFETY FEATURES: Twin front and side airbags / ABS WILL IT FIT IN YOUR GARAGE?: [5-door] length/width/heightmm: 4249/2030/1460

LANDING THE POPULAR VOTE
Vauxhall’s Astra 1.6 Twinport Range Brings Big Car Quality To The Mainstream Hatch Sector. Andy Enright Reports…

We are a spoiled bunch. Vauxhall Astras weren’t ever supposed to feel like premium products. The designers of the first Astras never envisaged their antecedents to offer syrupy ride quality, sharp handling, more computing power than a space shuttle and the sort of quality that was the preserve of luxury cars. Yet that is how things have turned out. Roll up to your local Vauxhall dealer, park yourself in even the humblest Astra 1.6-litre model and cast your mind back to the bad old days.

Those were the days of plastics that were budgeted to be so thin they were only just opaque, safety provision that consisted of inertia reel seat belts and a horn and a range of engines that had corporate bean counters rubbing their hands in glee but company car drivers considering the merits of a bicycle. The latest Astra 1.6 range still makes the sort of numbers to have fleet managers sleeping easy at night but backs it up with a breadth of talents that will appeal not only to Simpkins in Field Sales but also to the sort of private buyers who normally opt for something with a Volkswagen badge on the bonnet. With prices ranging from £13,565 for the entry level Life variant up to £16,465 to land the range-topping Elite version, the Astra 1.6-litre is priced to sell. Between these bookends sit the Club, Design and vaguely sporting SXi variants, although those looking for a little more fun behind the wheel should really shell out for the 1.6-litre turbocharged engine with its 178bhp output - if, that is, they can’t extend themselves to the mighty 240bhp VXR. Only the SXi, Design, SRi and VXR trim levels are offered with the sleek Sport Hatch three-door bodystyle. Equipment levels are strong, the Life being fitted with twin front and side airbags, ABS, remote central locking, a CD stereo and air-conditioning. Opt for the Club and you’ll also get 15-inch alloy wheels, curtain airbags, body coloured addenda and audio controls on the steering wheel amongst other niceties.

"This Astra will need to appeal to the sort of private buyers who normally opt for something with a Volkswagen badge on the bonnet"

The Design variant gets treated to alloy wheels an inch bigger, sports front seats with leather bolsters and hide trim on the steering wheel, an MP3 compatible stereo and sophisticated electronic functions such as rain sensitive wipers and a Driver Info Centre with trip computer. Quite a step up in trim for the ardent button presser! The Elite model is fully leathered, gets electric folding door mirrors, cruise control, a rather interesting 40/20/40 split folding rear seat and electronic climate control. As befits its sporting nature, the SXi features lowered suspension, sports seats, sports instruments, front fog lights and a matt chromed centre console. With 115bhp on tap, you’re not going to detach your retinas through sheer acceleration in an Astra 1.6-litre hatch, but there’s enough pep there to entertain. The sprint to 60mph is dispatched in 10.9 seconds and a top speed of 119mph is attainable if you have an airfield or can plead diplomatic immunity from prosecution. More apposite figures are the 43.5mpg overall fuel consumption figure and the meagre 158g/km of CO2 that’s emitted from the tailpipe every kilometre. One thing that Vauxhall trust will be immediately apparent is the Astra’s ride quality courtesy of an advanced suspension system. It was the first car in its class to feature Continuous Damping Control (CDC), electronically controlled shock absorbers that continuously adapt to the road surface and the driver’s style. It’s all part of what Vauxhall dub the Astra’s ‘Interactive Driving System’ (IDS) that can integrate all of the electronic functions in a way that’s a good deal cleverer that you might think. For example, the ESP stability control system beefs up the damper forces first before applying the brakes to the front wheels during extreme cornering manoeuvres making for a more sensitive and less intrusive intervention. Upspec models also feature a ‘Sport’ button so that the suspension settings, accelerator and steering response can easily be adapted to the mood of a driver. It’s something we’ve become used to on premium sports cars but not on a family hatchback. Despite all of these high tech touches, the Astra still uses a relatively simple beam axle at the back instead of the sophisticated multi-link layouts used by Volkswagen and Ford. Whilst GM executives contend that this system provides good handling while transmitting less noise into the cabin, the more powerful Astra variants do show up flaws in this logic. Clever packaging and a long wheelbase have helped to maximise the Astra’s interior space, helped in no small part by the fact that the exterior tale of the tape shows the Astra is one of the biggest cars in its class. That sloping roofline looks as if it’ll pinch rear headroom but look a little closer and you’ll notice the sloping line that catches the eye is but a chamfer and the actual roofline arcs higher. Rear headroom is in fact better than the outgoing car and legroom and shoulder room is in another league. A Vauxhall spokesman claimed that the interior of the new Astra fitted like a glove, but as few people we know are shaped like hands, this would seem to present certain problems. Not so. Big doors and surprisingly upright side windows give an airy feel to the interior, although anybody familiar with the look and feel of the Vectra’s cabin won’t find much to excite them with the Astra’s fascia. The Astra 1.6-litre range has a lot going for it. Superior build quality, neat design, a no-nonsense powerplant, keen pricing and excellent vehicle dynamics all come to the fore. What’s most surprising about the Astra is the fact that it’s now a car so good that private buyers can genuinely take it seriously. With VW Golf style quality at prices around £1,000 cheaper model for model, the Astra deserves to be taken very seriously. It’s good to know that being spoiled needn’t break the bank.

Facts At A Glance CAR: Vauxhall Astra 1.6 TWINPORT range PRICES: £13,565-£16,465 - on the road INSURANCE GROUPS: 5-6 CO2 EMISSIONS: 158g/km PERFORMANCE: 0-60mph 10.9s/ Max Speed 119mph FUEL CONSUMPTION: 43.5mpg (combined) STANDARD SAFETY FEATURES: Twin front and side airbags / ABS WILL IT FIT IN YOUR GARAGE?: [5-door] length/width/heightmm: 4249/2030/1460

HATCH ATTACK
Vauxhall’s Astra had to shake off its predecessor's image as a dull car to drive. Jonathan Crouch reckons the 1.8SRi version should take a few plaudits for the change…

It’s been a long time since Vauxhall has made a mainstream model as well received by enthusiastic drivers as the latest Astra. ‘Go Drive’ is, for once, an appropriate advertising strapline. If you’re to do so, your model of choice may well be the 180bhp 1.6T SRi. Assuming of course you’ve the necessary £18,000 budget and can afford the hefty insurance. For most of us who can’t, yet still want to ‘Go Drive’, the 1.8-litre Astra 1.8 SRi featured here will be the weapon of choice.

For substantially less (£16,300 to be exact), you get a familiar 125bhp petrol powerplant that’s 2s slower to sixty (9.8s) and 14mph slower flat out (123mph) than the engine fitted to this car’s pricey stablemate. You get reasonable group 8 insurance and virtually the same subtle bodykit fitted to the 1.6T. You also get five-door practicality - either as a hatchback or, for about £1,000 more, an estate - though there’s also an identically-priced three-door Sport Hatch option. It is worth pointing out, however, that the more modern 1.6-litre turbo is half a mile per gallon more economical than the 36mpg you get in the 1.8 and churns out 185g/km as opposed to the 187g/km of the less powerful car. This takes the edge off the 1.8-litre SRi’s price advantage but a £2,000 saving still sounds a fair deal to us. Vauxhall has tweaked the Astra’s cosmetics a little, with sharper-looking front and rear lights, a revised front bumper, more chrome splashed about the grille and the choice of piano black or matt chrome interior finishing. Sport Hatch models also get a honeycomb front grille. As befits its sporting nature, this SRi features lowered suspension, sports seats, sports instruments, front fog lights and a matt chromed centre console. Mind you, many ‘sporting’ Vauxhalls have featured such things in recent years, yet serious drivers have ventured out in them only to be bored and disappointed. Not so this time. Cornering roll is minimal, which encourages you to throw the car into corners with greater gusto. You can do so later too, thanks to meaty brakes which are so powerful you’ll thrill at their bite. Watch other road users apply their brakes and then sail past them, relying on the SRi’s astonishing powers of retardation. Gearboxes are not a Vauxhall strongpoint and this close ratio example certainly could be slicker. It is however, one of the company's better efforts. The steering's responsive too, with plenty of feedback when you want it, yet usefully light when you don't.

"Unless you really need the extra performance of the 1.6T, this 1.8-litre SRi ticks most of the boxes…"

Of course, we've had stiff suspension set-ups on Astras before - but at a cost; a ride that shook the fillings out of your teeth. Here, thankfully, its different. In fact, the SRi's ride is arguably class-leading, thanks to the way it handles poor surfaces with accomplished ease. This is complemented by impressive levels of refinement; you feel you could drive this hot hatch all day without getting tired of it. The driving position helps in this regard, second to none in the class, with height adjustment on both the driver's seat and a height and reach-adjustable leather-trimmed chunky three-spoke steering wheel. The pedals are perfectly aligned and the sports seats supportive, with bucket-like side bolsters. So far, so good. Certainly, you don't need to go very far to realise that you're at the wheel of an uncommonly well-engineered car. One thing that Vauxhall trust will be immediately apparent is the Astra’s ride quality courtesy of an advanced suspension system. It’s the first car in its class to feature Continuous Damping Control (CDC), electronically controlled shock absorbers that continuously adapt to the road surface and the driver’s style. It’s all part of what Vauxhall dub the Astra’s ‘Interactive Driving System’ (IDS) that can integrate all of the electronic functions in a way that’s a good deal cleverer that you might think. For example, the ESP stability control system now beefs up the damper forces first before applying the brakes to the front wheels during extreme cornering manoeuvres making for a more sensitive and less intrusive intervention. Despite all of these high tech touches, the Astra still uses a relatively simple beam axle at the back instead of the sophisticated multi-link layouts used by Volkswagen and Ford. The forgettable styling that has historically characterised this car has also been banished. Vauxhall’s bland effort last time round with this model range cost them dear when the dynamically-styled Ford Focus was subsequently launched. "That Astra was the answer to my prayers", one Ford marketing man told me at the time. The men from the Blue Oval are unlikely to be as smugly self-satisfied this time around. That’s not to say that practicality has been sacrificed at the altar of styling. Clever packaging and a long wheelbase have helped to maximise the car’s interior space, helped in no small part by the fact that the exterior tale of the tape shows the Astra is one of the biggest cars in it’s class. That sloping roofline looks as if it’ll pinch rear headroom but look a little closer and you’ll notice the sloping line that catches the eye is but a chamfer and the actual roofline arcs higher. Rear headroom is in fact better than the old-shape car and legroom and shoulder room is in another league. A Vauxhall spokesman claimed that the interior of the new Astra fitted like a glove, but as few people we know are shaped like hands, this would seem to present certain problems. Not so. Big doors and surprisingly upright side windows give an airy feel to the interior, although anybody familiar with the look and feel of the latest Vectra’s cabin won’t find much to excite them with the Astra’s fascia. A good package then, both as an overall car and in this particular guise. Unless you really need the extra performance of the 1.6T, this 1.8-litre SRi ticks most of the boxes and shouldn’t be overlooked, even if you’d normally have a snobby attitude to the Vauxhall badge. Try it before you knock it. You might well be pleasantly surprised.

Facts At A Glance CAR: Vauxhall Astra 1.8 SRi PRICE: £16,300 - £17,050 - on the road CO2 EMISSIONS: 180-192g/km INSURANCE GROUP: 8 PERFORMANCE: Max Speed 123mph / 0-60mph 9.8s FUEL CONSUMPTION: (average) 36mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Heightmm 4249/2030/1460mm

BELGIAN BUNFIGHT
Vauxhall’s Astra Sport Hatch is just as pretty as the original design sketches promised. Andy Enright reports

Spend enough time writing about cars and a healthy cynicism descends come motor show time. Countless manufacturers will display outlandish show cars that never ultimately make it to production, with only occasionally a showstopper making it from the stands into the showrooms. It does happen though, examples including Porsche’s Boxster, Audi’s TT and, believe it or not, Vauxhall’s Astra Sport Hatch. Dressed correctly, this car is sleek enough to have people walking into pavement furniture up and down the country.

Yes, you did read that correctly. We’re talking here about a Vauxhall Astra. It marches straight to the top of the small coupe/hatch desirability stakes, especially in ‘hot’ VXR performance guise. You can bet that across Europe there are plenty of designers penning body kits and accessories for this car, but Vauxhall dealers will get in first with the optional ‘Exterior Pack’ that many customers are expected to specify on the SRi version. Vauxhall have been granted a huge degree of liberty in their styling of the Astra by the success of the rest of their more versatile product lines. For every Meriva or Zafira the company sells to the family motorist, a potential Astra driver wants something with sleeker styling. The five-door Astra is a very neat piece of penmanship but the equivalently priced three-door Sport Hatch model knocks it into next week. Many of the design cues remain, as the two cars are, after all, built on the same platform. The broad hips, the high window line and the family-look front end are largely carried over, with the three-door merely accentuating these details. Built alongside the five-door cars at General Motors’ Antwerp plant in Belgium, the three-door, costing from £15,770, is some 39mm longer and 15mm lower, resembling the GTC concept car shown at the 2003 Geneva Show. Naturally a few of the details were toned down for production. The lights are a little more conventional and the concept car’s frameless doors have been deemed too costly for series production. Vauxhall has also tweaked the latest Astra’s cosmetics a little, with sharper-looking front and rear lights, a revised front bumper, more chrome splashed about the grille and the choice of piano black or matt chrome interior finishing. Sport Hatch models also get a honeycomb front grille.

"The five-door Astra is a very neat piece of penmanship but the Sport Hatch model knocks it into next week"

There’s a choice of four petrol and three diesel engines. The line-up kicks off with a modest 115PS 1.6-litre unit below a 140PS 1.8-litre engine. The pokey 180PS 1.6-litre turbocharged unit is also offered although this is resoundingly trumped by the 240bhp 2.0T unit that features in the range-topping VXR performance variant. Even the entry-level 1.6-litre engine is worth considering, using as it does the Twinport technology already seen on the Corsa whereby one of the two exhaust outlets are closed down at low revs to boost torque and improve fuel economy. The trio of diesel options is made up of a 1.7-litre 100bhp unit, plus beefy 120bhp and 150bhp 1.9-litre powerplants developed by Fiat. As would be expected, all three meet the Euro IV emissions regulations which means that business users won’t have to pay the onerous three per cent ‘benefit in kind’ surcharge that drivers of non-compliant cars get tapped up for. In keeping with the car’s name, only the sporty SXi, SRi, Design and VXR trim levels are offered, all fitted as standard with lowered sports suspension and alloy wheels. There’s also a ‘Panoramic Windscreen’ option, one of the year’s most talked about automotive innovations, which for around £850 extra, gives you a huge section of glass stretching from the top of the bonnet over the passengers’ heads. Vauxhall reckon that it will bring a whole new dimension to driving, especially on scenic roads. The raked roofline looks as if it’ll have taller rear seat passengers entering the number of their chiropractor into the speed-dial but Vauxhall claims that rear seat space is well up to par for two adults. They just didn’t specify what size. The rear seat is a conventional three-abreast bench with a practical 60:40 split system offered as standard or the alternative 40:20:40 layout available as an option. Luggage room is slightly hampered by that rakish roofline but given the cavernous amount of space in the back of the five-door Astra, it’s hard to see carrying capacity being a reason to grumble. Nor, indeed, should the driving characteristics. The Astra was the first car in its class to feature Continuous Damping Control (CDC), electronically controlled shock absorbers that continuously adapt to the road surface and the driver’s style. It’s all part of what Vauxhall dub the Astra’s ‘Interactive Driving System’ (IDS) that can integrate all of the electronic functions in a way that’s a good deal cleverer that you might think. For example, the ESP stability control system beefs up the damper forces first before applying the brakes to the front wheels during extreme cornering manoeuvres making for a more sensitive and less intrusive intervention. Upspec models also feature a ‘Sport’ button so that the suspension settings, accelerator and steering response can easily be adapted to the mood of a driver. It’s something we’ve become used to on premium sports cars but not on a car like this. Despite all of these high tech touches, the Astra still uses a relatively simple torsion beam axle at the back instead of the sophisticated multi-link layouts used by Volkswagen and Ford. Whilst GM executives contend that this system provides good handling while transmitting less noise into the cabin, that forthcoming VXR edition will doubtless betray any flaws in this logic. The Astra Sport Hatch can’t fail. Just look at it. Even if it drove like a Polski-Fiat on its way to the knacker’s yard it would still sell by the boatload. How well the styling will date is open to question but right now, Vauxhall have the sleekest, sexiest sensible money car on the market. Wanting an Astra has just become socially acceptable.

Facts At A Glance CAR: Vauxhall Astra Sport Hatch range PRICES: £15,770-£19,720 - on the road INSURANCE GROUPS: 6-17 CO2 EMISSIONS: 135–221g/km PERFORMANCE: [1.8i] Max Speed 124mph / 0-60mph 10.1s FUEL CONSUMPTION: [1.8i] (urban) 29.1mpg / (extra urban) 50.4mpg / (combined) 39.8mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: Length/width/heightmm 4288/2035/1445mm

FUEL FOR THOUGHT
Vauxhall Plugged An Important Gap In Their Diesel-Powered Astra Range With The 1.3-litre CDTI Variant Featured Here. Jonathan Crouch Checks It Out…

You couldn’t criticise Vauxhall for offering a lack of diesel choice to their Astra customers. After all, no fewer than four CDTI common-rail diesel alternatives are available with the company’s ever-popular family hatchback. The 1.3-litre CDTI model featured here forms the entry-level point in the Astra’s oil-burning range and it’s well worth a look.

Though of only 1.3-litres in size, the 89bhp this unit pumps out is enough to position it only just behind the 100bhp version of the substantially larger 1.7-litre CDTi engine. That CDTI 100 powerplant sits just below the 120 and 150bhp 1.9-litre units that top out the diesel range. These latter three are all also on offer in sporty three-door Sport Hatch form, plus there’s the option of a stylish estate (for a premium of around £1,000). As we said at the beginning then, plenty of choice. But why do Vauxhall feel the need to offer quite so much? The answer is that an increasing number of customers wanting diesel-powered five-door Family Hatchbacks in this class are looking for an engine output of around 90bhp. That’s certainly what the Vauxhall’s arch-rival, Ford’s Focus, can offer in the shape of an 89bhp 1.6-litre TDCi model that sits smack in the all important £14,500-£15,000 price bracket. To match this car with an Astra, you had, before the arrival of the 1.3-litre CDTI variant, to either opt for a 1.7-litre CDTI 100 model and pay more, or go for the now deleted 1.7-litre CDTI 80 variant and sacrifice on power. All of which seemed a bit of a waste to Vauxhall’s product planners when they had the 1.3-litre 89bhp engine sitting on the stocks already being used in their smaller Corsa and Tigra models. Of course, it wasn’t quite as simple as slotting it straight in: the unit had to be tuned specifically to cope with the Astra’s greater weight. Nevertheless, creating the car was a relatively simple operation.

"Overall, the 1.3 CDTI seems like a better alternative than either of the two 1.7-litre diesel options that Vauxhall offers with this model.…"

The 1.3-litre CDTI’s asking price (from £14,500) is, of course, bordering on Focus 1.6 TDCi territory. In comparison to the old entry-level 80bhp Astra diesel, you get a car that makes sixty from rest 1.3 seconds quicker (in 12.7s) and, less significantly, that is 3mph faster flat out (at 107mph). That still makes it slower than the Ford but it’s a little cheaper and there’s 200Nm of torque on offer, so despite the apparently unappetising heavy bodyshell-small engine combination, you shouldn’t have to row the car along with the (6-speed) gear lever too much. Fuel economy of course is superb: this Astra returns 58.9mpg on the combined cycle. Moreover, the engine is Euro IV-compliant and produces a CO2 figure of 130g/km. On the road, the Astra’s is very smooth, the lack of vibration at speed being particularly laudable. Despite being turbocharged, there’s not the elastic power delivery of, say, a Volkswagen TDI engine and acceleration feels more measured and not a frantic struggle to hook up the next gear. One thing that Vauxhall trust will be immediately apparent is the Astra’s ride quality, courtesy of an advanced suspension system. It’s the first car in its class to feature Continuous Damping Control (CDC), electronically controlled shock absorbers that continuously adapt to the road surface and the driver’s style. It’s all part of what Vauxhall dub the Astra’s ‘Interactive Driving System’ (IDS) that can integrate all of the electronic functions in a way that’s a good deal cleverer that you might think. For example, the ESP stability control system now beefs up the damper forces first before applying the brakes to the front wheels during extreme cornering manoeuvres, making for a more sensitive and less intrusive intervention. Vauxhall has tweaked the Astra’s cosmetics a little, with sharper-looking front and rear lights, a revised front bumper, more chrome splashed about the grille and the choice of piano black or matt chrome interior finishing. Sport Hatch models also get a honeycomb front grille. Clever packaging and a long wheelbase have helped to maximise the Astra’s interior space, helped in no small part by the fact that the exterior tale of the tape shows the Astra is one of the biggest cars in it’s class. That sloping roofline looks as if it’ll pinch rear headroom but look a little closer and you’ll notice the sloping line that catches the eye is but a chamfer and the actual roofline arcs higher. Rear headroom is in fact better than the outgoing car and legroom and shoulder room is in another league. A Vauxhall spokesman claimed that the interior of the new Astra fitted like a glove, but as few people we know are shaped like hands, this would seem to present certain problems. Not so. Big doors and surprisingly upright side windows give an airy feel to the interior, although anybody familiar with the look and feel of the latest Vectra’s cabin won’t find much to excite them with the Astra’s fascia. Overall, the 1.3 CDTI seems like a better alternative than the 100bhp 1.7-litre diesel option that Vauxhall also offers in the Astra. As usual with a diesel purchase however, you’ll need to work out whether your annual mileage really will justify the upfront premium. Petrol-engined Astras do, after all, start at around £11,000 and, in 1.4-litre form, get within 15mpg of the diesel Astra’s return at the pumps. You’ll have to do an awfully high mileage to get those sums to add up. If you can however, then in the shape of the 1.3 CDTI, you’ll find yourself with a far more responsive and enjoyable car. And ten years ago, whoever thought we’d be saying that about a diesel?  

Facts At A Glance CAR: Vauxhall Astra 1.3 CDTI PRICES: £14,500-£16,250 – on the road INSURANCE GROUP: 4E CO2 EMISSIONS: 130g/km PERFORMANCE: 0-60mph – 12.7s / Max Speed – 107mph FUEL CONSUMPTION: (urban) 45.6mpg / (extra urban) 70.6mpg / (combined) 58.9mpg STANDARD SAFETY FEATURES: Twin front and side airbags, anti-lock brakes WILL IT FIT IN YOUR GARAGE ?: Length/Width/Heightmm 4249/2030/1460mm WHO TO SEE:

HEAVY HITTERS
Vauxhall Have Certainly Upped The Ante With The Latest Range Of Astra Diesels. Andy Enright Reports

Unless you’ve been living under a rock recently, you probably won’t need us to remind you quite how good the latest Vauxhall Astra is. It has changed the perception of the model from a car you were given if you’d repeatedly parked in your fleet manager’s reserved spot to something you could conceivably buy if you were putting your hand in your own pocket. Of all the models available, the diesel versions probably represent the most attractive choices.

Four diesel engines are available, there are 1.3-litre 90 and 1.7-litre 100bhp options as well as a beefy 1.9-litre powerplant (offered in 120 and 150bhp guises) that has been developed by Fiat. As would be expected, all meet the Euro IV emissions regulations. Prices start at a very reasonable £14,500 for the 90bhp Life edition, with the 100bhp models starting at £15,350. Add around £1,000 and you can land yourself an estate. Three-door Sport Hatch models come with 100, 120 or 150bhp diesels and cost from £16,700. On the road, the 100bhp unit feels willing enough, accelerating to 60mph in 11.3 seconds on the way to a top speed of 115mph. A combined fuel economy figure of 56.5mpg won’t give too much cause for complaint given the performance on offer, nor will the emissions figure of 135g/km. The 1.7-litre diesels aren’t the most refined oil burners you can buy but they both pull strongly from low revs and make some very respectable figures. Should you choose to place an order for the potent 1.9-litre unit, you should find it worth the wait. Despite the engine being turbocharged, there’s not the elastic power delivery of the old Volkswagen 1.9-litre TDI engine and acceleration feels more measured and not a frantic struggle to hook up the next gear. Performance is excellent, the 150bhp 1.9-litre engine hauling the Astra to 60mph in 8.4 seconds with a combined fuel economy figure – given a more measured application of right clog – of 50.4mpg. Emitting just 151g/km of carbon dioxide per kilometre, this car will doubtless fulfil Vauxhall’s brief for the Astra, namely that it will be just as desirable for private and company users alike.

"The tale of the tape shows the Astra is one of the biggest cars in its class"

Vauxhall has tweaked the Astra’s cosmetics a little, with sharper-looking front and rear lights, a revised front bumper, more chrome splashed about the grille and the choice of piano black or matt chrome interior finishing. Sport Hatch models also get a honeycomb front grille. One thing that Vauxhall trust will be immediately apparent is the Astra’s ride quality, courtesy of an advanced suspension system. It’s the first car in its class to feature Continuous Damping Control (CDC), electronically controlled shock absorbers that continuously adapt to the road surface and the driver’s style. It’s all part of what Vauxhall dub the Astra’s ‘Interactive Driving System’ (IDS) that can integrate all of the electronic functions in a way that’s a good deal cleverer that you might think. For example, the ESP stability control system now beefs up the damper forces first before applying the brakes to the front wheels during extreme cornering manoeuvres, making for a more sensitive and less intrusive intervention. Upspec models will also feature a ‘Sport’ button so that the suspension settings, accelerator and steering response can easily be adapted to the mood of a driver. It’s something we’ve become used to on premium sports cars but not on a family hatchback. Despite all of these high tech touches, the Astra still uses a relatively simple beam axle at the back instead of the sophisticated multi-link layouts used by Volkswagen and Ford. Whilst GM executives contend that this system provides good handling while transmitting less noise into the cabin, the more powerful Astra variants will doubtless show up any flaws in this logic. Clever packaging and a long wheelbase have helped to maximise the Astra’s interior space, helped in no small part by the fact that the exterior tale of the tape shows the Astra is one of the biggest cars in it’s class. That sloping roofline looks as if it’ll pinch rear headroom but look a little closer and you’ll notice the sloping line that catches the eye is but a chamfer and the actual roofline arcs higher. Rear headroom is in fact better than the outgoing car and legroom and shoulder room is in another league. A Vauxhall spokesman claimed that the interior of the new Astra fitted like a glove, but as few people we know are shaped like hands, this would seem to present certain problems. Not so. Big doors and surprisingly upright side windows give an airy feel to the interior, although anybody familiar with the look and feel of the latest Vectra’s cabin won’t find much to excite them with the Astra’s fascia. You’ll need to sit down and carefully consider which Astra model best suits your budget. Don’t believe the party line that diesel models are cheap to run as the initial upfront costs will offset any benefits in fuel consumption if you’re a medium to low mileage private buyer. What can’t be argued against is the sheer driveability of the Astra diesel models. If you appreciate instant overtaking ability and have an aversion to Tiger Tokens, you know what to do.

Facts At A Glance CAR: Vauxhall Astra CDTi range PRICES: £14,500-£18,855 - on the road INSURANCE GROUPS: 4-7 CO2 EMISSIONS: 132–135g/km PERFORMANCE: [80bhp CDTi ECOTEC] Max Speed 104mph / 0-60mph 14.0s FUEL CONSUMPTION: [80bhp CDTi ECOTEC 5-door hatch] (city driving) 34.4mpg / (rural/highway driving 54.3mpg / (combined) 57.6mpg STANDARD SAFETY FEATURES: Twin airbags / ABS WILL IT FIT IN YOUR GARAGE?: [5-door hatch] Length/width/heightmm 4249/2030/1460mm

ASTRA NOMICAL
The Hottest Astra Ever Weighs In With A Sledgehammer 240bhp Punch. Andy Enright Reports

It was a long time coming but the wait was worth it. While Volkswagen’s Golf was ruling the roost, engineers at Vauxhall were putting the finishing touches to a car equipped to wield a decisive horsepower advantage against Wolfsburg’s finest. With no less than 240bhp on tap, Vauxhall’s Astra VXR looks like the hottest hatch ticket it’s currently possible to buy.

Yes, we’ve seen V6 hatches that theoretically have more power but they’re heavier and, of course, much more expensive. What’s more, it’s a fair bet that none of them will be able to keep pace with the Astra VXR down a typically bumpy British country road. Think instead of the Astra VXR as a car more in the mould of the old Honda Civic Type-R albeit with another 40bhp to call upon. Performance really is searing, with 60mph being dispatched in around six seconds. Traction off the line is surprisingly good for a car with a powerful and lightweight engine driving the front wheels and only in damp conditions does the traction control system get a good workout. Once on the move, there’s less in the way of torque steer than is present in, say, a Ford Focus RS and despite the firm suspension and optional 19-inch alloys that most will choose, the ride is reasonably malleable. It’s certainly a good deal more compliant than a Peugeot 206 GTi 180 was. Comparisons such as these are necessary in order to provide a frame of reference for a car that moves the goalposts quite dramatically. This sort of power from a hatch costing £19,185 requires some mental readjustment. From the outside, the Astra VXR is distinguished by 18-inch alloys (19-inch optional), a body-coloured V-grille, ground- hugging side skirts, a rear spoiler and revised bumper assemblies, along with neat detail touches such as its Arden Blue front and rear brake callipers and VXR badges. Inside, there are Recaro seats, revised instruments incorporating VXR logos, a three-spoke sports steering wheel, carbon-effect inserts on the doors and facia and an alloy gearknob, also with VXR detailing. Vauxhall has tweaked the Astra’s cosmetics a little, with sharper-looking front and rear lights, a revised front bumper, more chrome splashed about the grille and the choice of piano black or matt chrome interior finishing. Sport Hatch models like the VXR also get a honeycomb front grille.

"240bhp is serious power by hot hatch standards"

Final production tweaks to the suspension were carried out by Lotus and there’s little to criticise with the meaty steering. The seating position may well feel a little elevated for taller drivers and visibility with the chunky windcsreen and C-pillars is an issue. Nevertheless, the Astra VXR is an easy car to position accurately through a corner and honing the line with the use of the accelerator pedal is simplicity itself. Customer cars get a full Brembo brake package that should offer devastating stopping power. It all harks back to the mighty Vauxhall Astra GTE 16v of 1989. This retailed for £14,127 and boasted 156bhp at a time when most hot hatch fans had to either satisfy themselves with 132bhp of Escort RS Turbo, 130bhp of Peugeot 309GTi or139bhp of Golf GTi 16v. In short, the Astra’s pace revolutionised the market, its light weight ensuring that it could notch 60mph in less than seven seconds. Until that time, such a feat was the preserve of exotics like the Lancia Delta HF Integrale. In many respects, this marked the beginning of the end of the first hot hatch boom as insurers recognised that such rapid vehicles were falling into undesirable hands. Premiums skyrocketed and we were plunged into an ice age of dull warm hatches that was to last for some time. Thankfully, advances in safety and security mean that today’s premium hatches can be affordable to those they were originally marketed towards. The Astra VXR is a case in point. Back in the early nineties a car with this power would have been uninsurable but today it’s quite within the budget of many twenty somethings. They’re sure to appreciate its aggressive spoiler kit, neat alloy wheels, projector lamp kit and high waisted body. The raked roofline looks as if it’ll have taller rear seat passengers entering the number of their chiropractor into the speed-dial but Vauxhall claims that rear seat space is well up to par for two adults. They just didn’t specify what size. The rear seat is a conventional three-abreast bench with a practical 60:40 split system offered as standard or the alternative 40:20:40 layout available as an option. Luggage room is slightly hampered by that rakish roofline but given the cavernous amount of space in the back of the five-door Astra, it’s hard to see carrying capacity being a reason to grumble. Besides, it’s doubtful that too may customers are going to complain about the height of the rear loading lip after they’ve unleashed all 240bhp down a motorway slip road. The Astra chassis is one of the best available in its class and despite featuring a supposedly inferior torsion beam rear suspension set up, the ride is supple and lateral grip is excellent. Only when cornering hard over choppier sections of tarmac does the rear suspension not feel quite as slick as the multi link layout of a Golf or a Focus, but there are benefits in terms of packaging. Cornering roll is minimal, which encourages you to throw the car into corners with greater gusto. You can do so later too thanks to meaty brakes which are so powerful you’ll thrill at their bite. Watch other road users apply their brakes and then sail past them, relying on the VXR’s astonishing powers of retardation. Gearboxes are not a Vauxhall strongpoint and this close ratio example certainly could be slicker. It is however, one of the company's better efforts. Vauxhall’s Astra VXR has the powerplant, the looks and the capability to become a very big hit indeed and the staff at Vauxhall have convinced us that the VXR badge is something to be taken seriously. Although Ford’s Focus ST and the all-new Honda Civic Type-R have a clear target to aim at, something tells me that Vauxhall aren’t unduly worried.

Facts At A Glance CAR: Vauxhall Astra VXR PRICE: £19,155 - on the road CO2 EMISSIONS: 223g/km INSURANCE GROUP: 17 PERFORMANCE: Max Speed 152mph / 0-60mph 6.2s FUEL CONSUMPTION: (average) 30mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4288/2035/1425mm

WARM SPELL PREDICTED
Vauxhall’s Astra Has Received Many Plaudits Since Its Launch. Steve Ghosley Takes A Look At The Sporting Credentials Of The SXi Range…

For those who aspire to drive an Astra VXR or SRi but lack the cash to realise their ambition, Vauxhall may have a cunning compromise to satisfy those desires, at least partially. It comes in the form of the Astra SXi range that we look at here. ‘Hot Hatch’ it is never going to be but it could be warm enough to entertain sufficiently to satisfy those with mild sporting tendencies.

The engine line-up kicks off with a 90bhp 1.4-litre petrol unit, alongside a 114bhp 1.6-litre engine. Both the 1.4 and 1.6-litre powerplants use the Twinport technology as already seen on the Corsa whereby one of the two exhaust outlets is closed down at low revs to boost torque and improve fuel economy. With 105bhp on tap, you’re not going to detach your retinas through sheer acceleration in an Astra SXi 1.6-litre hatch, but there’s enough pep there to entertain. The sprint to 60mph is dispatched in 10.9 seconds and a top speed of 119mph is attainable if you have an airfield or can plead diplomatic immunity from prosecution. More apposite figures are the 43.5mpg overall fuel consumption figure and the meagre 156g/km of CO2 that’s emitted from the tailpipe every kilometre. One diesel engine is available, a 1.7-litre CDTi unit in 100bhp form. As would be expected, it meets the Euro IV emissions regulations which mean that business users won’t have to pay the onerous three per cent ‘benefit in kind’ surcharge that drivers of non-compliant cars get tapped up for. On the road, the 100bhp unit feels willing enough, accelerating to 60mph in 11.3 seconds on the way to a top speed of 115mph. A combined fuel economy figure of 56.5mpg won’t give too much cause for complaint given the performance on offer, nor will the emissions figure of 135g/km. All models come with Vauxhall’s five-speed manual gearbox and the 1.6-litre petrol also has the option of the Easytronic clutchless manual system. A five door hatch and an estate are on offer alongside a three door Sport Hatch version.

"Cornering roll is minimal, which encourages you to throw the car into corners with greater gusto"

Vauxhall has tweaked the Astra’s cosmetics a little, with sharper-looking front and rear lights, a revised front bumper, more chrome splashed about the grille and the choice of piano black or matt chrome interior finishing. Sport Hatch models also get a honeycomb front grille. As befits its semi-sporting nature, this SXi features lowered suspension, sports front seats, three-spoke leather-covered steering wheel, air-conditioning, full-size curtain airbags, front fog lights and CD30 stereo radio/CD player. Mind you, many ‘sporting’ Vauxhalls have featured such things in recent years, yet serious drivers have ventured out in them only to be bored and disappointed. Not so this time. Cornering roll is minimal, which encourages you to throw the car into corners with greater gusto. You can do so later too, thanks to excellent brakes which allow you to drive the car pretty hard but also safely. Watch other road users apply their brakes and then sail past them, relying on the SXi’s impressive powers of retardation. Gearboxes are not a Vauxhall strongpoint and this close ratio example certainly could be slicker. It is however, one of the company's better efforts. The steering is responsive too, with plenty of feedback when you want it, yet usefully light when you don't. The suspension is said to be ‘sporting’. Of course, we've had stiff suspension set-ups on Astras before - but at a cost; a ride that shook the fillings out of your teeth. Here, thankfully, it’s different. In fact, the SXi's ride is arguably class-leading, thanks to the way it handles poor surfaces with accomplished ease. This is complemented by impressive levels of refinement; you feel you could drive this warm hatch all day without getting tired of it. The driving position helps in this regard, second to none in the class, with height adjustment on both the driver's seat and a height and reach-adjustable leather-trimmed chunky three-spoke steering wheel. The pedals are perfectly aligned and the sports seats supportive, with bucket-like side bolsters. Certainly, you don't need to go very far to realise that you're at the wheel of an uncommonly well-engineered car. The standard safety features include ABS Brakes with Brake Assist (EBA) and Brakeforce Distribution (EBD) as well as Cornering Brake Control (CBC). Despite all of these high tech touches, the Astra still uses a relatively simple beam axle at the back instead of the sophisticated multi-link layouts used by Volkswagen and Ford. That’s not to say that practicality has been sacrificed at the altar of styling. Clever packaging and a long wheelbase have helped to maximise the car’s interior space, helped in no small part by the fact that the exterior tale of the tape shows the Astra is one of the biggest cars in it’s class. That sloping roofline looks as if it’ll pinch rear headroom but look a little closer and you’ll notice the sloping line that catches the eye is but a chamfer and the actual roofline arcs higher. Rear headroom is in fact better than the old-shape car and legroom and shoulder room is in another league. A Vauxhall spokesman claimed that the interior of this Astra fitted like a glove, but as few people we know are shaped like hands, this would seem to present certain problems. Not so. Big doors and surprisingly upright side windows give an airy feel to the interior, although anybody familiar with the look and feel of the latest Vectra’s cabin won’t find much to excite them with the Astra’s fascia. The Astra SXi range offers hot hatch looks at warm hatch prices which makes a lot of sense these days on our congested roads. It won’t set the world on fire but the superb engineering of the Astra’s package ensures that this car is rewarding and fun to drive.

Facts At A Glance CAR: Vauxhall Astra SXi range PRICES: £14,415 - £17,100 - on the road CO2 EMISSIONS: 138-156g/km INSURANCE GROUPS: 5E-6E PERFORMANCE: Max Speed 119mph / 0-60mph 10.9s [1.6] FUEL CONSUMPTION: (Combined) 43.5mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Height mm 4249/2030/1460mm

A MORE GENEROUS ESTATE
Size may not be everything but in the estate market it’s still a big deal. Andy Enright sizes up Vauxhall’s current Astra Estate…

If you’re in the market for a compact estate car, Vauxhall may well have your number. Whether you knew it or not, that number is 1,570. That’s the amount of cubic litres of space in the back of the latest Astra estate with the rear seats folded down and it’s a big number. Bigger than you might expect of an Astra estate but then this car does have a trick or two up its sleeve.

When the Astra hatch was announced, Vauxhall made great play of the fact that they could design a sleek, sexy looking car without too much emphasis on overall practicality, due in no small part to the fact that they could rely on their more practical cars like the Zafira for the more family-friendly duties. Therefore when they announced an estate version of the hatch, many jumped to the conclusion that it would be something of a half measure. Nothing could be further from the truth. In fact, we should have seen this one coming. When Vauxhall announced the Vectra estate, they used the stretched chassis of the Signum as a basis, this giving excellent load lugging abilities and ample passenger room. They’ve adopted a similar tack with the Astra estate, using a stretched version of the Astra hatch chassis with another nine centimetres stitched into the car’s wheelbase and longer rear overhangs to give a fairly spacious luggage compartment. Although rivals from Ford, Peugeot and Renault may be able to offer more in the way of total volume, the Vauxhall counters by dint of its sheer practicality.

"Vauxhall have thought long and hard about the way people who buy these sorts of cars really use them"

For a start, the load bay has straight side walls and storage areas below the floor and in either side, maximising the amount of genuinely useable space available. A stainless steel rim protects the conveniently low boot sill from scratches. The rear bench seat splits 60/40 although there is an option of a nattier 40/20/40 split system. Vauxhall’s FlexOrganiser is also offered as an option. This system organises the rear loading space into separate compartments and now features horizontal side rails in anodised aluminium. We tried in vain but could not find a FluxCapacitor anywhere on Vauxhall’s long options list for the Astra Estate. An automatic levelling system, a trailer stability program and Hill Start Assist, on the other hand, can be specified. Flat roof rails, which will also be familiar to Signum customers, are fitted as standard. Choose between black and silver. The estate’s styling is integrated and sleek, the longer wheelbase giving it real presence. The rear light clusters are distinctive, with an angular three-dimensional look that clearly differentiates the rump of the Estate version. Load lugger or otherwise, Vauxhall haven’t compromised the Astra estate’s driving dynamics and it’s fitted with the same advanced suspension system as the hatch. It’s the first car in its class to feature Continuous Damping Control (CDC), electronically controlled shock absorbers that continuously adapt to the road surface and the driver’s style. It’s all part of what Vauxhall dub the Astra’s ‘Interactive Driving System’ (IDS) that can integrate all of the electronic functions in a way that’s a good deal cleverer that you might think. For example, the ESP stability control system beefs up the damper forces first before applying the brakes to the front wheels during extreme cornering manoeuvres making for a more sensitive and less intrusive intervention. Upspec models also feature a ‘Sport’ button so that the suspension settings, accelerator and steering response can easily be adapted to the mood of a driver. It’s something we’ve become used to on premium sports cars but not on a family hatchback. Despite all of these high tech touches, the Astra still uses a relatively simple beam axle at the back instead of the sophisticated multi-link layouts used by Volkswagen and Ford. Whilst GM executives contend that this system provides good handling while transmitting less noise into the cabin, the more powerful Astra variants do show up some flaws in this logic. The engine line up consists of the usual wide selection of powerplants, some new, some familiar and some heavily revised. Recent changes include the addition of a new 1.6-litre petrol turbo unit, developing 178bhp. This same engine is offered in TWINPORT guise without the turbo, developing 114bhp. These changes apart, the line-up kicks off with an 85bhp 1.4-litre petrol unit, with the familiar 125bhp 1.8-litre engine sitting above the new TWINPORT powerplant. There’s a 200bhp 2.0-litre turbo petrol unit for those after some serious speed. Three diesel engines are available in 1.7-litre 100 and 1.9-litre 120bhp forms plus a beefy 150bhp 1.9-litre powerplant that has been developed by Fiat. As would be expected, all three meet the Euro IV emissions regulations which means that business users won’t have to pay the onerous three per cent ‘benefit in kind’ surcharge that drivers of non-compliant cars get tapped up for. Vauxhall could have performed a quick and easy conversion to turn the Astra hatch into an estate. They could have conjured up all sorts of pretentious ‘lifestyle’ excuses as to why it had no real carrying capacity. Instead they went about the job properly, lengthening the chassis and thinking long and hard about the way people who buy these sorts of cars really use them. If you’re looking for a not so compact estate car, your Vauxhall dealer could well be your first and last port of call.

Facts At A Glance CAR: Vauxhall Astra Estate range PRICES: £14,065 - £19,305 - on the road INSURANCE GROUPS: 5-16 CO2 EMISSIONS: 132–218g/km PERFORMANCE: [100bhp CDTi] Max Speed 112mph / 0-60mph 11.5s FUEL CONSUMPTION: [100bhp CDTi] (urban) 43.5mpg / (extra urban) 65.7mpg / (combined) 55.4mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: Length/width/heightmm 4375/2030/1460mm

RING LEADER
Named after the world’s greatest racetrack, the Astra VXR Nurburgring Edtion looks to retain pole position for Vauxhall in the hot hatchback sector. Steve Ghosley reports.

Not content to have one of the hottest hatchback tickets that it’s currently possible to buy on its books, Vauxhall seems determined to reinforce the point with its latest version of the fiery Astra VXR – the Nurburgring Edition. Sporting a unique production number on each vehicle, the Astra VXR Nurburgring Edition should appeal to those seeking individuality in a car that also comes with genuine performance.

From the outside, the Astra VXR is distinguished by an exclusive all-white paint finish and lightweight white 18-inch alloys which are equipped with bespoke Dunlop tyres. These distinctive features are complemented by dark tinted windows, carbonfibre-effect mirrors and B-pillars plus chequered flag body graphics on the roof. UK-specification models will also be fitted with a Remus Sports Exhaust developed with Vauxhall’s BTCC race team – Triple-Eight Race Engineering. Inside, the Nurburgring theme continues with carbonfibre detailing on the door trims and facia, Nurburgring circuit graphics embossed on the unique Recaro front seat backrests and the individually numbered plaque showing the car’s build number. The Astra VXR Nurburgring Edition is mechanically similar to the standard VXR, producing 240PS in factory tune. This allows it to sprint from 0-60 mph in just 6.2 seconds and on to an electronically-limited top speed of 155mph. Yes, we’ve seen V6 hatches that have more power but they’re heavier and, of course, much more expensive. What’s more, it’s a fair bet that none of them will be able to keep pace with this Astra down a typically bumpy British country road. Traction off the line is surprisingly good for a car with a powerful and lightweight engine driving the front wheels and only in damp conditions does the traction control system get a good workout. Once on the move, there’s less in the way of torque steer than is present in, say, a Ford Focus RS and despite the firm suspension, the ride is reasonably malleable. It’s certainly a good deal more compliant than a Peugeot 206 GTi 180 was. Comparisons such as these are necessary in order to provide a frame of reference for a car that moves the goalposts quite dramatically. This sort of power from a hatch costing £21,295 requires some mental readjustment.

"Traction off the line is surprisingly good for a car with a powerful and lightweight engine driving the front wheels…"

Final production tweaks to the suspension were carried out by Lotus and there’s little to criticise with the meaty steering. The seating position may well feel a little elevated for taller drivers and visibility with the chunky windcsreen and C-pillars is an issue. Nevertheless, the Astra VXR is an easy car to position accurately through a corner and honing the line with the use of the accelerator pedal is simplicity itself. Customers’ cars get a full Brembo brake package finished in VXR trademark blue that offers devastating stopping power. It all harks back to the mighty Vauxhall Astra GTE 16v of 1989. This retailed for £14,127 and boasted 156bhp at a time when most hot hatch fans had to either satisfy themselves with 132bhp of Escort RS Turbo, 130bhp of Peugeot 309GTi or139bhp of Golf GTi 16v. In short, the Astra’s pace revolutionised the market, its light weight ensuring that it could notch 60mph in less than seven seconds. Until that time, such a feat was the preserve of exotics like the Lancia Delta HF Integrale. In many respects, this marked the beginning of the end of the first hot hatch boom as insurers recognised that such rapid vehicles were falling into undesirable hands. Premiums skyrocketed and we were plunged into an ice age of dull warm hatches that was to last for some time. Thankfully, advances in safety and security mean that today’s premium hatches can be affordable to those they were originally marketed towards. The Astra VXR Nurburgring Edition is a case in point. Back in the early nineties a car with this power would have been uninsurable but today it’s quite within the budget of many twenty somethings. They’re sure to appreciate its aggressive spoiler kit, neat alloy wheels, projector lamp kit and high waisted body. The raked roofline looks as if it’ll have taller rear seat passengers entering the number of their chiropractor into the speed-dial but Vauxhall claims that rear seat space is well up to par for two adults. They just didn’t specify what size. The rear seat is a conventional three-abreast bench with a practical 60:40 split system offered as standard or the alternative 40:20:40 layout available as an option. Luggage room is slightly hampered by that rakish roofline but given the cavernous amount of space in the back of the five-door Astra, it’s hard to see carrying capacity being a reason to grumble. Besides, it’s doubtful that too may customers are going to complain about the height of the rear loading lip after they’ve unleashed all 240bhp down a motorway slip road. The Astra chassis is one of the best available in its class and despite featuring a supposedly inferior torsion beam rear suspension set up, the ride is supple and lateral grip is excellent. Only when cornering hard over choppier sections of tarmac does the rear suspension not feel quite as slick as the multi link layout of a Golf or a Focus, but there are benefits in terms of packaging. Cornering roll is minimal, which encourages you to throw the car into corners with greater gusto. You can do so later too thanks to meaty brakes which are so powerful you’ll thrill at their bite. Watch other road users apply their brakes and then sail past them, relying on the VXR’s astonishing powers of retardation. Gearboxes are not a Vauxhall strongpoint and this close ratio example certainly could be slicker. It is however, one of the company's better efforts. The Astra VXR Nurburgring Edition is a neat solution by Vauxhall to refresh interest in the VXR brand. Much of the pre-production development work was carried out at the Nurburgring in Germany, so the name is entirely appropriate. Whether cars of this ilk are still relevant on the roads in this country that are furnished with over 6,000 speed cameras is a point for heated debate. As as a searingly fast hot hatch it certainly ticks all the boxes.

Facts At A Glance CAR: Vauxhall Astra VXR Nurburgring Edition PRICE: £21,295 - on the road CO2 EMISSIONS: 223g/km INSURANCE GROUP: 17 PERFORMANCE: Max Speed 155mph / 0-60mph 6.2s FUEL CONSUMPTION: (average) 30mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4288/2035/1425mm