New Opel Astra: review, opinion and buying guide

After our first static hands-on with the new Opel Astra, we were eager to drive the sixth generation of the German compact. And we have finally been able to take the wheel at the national press presentation held in Madrid. Few kilometres for such a new car, but enough to get a first impression of what the new Astra offers before a more in-depth test. And what we have seen, touched and felt convinces us.

A look at the features of the new Opel Astra

For now, Opel is launching the new Astra in Spain with a five-door body; the estate version, the new Astra Sports Tourer, will soon be available to order too, a very interesting alternative for anyone who values or needs greater capacity and versatility when loading the boot. Built on the Stellantis group platform called EMP2, which is also used by, among others, the Peugeot 308 and the Citroën C4, its proportions are in line with what is customary in the segment, with a length of 4.37 metres, just 4 mm more than the previous model, although it does grow considerably in width, by about 5 centimetres.

One of its main qualities, as we will see later, is how well the cabin is utilised relative to the exterior size, largely thanks to the 13 mm increase in wheelbase. But before entering the interior, the body design of the new Astra catches the eye. On the one hand, because it is still a model rarely seen on the road; on the other, thanks to the distinctive front that the brand calls the Opel Vizor, debuted on the Mokka, as well as its angular lines, when today rounder designs are more common. It must also be said that in some body colours, such as yellow or the two-tone finishes – available on the higher trim versions – it is very eye-catching.

The engine range lets you choose between petrol, diesel or plug-in hybrid powertrains; now we go into more detail on this section. An all-electric version is already announced for 2023.

Engines of the new Opel Astra: petrol and diesel

The combustion engines of the new Opel Astra are already well known. In petrol, the 1.2-litre three-cylinder block with direct injection and turbocharger comes in two versions, with 110 CV and 205 Nm of torque, or with 130 CV and 230 Nm of torque. The diesel alternative is the 1.5 four-cylinder with 130 CV and a maximum of 300 Nm of torque. Except for the 110 CV 1.2 engine, which is only paired with a 6-speed manual gearbox, on some trim versions of the two most powerful variants you can opt for the AT8 8-speed automatic gearbox, which carries a surcharge of about 1,750 euros, and I find it highly recommendable for how it works.

All versions stand out for a good balance between performance and homologated consumption, although none is offered with the option of mild hybridisation, which would give access to the ECO environmental label from the DGT; if you want an “ECO” Astra, it will have to be the plug-in hybrid, which goes straight to the ZERO label.

For the same trim level, the 130 CV petrol version carries a surcharge of about 1,000 euros over the 110 CV, which is worth paying; in fact, the 110 CV Astra is only offered with the entry-level Edition trim, which means you have to look higher if you want more equipment and don’t want to tick a long list of options. Moreover, the greater ease of use and better performance of the more powerful version do not compromise consumption, quite the opposite: with more thrust available from fewer revs, the 130 CV petrol Astra needs less use of the gearbox and, in the long run, uses the same or less fuel than the 110 CV. Mind you, both are engines that can be very frugal if you drive gently, but they have always been known as “gluttons” if you use the enthusiasm they are capable of delivering.

Diesel consumption does not vary with driving pace the way petrol does; and from the start it uses less, around 1.5-2 l/100 km on average in real use. It has performance very similar to the 130 CV 1.2 petrol which, despite being a three-cylinder, does beat the diesel for smoothness and refinement, although the difference is not large. Another point in favour of diesel is that it no longer demands a much larger outlay: it costs between 600 and 700 euros more than petrol, a difference you will recoup quickly thanks to its lower consumption. But I wouldn’t recommend it if you will mainly do city driving and very little motorway; as you know, diesels used mostly in town are still more prone to faults (particulate filter, EGR, airflow meters…).

The plug-in hybrid Opel Astra: with ZERO label

Opel offers from the start of sales the Astra PHEV, with 180 CV, to which a second version with 220 CV will be added from mid-2022. It uses the same technology used by other plug-in hybrid models in the Stellantis group, combining the 1.6 turbo petrol engine with an electric motor – with 150 CV and 110 CV respectively – and a battery that, in the case of the Astra, has a capacity of 12.4 kWh. This allows it to claim an electric-only range of up to 60 km, on the WLTP cycle. The top speed of the 180 CV Astra PHEV is 225 km/h – 135 km/h in electric mode – with acceleration from 0 to 100 km/h in 7.6 seconds.

The Astra PHEV includes as standard a 3.7 kW onboard charger, enough to recharge comfortably at home overnight. Optionally you can request a 7.4 kW one, while using a 22 kW charging point it is possible to recharge the battery in about two hours. Compared with the combustion engine versions, the boot loses about 70 litres of capacity, although its 350 litres still keep it among the best in its class.

During my brief first drive of the plug-in hybrid version of the new Opel Astra I could confirm what we already know from other cars with this powertrain: it offers a notable driving experience and very low consumption, around 2-2.5 l/100 km, while the battery has charge and the car is driven in hybrid mode with a certain smoothness. There are also genuinely sporty performance figures if you select the Sport programme on the drive-mode selector. But the battery lasts less than expected: it is hard to exceed 40 km in electric mode except in strictly urban driving, and it is difficult to cover more than 150 km without fully depleting it in hybrid mode. From that point on, the best approach is to plan on average consumption closer to 9 than to 7 litres per 100 km… until you can recharge again.

The new Opel Astra inside

Opel has pursued one principle when designing the dashboard of the new Astra: offering maximum comfort with minimum distraction. And it achieves it. The design conveys a sense of minimalism, without overdoing it. Again we find Opel’s “Pure Panel”, with two integrated screens for the instrumentation and the multimedia system that can each be 10 inches. The multimedia screen seems excellent to me, although the instrument screen has a bit more “flair” in its graphics and in the way it presents information. As an option you can fit a head-up display that works very well, and can project onto the windscreen even the map and directions from the navigation system. With the presentation called Pure Panel, the screens sit in a black plastic surround that does not give the same sense of quality and sophistication as the Pure Panel Pro, with flush screens as if they had no frame and protected by reinforced glass.

The driving position feels very low, which I personally like. Visibility is good, the seats in the GS Line and Ultimate versions are excellent for comfort and support, and there is ample room to empty your pockets. In addition, the row of physical buttons under the central screen is welcome, allowing access to certain functions, such as adjusting the climate control, without having to navigate the touchscreen menus… or “conversing” with the voice recognition system, which is not always as chatty as one would like. The quality of materials, as well as their fit, is at a good level; if you look for them, you will find materials that do not live up to the rest, and in some versions the “piano black” finish is overused, which attracts dirt and dust and causes unwanted reflections.

I mentioned earlier that one of the qualities of the new Astra is its interior space. The rear seats have good knee room and headroom, and the more than 420 litres of boot capacity, which place it above average, also offer the versatility provided by the two-height adjustable floor.

There are four trim levels, called Edition, Elegance, GS Line and Ultimate. All include LED headlights, parking sensors and connectivity for Apple CarPlay and Android Auto without the need for a cable. The driver assistance systems, which include every one of the latest generation, are grouped under the Intelli-Drive 1.0 system, based on a multifunction camera mounted on the windscreen, four perimeter cameras, radar sensors at the corners of the car and ultrasonic sensors. Notable is the evolution of the IntelliLux LED Pixel matrix lighting system, with 84 LEDs per headlight, which in the Grandland and Insignia has already shown us it is among the best in its class.

On the road with the new Opel Astra: which one to choose?

Pending more kilometres, I dare say the new Opel Astra sits among the compacts with the best balance for those looking for a car that is agile and precise to drive, without sacrificing ride comfort. The steering feels light at low speed and in manoeuvres, but it inspires confidence in corners and composure on the motorway.

One more reason to choose the automatic versions, besides how well it works without compromising consumption, is how clear the centre console is; in fact, in the manual versions your elbow may brush the centre armrest when selecting even gears, even though the armrest is practically flush with the console between the seats. The good overall comfort is helped by the well-judged insulation, against both wind and mechanical noise.

My recommended choice would be the 1.2 Turbo 130 CV Astra with automatic gearbox and GS Line trim, which currently has a list price without offers of 30,480 euros. That is what a Volkswagen Golf 1.5 TSI 130 CV costs in Life trim (less equipped), but more than a Seat León eTSI DSG FR, which costs 29,000 euros and carries an ECO label. Taking list prices into account, a Peugeot 308 GT 130 CV with EAT8 gearbox, with which the Astra shares its platform and mechanics, is about 1,800 euros more expensive.

For tighter budgets, I would opt at the very least for the 130 CV 1.2 T Astra in Edition trim, which starts from 25,700 euros. The plug-in hybrid starts from 33,667 euros in Edition trim, up to more than 40,000 euros for the top-of-range Ultimate equipment.

New Opel Astra image gallery