It is going to be very difficult to discern the differences between the outgoing ‘Vauxhall’ and the incoming ‘PSA’ versions of the latest Astra model, because, to all intents and purposes they are identical, until you peek beneath the bonnet. Of course, as it is nudging four years since the last version of the Astra shocked us all with its excellence, it is inevitable that some minor detail nips-and-tucks have been carried out. It is what happens in the time-line conventions of carmakers.
However, it is all-change for the drivetrain, which is now entirely French. In other words, the PSA Group (which also owns Peugeot, Citroen and DS brands) has installed its three-cylinder petrol and diesel power units, with associated transmissions. The petrols are available in both 1.2 (107, 127 and 142bhp) and 1.4-litre (142bhp) forms, while the diesel is 1.5-litre (102 and 119bhp) displacement. The standard gearbox is a 6-speed manual, with a 7-speed but stepless CVT transmission available on the 142bhp 1.4-litre hatch and estate, with a new 9-speed automatic optional on the 119bhp 1.5-litre diesel hatch. All engines are turbocharged and feature CO2 emissions rated from 94 to 120g/km, with excellent Official Combined WLTP fuel returns of up to 64.2mpg.
Efficiency was the target and Vauxhall can now claim that it has the best in class virtually across its entire line-up of new models, a factor helped by its exceptional drag factor of 0.26Cd, a carryover from the previous car. Yet, the new Astra also features a twin-shutter radiator grille, with a pair of electronically controlled elements that can open and close independently of each other, thereby aiding thermodynamic efficiency (warming-up quicker), while improving fuel economy. The weight reductions carried out for the outgoing model fit well with the new PSA hardware.
Bearing in mind the current antipathy towards diesel, I determined that the punchiest 1.2-litre petrol was the best model to sample. Its 0-60mph acceleration time of just 8.5s and 134mph top speed are hugely impressive but I do feel that the four-cylinder units used by VW Group and other rivals are more refined. Yet, the three-pot unit does provide a characterful bark at the top end of its register. The six-speed manual stick moves around the gate fluently, with near Japanese precision. I was a strong fan of the previous Astra for the dramatic changes it advanced in terms of road-holding and handling balance. If anything, the PSA hardware, which is lighter than the GM alternative, has made the new Astra’s handling even crisper, more fluent and much more fun to indulge in. It makes the new Focus feel poorly resolved.
If you want a Mark designation, I would call this the Astra Mark 7b. It is a truly fantastic car in hatchback form, although I would steer clear of the CVT and I am informed that the 9-speed auto is not the best of its type.
