Not only has the bland look of old been replaced by a sharply creased design, but GM has also tried to inject more excitement into the Astra. It resembles a scaled-down Signum, from the V-shaped grille, to the high flanks that wrap into the tail of the car and are capped by a shallow glasshouse.
In construction it is conventional, with a body made mainly from steel. Much thought has gone into the energy absorption, with frontal impacts dissipating forces through three separate structural ‘load paths’. In a side impact, reinforcement of the B-pillars, doors and sills helps resist intrusion.
It’s under the boot floor that the new Astra’s most controversial design feature is to be found. Much has been written about Vauxhall’s torsion beam rear suspension at a time when both Focus and Golf are fully independently sprung. Vauxhall has been singing its praises, citing multi-link equalling performance and benefits in terms of cost and space. Up front the Astra is suspended with a MacPherson strut arrangement.
The Astra comes as standard with IDS (interactive driving system), which integrates the anti-lock brakes and ESP Plus (stability control) system. Optional is IDS Plus which includes CDC (continuous damping control). A switch-operated ‘sport’ setting on the SRi sharpens steering response and uses a more aggressive throttle ‘map’.
This 1.8 Astra is hauled down from speed by disc brakes all round – unlike the smaller-engined models, which feature drums at the rear.
A range of petrol power units are available, from a 1.4-litre 90bhp unit to a 170bhp light pressure 2.0-litre turbo. This 1.8-litre engine is well known from the previous Astra and develops 125bhp and 125lb ft of torque. It features a variable-length air intake to help spread the torque over a wider rev range. Drive is fed through a five-speed gearbox but a four-speed automatic is an option.
