The styling of the Interested in buying a sixth-generation Astra is quite a hard act to follow, but Vauxhall’s designers have nonetheless succeeded in following it with something fresh, smart and attractive. The new car’s wider and more impactful front grille and headlight treatment give it the vaguely upmarket air that it’ll need to continue to sell alongside myriad premium-brand rivals.
We’re less convinced by the split C-pillar design, which delivers the impression of a floating roof but looks like more of an afterthought at close quarters.
Compactness undeniably contributes to the latest Astra’s new-found visual appeal, with the car having lost an inch or two on both overall length and height. GM’s D2XX platform has allowed a substantial 77kg to be taken out of the all-steel body-in-white, while static torsional rigidity has been increased. And although the wheelbase and front and rear overhangs have been shortened, both passenger and boot space have apparently been improved.
The car’s suspension remains a middle-ground compromise between cost, notional sophistication and packaging efficiency. At the front, MacPherson struts feature, with an aluminium strut carrier, a hollow steel anti-roll bar and a redesigned ‘mass-optimised’ lower control arm all saving weight. At the rear, Vauxhall continues with its torsion beam, which, combined with a Watt’s linkage, allows for more precise wheel control and a softer-bushed, more fluent ride than a standard beam axle would grant, without the necessary complexity and packaging intrusion of a fully independent rear end. The Watt’s link itself is lighter than it was, and progressive-rate springs have been adopted. Altogether, 50kg has been saved from the car’s rolling chassis.
