Opel Astra hybrid test (2022): new start

Within the bosom of PSA, now Stellantis, Opel seeks to assert a new identity to find its place with the other brands of the group. A work that is strongly felt with this sixth generation of Astra, with a design that is both muscular and refined. Built on the same platform as the Peugeot 308 and DS 4, it displays a completely different look, underlined on our GS Line test model by a beautiful amber yellow paint (available at no extra charge) and a contrasting black roof which visually lowers Her silhouette. Its front end adorned with the Vizor grille, all in shiny black, is a new face reflecting the entry into an era of change for the Rüsselsheim brand. The latter also welcomes the Astra back to its historic assembly lines, alongside the DS 4.

At its launch in June 2022, the Franco-German compact (4.37 m) will receive two petrol engines of 110 and 130 hp with the well-known three-cylinder PureTech turbo, as well as a four-cylinder diesel turbo of 130 hp , all from the PSA organ bank. The top of the range is temporarily occupied by the group 180 plug-in hybrid ch, appreciated by companies for tax reasons. It is him that we have chosen for this first test. It will be joined by the end of the year by its 225 hp version. Then, in 2023, a 100% electric definition will complete the range. As for the Sports Tourer station wagon body, which is very important on its national market where it represents more than half of sales, it will arrive during the course of the year, with its more than 600 l of useful volume.

Price Vauxhall Astra 2022

The attack price of the new Astra is set at 23,750 €, it is the same as that of the previous model to 150 €. But the vehicle is presented here in a simplified version in terms of equipment, with simple wheel covers and a steering wheel without leather covering. The range revolves around six trim levels, from Astra to Ultimate via GS Line, which concerns our test car, displayed at €38,800 (excluding bonuses of €1,000, valid until June) . The staffing of the GS Line livery promises to be very complete (see all the equipment on page 2) and its visual treatment, sporty thanks in particular to specific shields, as well as seats in fabric and alcantara.

You have to go through the options box to benefit from semi-autonomous driving (€550), navigation with head-up vision (€1,280) or the 7.4 kW charger (€400). Because of their automatic transmission, the Hybrid versions are entitled as standard to adaptive cruise control with stop and go function and… a front armrest. The price difference between the 130 hp petrol engine and the 180 hp plug-in hybrid is impressive, clocking in at over €7,500!

At the wheel of the 180 hp Astra Hybrid

Once the settings have been made to easily find a good driving position, you find yourself comfortably wedged in the AGR-certified seats (for back health). Peripheral visibility is quite good and, for successful manoeuvres, the latest system of 360° camera of the French group offers a very precise vision.

By default, with the battery charged, the Opel Astra hybrid is started in electric mode, with a very pleasant liveliness in town and a speed in zero emission mode of up to 135 km/h. It is possible to select mode B of the gearbox control to activate greater recovery when lifting the foot, while a selector lets you choose between three driving modes: Electric (as its name suggests), Hybrid ( standard mode) and Sport (more efficient but generating too much noisy revving).

We can also decide to take control with the paddles on the steering wheel in order to control the eight gears of the automatic gearbox. But, in the absence of a tachometer and with a rapid resumption of control of the automatic mode, we quickly forget this idea. Finally, an e-Save function is offered to keep 100% electric autonomy predetermined with a view to urban travel, for example; a function that the navigation cannot activate on its own depending on the route, as with some manufacturers.

We already know the services offered by the latest evolution of the EMP2 V3 platform, of which the brand’s engineers point out that 50% of the parts have been revised. An excellent base appreciated during the tests of the 308 and which is also proving its worth here. The compromise sought by the technicians at Opel is a little different, with specific suspension settings and steering assistance setting, favoring stability, especially at high speeds on the Autobahn.

Our testing ground in Portugal did not allow us to verify this, but our Astra has shown an excellent compromise, with unfailing comfort, even when passing many local speed bumps and despite an 18-inch ride. The behavior proved to be serene on the fast lane as on the small roads full of turns, where the line-keeping aid is quite easy to remove (3 clicks are enough). Gently understeering at the limit, this heavy PHEV version (more than 1.6 t) is not intended to be playful, but it has the merit of not making its mass felt too much thanks to appreciable agility and a fairly direct steering, also very assisted.

On the other hand, as often on such cars, braking is difficult to dose. Performance also plays an important role in the driving pleasure of this version. The merit goes to the torque of 360 Nm allowing good raises and to an intervention of the four-cylinder turbo which knows how to remain discreet as long as one does not try to put the foot to the floor. Soundproofing is also one of the strong points of the new Astra, which benefits from laminated front windows from the Elegance finish. The only downside to note: the noise of the turn signals, which is both loud, very artificial and not adjustable.

In a route combining city, road and expressway, we were able to cover about fifty kilometers in electric. A very correct value, located between the 38 km announced on the dashboard at the start and the 60 km approved. And, although the battery is announced empty, there is actually about 18% charge available according to Thomas Stüber, chief engineer of the car. This is what makes it possible to offer electric starts in town up to twenty kilometers per hour and a fairly contained consumption, raised around 6 l/100km on a route alternating between urban and road environments.

The 10.7 kWh net battery can be fully recharged in 7:05 a.m. on a simple 8 A domestic socket and in 3:55 a.m. on an 11 kW AC terminal with the original 3.7 kW charger. By checking the 7.4 kW option, this time will be reduced to 1 h 55, which is not enough to consider medium-sized electric trips. On the other hand, like all plug-in hybrids, this model will find its justification provided that it is recharged every day (but preferably at night, at the best price) and thus ensures daily trips without emissions and more economical.

On board the Opel Astra GS Line

The interior of the Opel Astra does not shine with its cheerfulness, even if our GS Line version benefits from a specific treatment with its bright red veneers. Opel now claims a “detox” policy for its interiors. But this strategy borders on austerity here, with a sleek dashboard shape and sometimes disappointing black plastics, especially in the shiny applications of the console, which are messy and fragile, as well as in the door panels with a relatively basic grain. On the other hand, nothing to say about the general assembly quality, which represents a real move upmarket for the Astra. The new steering wheel is nicely designed. It incorporates the keys for audio settings and driving assistance, while the air conditioning and the volume of the radio are adjustable by means of physical buttons.

Our car was equipped with the Pure Panel Pro instrumentation, which groups the two 10-inch screens under a prettier glass plate than the versions simply juxtaposing them. This is not enough to compensate for disappointing graphics, as well as a small and rather basic typeface. Despite the possibilities for customizing the displays, the general impression turns out to be a little disappointing here, far from the result of a Mercedes Class A for example.

Fortunately, the infotainment is modern and responsive. It is a latest generation solution based on a specific Qualcomm Snapdragon platform, which provides velocity and remote updates to the software part. The optional navigation system is expensive (700 € minimum), but Apple CarPlay and Android Auto (wireless) come as standard to connect the GPS of your smartphone. In terms of roominess, the rear passengers are well off and benefit from a soft bench seat. For luggage, once the light hatch in composite materials is open, we discover a space that has lost volume in this PHEV version, with 352 l announced instead of 422 l for the thermal versions.

Competetion

It is logical to look in the range of the Stellantis group to find rivals to the Astra, starting with its cousin the Peugeot 308. Same platform, same engine, similar technological equipment, similar dimensions: the points in common are numerous. Slightly less spacious in the rear seats, the Peugeot benefits from 54 l more trunk in this version, which is not negligible. At the price level, the difference is significant with the rechargeable hybrid group of 180 hp, the 308 being displayed from €37,450, or €1,900 more than its new German rival.

The Renault Mégane E-Tech, from €37,700, is certainly a little less powerful with its 160 hp, but it shines particularly in town, where it takes advantage of more electric phases in hybrid mode. Another reference, the essential Volkswagen Golf 1.4 eHybrid plays in another strong category of its 204 hp and a price of 42,510 € minimum. On the other hand, its cousin the Seat Leon eHybrid is naturally more affordable, starting at €37,370 with the same high-performance powertrain. The Astra therefore offers a particularly competitive price positioning with its Hybrid Edition version with simplified equipment for €35,550.

Find the results of the test, the technical sheet and the equipment on the next page.