Road test: Vauxhall Astra Tech Line 1.6 CDTi 110 S/S ecoFLEX

The new Vauxhall Astra promises lower emissions, enhanced efficiency, a more dynamic drive, and more technology. Richard Gooding finds out if the all-new, British-built hatchback delivers these benefits to both business and family car drivers

What is it?

The Astra has been a staple of the Vauxhall range since 1979, when it replaced the Viva. Also know as the Opel Kadett, the first‑generation car was the premier compact front-wheel drive from the British company and took on rivals such as the contemporary Volkswagen Golf.

The latest version is the seventh-generation car, launched at the 2015 Frankfurt motor show. As the Astra has developed, so has the Golf (also now in its seventh generation) and the Vauxhall hatchback still faces up to its German rival in the competitive family car and fleet markets.

Key with both the first-generation and the new model for the fleet market is the choice of a diesel engine. A 1.6-litre unit played an important part 37 years ago, and it’s the same today. The 1,598cc ‘Whisper Diesel’ which powers today’s car is far removed from that old original unit, though.

With emissions as low as 88g/km on some versions, the 1.6-litre CDTi is available in 108, 134 and 158bhp variants. Vauxhall states its efficiency trumps all other engines in the new Astra’s range with a quoted combined economy figure of 91.1mpg for the 108bhp (110PS) ecoFLEX model. That’s the engine on test here, in mid‑range Tech Line trim. Optional 17‑inch wheels on our test car make emissions rise to 91g/km.

The styling of the new Astra is much more sports-orientated than that of the old car. Gone (for now) is the GTC three-door, but the five-door model tested here carries echoes of its sportier predecessor, thanks to a rising waistline. A ‘floating’ roof is one of the new car’s most striking features, made simply by a piece of glass black trim on the C-pillar.

Not all car shapes work when painted white, but the new Astra’s does. Altogether, it’s a handsome car, and attracted more than its fair share of admiring glances during the week it spent with us. As well as the five-door, there’s even more family-friendly practicality on offer with the Sports Tourer estate version.

How does it drive?

The new Astra has a low seating position – in part thanks to that rising waistline – and the whole interior ambience brings coupé rather than family hatchback to mind. The door panels come up to your shoulder, creating a cocooning feel, while the quality of the fittings edges ever successfully nearer to its Golf nemesis.

The eight-inch colour IntelliLink touchscreen infotainment system is clear and crisp and has most connections drivers should need including DAB, Bluetooth, USB, AUX, navigation, smartphone mirroring as well as Android Auto and Apple CarPlay.

Just like the latest Corsa, the new Astra is a step up in terms of driving enjoyment when compared to its predecessor. Well‑weighted steering just feels ‘right’, as do all the control weights. Handling is towards the fun rather than family end of the scale, too, with crisp turn in and little body roll, and the new Astra feels quite taut for ‘just’ a sensible five-door hatchback.

The ride is good, too, and again, while it feels firm, it’s not overly so. Add in some good cushioning of outside world bumps when the going gets rough, and even in the rear, the new Astra is a comfortable car to be in. The ‘comfort’ seats do exactly as they say, too.

On the move, the new Astra is a refined car, and even under acceleration there’s little noise to be heard. Tyre rumble is noticeable on rougher surfaces, though, and we wonder if the standard 16-inch wheels the Tech Line model comes with would help reduce road noise.

With 221lb ft (300Nm) of torque produced between 1,750-2,500rpm, the 1,598cc CDTi engine has plenty of poke, and accelerates well for one so supposedly eco‑friendly. Just to round out the stats, maximum speed is 124mph, while the 0-62mph dash is dispensed with in 10.2 seconds.

How economical is it?

The high-pressure, common-rail fuel injection system and the Lean NOx Trap (LNT) catalytic converter help to make the new Astra’s CDTi engines kinder to the environment. The LNT is an exhaust after-treatment system upstream of the diesel particulate filter, which captures and removes nitrogen oxides from the exhaust gases without the use of additives such as AdBlue. For our particular test car, Vauxhall quotes a combined cycle economy figure of 83.1mpg – we achieved a real-world average of 66.6.

That’s not the whole story, though. The new Astra is an easy car to achieve economical fuel returns in: over 69 per cent of our recorded figures were over that real-world figure, with the highest value being 73.5mpg.

A colour ‘Economy Index’ graphic in the instrument display lets the driver easily see where economy sits at any given time (green being the most efficient values), while a simple bar chart informs of values over recent trips. A ‘Top Consumers’ display also lets drivers know which functions are using the most fuel.

Helping the new Astra’s efficiency is the all-new lightweight vehicle architecture, which sees weight reductions of up to 200kg (depending on model) when compared with its predecessor.

What does it cost?

The basic price of the Vauxhall Astra Tech Line 1.6 CDTi 110 S/S ecoFLEX is £18,345. Our test car added a few choice optional extras to that list including Vauxhall’s OnStar SOS emergency help system at £395, and those emission-sapping 17-inch 10-spoke alloy wheels which cost the same. The cheapest and most efficient new Astra is the Design 1.6 CDTi 110 S/S ecoFLEX which starts at £17,495 for the 88g/km version.

Two of the new Astra’s key rivals in the small family car and fleet markets are the Ford Focus and Volkswagen Golf, and both offer equivalently-engined models. The similarly‑equipped Ford Focus Zetec 1.5 TDCi 120 is £20,045 and emits more CO2 at 99g/km (less well-equipped Style models costs £19,395 and also offers 88g/km), while the 89g/km Volkswagen Golf BlueMotion 1.6 TDI costs £21,705. An 108bhp 1.6-litre Match Edition is also available at £22,350 but it only has a five-speed gearbox.

One thing is worth pointing out, though: the new Astra is quite difficult to see out of when it comes to reversing and parking and distance sensors are a £450 option on all models. A basic set of sensors should be standard – Tech Line implies the car has all the on-board technology a driver would need – or a cheaper system made optional. However, all models from SRi upwards have Vauxhall’s ‘OnStar’ emergency and personal service assistance system as standard.

How much does it cost to tax?

All the new Astra’s engines are tuned with the environment in mind, and the ECOTEC range of petrol and diesel units encompasses emissions from as low as 88g/km to 142g/km. This means VED starts at £0 for the 88-99g/km versions, rising to £145 for the 1.6-litre 197bhp turbo petrol model.

The 101 and 111, and 112g/km cars will cost £0 first year and £20 and £30 per year thereafter respectively. Benefit in Kind starts at 18 per cent for the cleanest diesel variants and rises to 25 per cent for the most powerful petrol models.

Why does my fleet need one?

Awarded the 2016 European Car of the Year prize, the new Astra looks good, is comfortable, drives more athletically, and offers near class-leading efficiency. Competitive prices also play their part, and here, the new family and business challenger from Vauxhall is strong.

All things considered, there’s very little not to like, and business users as well as family drivers should find most if not all their needs fulfilled by the seventh‑generation Astra. On this outing, Vauxhall has judged its new C-segment hatchback just right: it’s a confident and very capable contender.