This lower-midsize model from Opel, in estate version, has long been one of the most popular vehicles in its category. With the newly introduced generation, the Astra may have lost its purely German roots, but the previously launched hatchback proved that this needn’t be such a problem. The EMP2 chassis platform may be the brainchild of French engineers, but the Opel brand still managed to give it a German essence.
This means the new generation estate sits on the same chassis as the Peugeot, Citroën or DS cars. This has brought with it a number of benefits, and the Astra can now accommodate three different powertrains under the bonnet – petrol, diesel and plug-in hybrid.
We currently have a three-cylinder 1.2 that produces 96kW (130k) and 230Nm of torque. Transfer of drive power to the front axle was then provided in our case by an 8-speed automatic gearbox. However, this motorisation can also be had with a six-speed manual gearbox.
Design-wise, nothing fundamentally changes from the hatchback, it’s still a really simply styled car with sharp edges and an aggressive stance. Anyway, everyone can make up their own mind about the design from the photos in the gallery. Much more significant changes have taken place in the field of body dimensions. The Astra Sports Tourer has grown considerably and measures a respectable 4.64 metres in length.
The wheelbase plays a big part in this, which is just under six inches longer than the entry-level hatchback. The wheelbase has even increased by seven centimetres between the generations, which is already a truly diametric difference. Overall, however, the last generation Astra was longer.
Larger dimensions, of course, mean more room for passengers and luggage. The luggage compartment is definitely worth mentioning, which has a capacity of 597 litres for the estate. We were pleased to see that the second row of seats is split 40:20:40, and when folded down, it creates a completely flat surface.
The interior of the new Astra Sports Tourer, even in Ultimate trim, is a slight embarrassment. Compared to its sister model, the Peugeot 308SW, the dashboard design is rather conservative. On the other hand, there’s the classic look of a large three-spoke steering wheel, and that may suit it better than Peugeot’s i-Cockpit concept.
I also appreciate the presence of a large number of analogue controls, which are slowly dying out in other car makers. However, there are also a few details that are literally irritating. For example, the ubiquitous glossy black surfaces, or the inferior faded rubber elements used to close the storage compartment for glasses or the phone. Both of these materials act as scratch magnets and don’t fit in at all with the otherwise premium-looking interior.
I’ve also often struggled with the new multimedia system. While this one is intuitive and graphically successful, for some unknown reason it is incredibly slow and takes up to 5 seconds to open an item I click on after it starts, for example. To balance that criticism of the interior a bit, I have to give a shout out to the AGR certified front seats, which were really comfortable even on long trips.
However, I quickly forgave the Astra ST’s minor cabin imperfections after the first tie-up. In fact, the Sports Tourer behaved much better on the road than I expected after testing the short electric version. The chassis, for example, is stiffer compared to the Peugeot’s, yet it manages to iron out all sorts of bumps, and there’s absolutely no thumping from the dampers to bother the crew.
The car’s sportier character also showed positively at higher speeds or when cornering. Compared to its brother models, the Astra leaned less and felt much more stable. In terms of driveability, I have absolutely nothing to fault the Astra ST for. The Michelin Pilot Sport tyres used certainly played a part in this.
You can have the turbocharged three-cylinder 1.2 Turbo in two power specifications 80kW (110k) and 96kW (130k), there is no shortage of four-cylinder turbo 1.5 CDTI 96kW (130k). On top of the conventional versions stands the plug-in hybrid with combined power of 133kW (180k). The more powerful 180kW (225k) hybrid gets a version referred to as the GSE. Of the purebred petrols, we tried the more potent one mated to Aisin’s EAT8 eight-speed planetary automatic.
As for the three-cylinder engine, its figures on paper do not impress who knows how spectacularly, but in real operation they are abundantly sufficient. The Astra ST has a nice linear pull, no turbo holes or kicks like most turbocharged engines. The engine does have a weak power surge from the lower rev limit, but it catches its breath in the mid and upper rev range and can offer decent dynamics to the driver.
However, the petrol unit has two faces. It can surprise with its refined running at steady speeds and, above all, its low consumption, which averaged around 6 litres of fuel per hundred kilometres. But the flip side is its pithy and growling sound at any need for acceleration. Here, in conjunction with the eight-speed automatic, it doesn’t hesitate to understeer, even from 8th gear to 5th, for example, and spin out like such a mid-six-cylinder. Some may even like the sounds, but in brisk driving, the constant understeer and growl starts to get slightly annoying.
The Astra with the automatic will occasionally offer jerky shifts with a lot of lag, and the eight-speed automatic occasionally unnecessarily alternates between drive and second when shifting in traffic jams. Unfortunately it somewhat lacks the much-loved typical refinement of hydromanic transmissions and at times resembles modern dual-clutch gearboxes. Here, I’d probably go for a 6-speed manual. Unless an automatic is a requirement…
The Opel Astra Sports Tourer is a really good-looking estate car with very good driving characteristics, a practical interior and an economical petrol engine. Although it has French roots, it retains the original character of the German models. It pleases with an affordable price, large boot space and has virtually no major faults to fault.
