Road test: Opel Astra SRi

Opel has kicked off its stint in New Zealand pretty well after its local re-introduction last year. It started well with the Corsa-e supermini and Mokka-e small SUV coming as part of the launch crew – in fact, the Mokka-e is the brand’s most popular car as of June 2023, outselling the mechanically similar Peugeot e-2008 – but it knows combustion still has a place for the time being.

On that front, it has the petrol-fed Corsa and Mokka, along with the just-landed Grandland medium SUV. It also has a larger hatchback bearing the familiar Astra badge, here in the singular range-topping SRi trim.

While the badge might be familiar, the car sure isn’t. Opel was sold to Peugeot-Citroen (which later became Stellantis) from General Motors back in 2017, which means the Astra is now fully European and entirely different to the one you might think about when you hear its name.

Like the rest of the Opel line-up, the Astra pulls its genes from Peugeot, in this case, the 308. That means the same drivetrain, a similar interior and almost identical dimensions. And while Peugeot is absolutely smashing it on the design front at the moment, Opel is really giving it a run for its money.

The new Astra gets Opel’s signature ‘visor’ front end, blacked-out bits as part of the SRi trim, a tasty upward slash for the C-pillar, and angular LED lights front and rear. The yellow shade you see here is the only no-cost paint option too, with white, silver, grey and black asking $550 extra while red and blue are $950.

More attractive than the 308? It’s probably a matter of taste, largely defined by how big you like your grilles. I like them both, but I think I prefer the overall styling of the Astra. Particularly in the rear end, along with the black roof, but it’s a really close race.

Standard cabin kit includes wireless phone mirroring with a reskinned version of Peugeot’s current infotainment system (no i-Toggles here sadly, although the screen is customisable) on a 10-inch display, a decent six-speaker audio system, and a second 10-inch screen behind the steering wheel. Which is a regular shape, another branching from the Peugeot roots. You also get AGR-approved sports-style heated front seats with electric adjustment on the driver’s side.

It’s a good cabin too, everything you normally touch feels of high quality. There is an array of physical buttons underneath the infotainment screen which are always appreciated, along with a volume knob. I wouldn’t mind wireless phone charging though, that doesn’t seem to be an option at all on the Astra.

Under the bonnet is a 1.2-litre turbo-triple making a modest 96kW/230Nm in output, paired with an 8-speed automatic, just like the 308 GT. If that double-digit power figure isn’t up your alley, consider the fact the Astra has a kerb weight of 1296kg, which translates nicely into the driving dynamics.

The EMP2 platform is a hoot to throw around, the front end tracking nicely without any surprises. It soaks up bumps well enough, possibly erring on the side of stiffness more than is comfortable, but nothing awful. You can really go for it with the 1.2-litre without fear of overwhelming the tyres, although it does run out of puff fairly early on.

On the flipside, the modest engine means you’re not churning through the gas, with the claimed consumption of 5.1L/100km not far away from reality (I had it in the mid-sixes). It’s also in the zero band for the Clean Car Programme, meaning no fee but no discount any more.

While you’re not thrashing the Astra, everything is quiet and refined. Comfy too, with those AGR-spec seats. You also get a bunch of active safety as standard, like adaptive cruise with lane-keep, rear cross-traffic alert, autonomous emergency braking and traffic sign recognition.

But should you be looking for a hatchback with more pep in its step (or less, depending how you look at things), the plug-in hybrid version is due here soon. The Astra GSe gets the same electrified 1.6-litre four-cylinder as the Peugeot 308 PHEV, offering 69kW more in the way of power and 130Nm more torques. There’s also a fully electric version on the cards as well.

Considering the Astra is about four grand cheaper than the Peugeot 308 GT, it makes a great case for itself. But you miss out on little extra things like the i-Toggles and a better audio system. Opel’s offering is probably the sportier of the two thanks to a slightly different suspension tune, but the performance differences aren’t major.

Really, the main competition comes from Volkswagen, and Opel has caught the German juggernaut sleeping somewhat as the Golf experiences a rare slip from form. The local Golf line-up now consists of the TSI R-Line, GTI and R, with the R-Line being most aligned with the Astra.

That car costs the same as the Astra with a notch more power with a 110kW/250Nm 1.4-litre four-cylinder, but has a frustrating infotainment system with the slidey temperature bars that don’t illuminate and the annoying haptic steering wheel buttons.

On that front, I’d say Opel has so far done what it set out to do – that being to target the likes of Volkswagen as opposed to Peugeot or Citroen. The Astra is a quality product that drives easily as well as the Golf even without adaptive suspension, offers a nicer cabin and, in my opinion, looks better to boot.

Bonus images