Vauxhall's Astra Electric delivers a fourth powertrain option to this eighth generation family hatch. Jonathan Crouch drives it.

Ten Second Review

Vauxhall aims to be an EV-only manufacturer by 2028, so it needs to get on with delivering us more full-battery models. Like this one, the Astra Electric. It shares all its engineering with a Peugeot E-308 and, like that Stellantis Group cousin, is available in hatch and Sports Tourer estate form with smart looks but quite ambitious asking prices that aren't now quite as ambitious as they once were.

Background

Vauxhall finds itself in a dilemma. With the latest range of Griffin-badged models, marque owner the Stellantis Group has instructed the brand to push up prices, aim at private customers and switch away from the low-margin fleet sales that have sustained this manufacturer for the last few decades. Yet here, it's brought us its first all-electric family hatchback, the Astra Electric, into an EV market 70% of which is dominated by registrations made to fleets and businesses. How these people will feel about plump pricing which from the mid-2023 launch pitched this car in the £38,000 to £45,000 bracket it'll be interesting to see. There's certainly no sign of pricing for electric vehicles getting anywhere near the figures being asked for their combustion-powered counterparts. As with its identically engineered Stellantis Group cousin the Peugeot E-308, the Astra Electric (available in either hatch or Sports Tourer estate forms) joins an L-series range that offers three different combustion alternatives: a conventional 1.2-litre unit, a 1.2-litre Hybrid and a 1.6-litre Plug-in Hybrid. No shortage of choice then. So why would you pay the extra for this full-EV model? Let's find out.

Driving Experience

We wondered what we might get here. The smaller Corsa Electric hatch does, after all, feel rather dynamically compromised over the equivalent combustion version. Fortunately, that's far less of an issue in this case, helped by the fact that the Vauxhall Opel designers, aided by the relatively light EMP2 V3 platform, have managed to keep weight in check; this EV Astra actually only weighs 68kgs more than the Plug-in Hybrid version. Mind you, that still means a Gross weight of 2,100kgs - which doesn't help the car's slightly over-firm ride over pock-marked services. As with this car's identically-engineered Stellantis Group close cousin, the Peugeot E-308, you get a 54kWh battery pack powering a front-mounted 152bhp electric motor putting out a healthy 270Nm of torque. This kind of output ought to be enough for a car of this size, but because of that plump kerb weight, the initially rapid start-off punch tails off pretty rapidly, the 62mph benchmark finally reached in just 9.2 seconds, on the way to a modest top speed of 105mph. Through the corners, you'll feel the extra weight of that big battery, but as usual in an EV, its central low-down positioning minimises the downside by lowering the centre of gravity. There are no steering wheel paddles to alter brake regeneration, but Vauxhall does provide a transmission 'B' setting which provides some of that. And there are three driving modes - 'Sport', 'Normal and 'Eco' - with the non-'Sport' settings delivering a little less power in order to preserve driving range, which is quoted at between 252 and 260 miles. Which isn't especially noteworthy by current standards.

Design and Build

The tailgate 'E' badge is the only external giveaway that you're looking at an all-electric version of this L-series Astra. Plus of course the lack of a tailpipe. Otherwise, there are no visual clues at all, unless you bend down and look really closely, in which case you might see the 54kWh battery pack bringing the underside of the car a fraction closer to the ground. Like the other available electrified Astras, the Hybrid and the Plug-in Hybrid, this one comes in a choice of two body styles, either a five-door hatch or the usual Sports Tourer estate. Of course, if you're able to look beneath the sharply-creased clamshell bonnet, it's all very different indeed, though it's a touch disappointing that there's any sort of powertrain underneath here at all, given that some notable rivals use this area to offer extra luggage space - or at least a convenient place for your charging leads. There are no changes inside to distinguish this full-battery model - apart from the expected EV differences on the 10-inch instrument and infotainment screens. Look carefully at the instrument display and you'll note a Power/Eco/Charge meter to the left and a battery capacity read-out on the right. The differences with this centre screen are harder to spot, mostly concerned with an added 'Energy' section. You're going to need to be a fan of shiny dark piano black plastic to like the futuristic cabin vibe and we're not completely convinced by some elements of material quality. But it's all been very well screwed together by the German Russelsheim factory and the dual 10-inch displays do a pretty good job of telling you what you need to know, the instrument screen configurable via the end of the steering wheel stalks. You sit lower down than in this model's Crossover class rivals, which makes it all feel a bit sportier. And we particularly like the seats; above base trim, the driver's chair posture has been designed for certification approval from the German 'Aktion Gesunder Rucken e.V' organisation, who campaign across Europe for aids to healthier backs. There's plenty of cabin storage too. The back seat is identical to that of any other Astra, which means it's fine for a couple of adults but a fraction more cramped than the class norm. The 54kWh battery doesn't impact it, located in the car's rear structure and carefully packaged so that it takes up no more space than the much smaller 12.4kWh battery that features in the Plug-in Hybrid version of this model. That means luggage space figures of 352-litres with the hatch and 548-litres with the Sports Tourer estate. Fold the back seat in the hatch and there's 1268-litres of capacity available - or 1,553-litres with the Sports Tourer estate.

Market and Model

Asking prices start from around £35,000 for this Astra Electric in hatch form with base 'Griffin' trim: above that is 'Design'-spec and you'll need around £37,000 for mid-range 'GS' trim; and around £40,000 for plusher 'Ultimate'-spec. The Sports Tourer version prices from around £36,000. In other words, just a bit more than you'd have to pay for the Plug-in Hybrid version. Still, you can expect plenty of equipment for the money, with features like full-LED headlights, digital instrument dials and standard 'Apple CarPlay' and 'Android Auto' smartphone-mirroring for the centre dash screen. You'll also be able to specify your Astra Electric with an optional 2-tone paint finish. The front seats, developed in-house, are certified by the AGR (a German organisation who campaign for healthier backs) and claim to be exceedingly comfortable for long journeys. The driver is supported by state-of-the-art assistance systems ranging from the 'Intelli-HuD' head-up display to the semi-automated 'Intelli-Drive' assistance system and the 'Intelli-Vision' 360-degree camera. And the brand expects the intelligent 'Intellilux' headlights to be frequently specified option. These use state-of-the-art LED pixel lights. There's also extended traffic sign recognition, rear cross-traffic alert and active lane positioning, which keeps the car in the middle of the driving lane.

Cost of Ownership

We gave you the 252-260 mile range figure in our 'Driving' section - predictably much the same as is quoted for the mechanically-identical Peugeot E-308. To get near to that official WLTP stat, you'll have to make frequent use of the provided 'B' transmission setting, which will increase the aggressiveness of the brake regeneration system, so recovering more energy back to the 54kWh battery (51kWh usable). Compared to the 50kWh battery still used in the Corsa Electric and Mokka Electric models, this one features a new chemical composition comprising 80% nickel, 10% manganese and 10% cobalt, all of which improves efficiency. As do low friction tyres, aero wheel designs and a subtle aero-style EV makeover. Which allows this Astra Electric to run use just 14.9kWh of electricity to cover 62 miles. The brand claims a recharge rate from 20 to 80% in 26 minutes using a 100kW DC public charger. It's 5 hours 45 minutes using an 11kW public charger; and 8 hours using a 7.4kW garage wallbox. Via the 'My Vauxhall' smartphone app or by using the vehicle's touchscreen, owners can schedule a wake-up time for the battery. This means that the cells can be at the optimal temperature for efficiency from the time you start up, plus of course the interior can also be pre-cooled or pre-heated too. Owners can opt to purchase a single service plan to cover all essential maintenance. Service intervals are every year or 20,000 miles. And with the Astra Electric, you'll be given a certificate of battery capacity after each service; the 54kWh battery comes with an eight year / 100,000 warranty for 70% of its capacity.

Summary

Most who want an EV hatch of this size will choose an SUV or crossover, but if you insist on a more conventional hatch or estate body shape, then you might well find this Astra Electric a good pick. Take body style out of the equation though, and at the kind of money Vauxhall wants here, there are an awful lot of other segment EV alternatives you might be better tempted by. Ultimately of course, the reality is that this is less a radical new electric take on Astra motoring and more merely a differently-flavoured Peugeot E-308. But there's nothing wrong with that and, as with that Peugeot, what you get here is a refreshing change from all the SUVs and Crossovers that usually crowd out this segment. With this car, Vauxhall's seeking the sweet spot between volume and profit and that's unlikely to lie with the kind of sales leadership we'd once have expected an Astra to have. But this is a different kind of Astra - from a different kind of Vauxhall marque. With a very different future ahead of it.