Vauxhall Astra review

The Vauxhall Astra has long been an obvious choice for families wanting value-for-money motoring, and that's made it a big seller over the four decades it's been on sale.

In the hope of continuing that success, Vauxhall has given the eighth-generation Astra sharper looks, electrified engine options and up-to-date tech to help it compete with its rivals. By 'electrified engine options', we don't just mean the Vauxhall Astra Electric (which we've reviewed separately) – there are also two plug-in hybrids and a mild-hybrid.

Previous generations of Astra were renowned for offering lots of kit for the money and being very worthy cars, but rarely for having a USP that made them ‘must haves’. 

Meanwhile, the Seat Leon has become known for being great fun to drive, the Mazda 3 for having really top-notch interior finish, and the Skoda Octavia is the go-to family car for maximum practicality. 

So, is the latest Vauxhall Astra just another decent all-rounder or brilliant car that shines at… one thing or many? Read on to find out, and how it rates to the other hatchback rivals, including the closely related Peugeot 308.

What’s new?

- September 2025: Astra plug-in hybrid launched with a bigger 17.2kWh battery and more powerful 1.6-litre turbocharged engine
- June 2025: Griffin trim level revealed as the new entry-point, offered with two engines or as an EV with up to 260 miles of range
- February 2024: New 1.2-litre three-cylinder hybrid engine added, which is claimed to reduce fuel consumption by up to 19%
- April 2023: GSe trim level introduced, bringing improvements to the suspension, steering calibration and damper technology for better ride comfort and control

How fast is it and which motor is best?

There are four engine options with the Vauxhall Astra, starting with the 128bhp 1.2 Turbo 130 petrol, which is our pick of the range. That’s more for the engine’s all-round abilities than ultimate pace, mind, because 0-62mph takes a respectable, rather than blistering, 9.7sec. Still, that’s enough to give it the legs from a standing start over the entry-level Seat Leon 1.5 TSI 115, and, in day-to-day driving, the 1.2 Turbo delivers decent low-rev grunt and enough pep up to hit motorway speeds without a fuss. 

The 143bhp 1.2 Hybrid 145 feels appreciably stronger and offers some handy extra oomph when you need it. It’s roughly as quick as the more powerful Leon 1.5 TSI 150. 

Finally, there's a choice of plug-in hybrid (PHEV). Both use a 1.6-litre petrol engine combined with an electric motor, but in two states of tune: the 1.6 Plug-in Hybrid 195 (192bhp) and 1.6 Plug-in Hybrid 225 (222bhp), which is exclusive to the sportier Astra GSe.

The 192bhp 1.6 Plug-in Hybrid 195 feels brisk – 0-62mph takes 7.9sec. The more powerful 222bhp version shaves 0.2sec off the 0-62mph sprint (7.7sec), but such little extra pace alone doesn’t justify the extra cash demanded for the GSe model. 

Both PHEVs have a 17kWh battery and an official electric-only range of up to 52 miles. That’s decent for a PHEV, but the Leon e-Hybrid can officially travel around 80 miles on battery power alone.

The 1.2 Turbo 130 is available with a choice of manual or automatic gearbox, while every other engine in the Astra range is fitted with an auto ‘box. Sadly, it’s not the most responsive automatic gearbox; if you put your foot down hoping for a surge of acceleration it dithers. The dual-clutch automatic gearbox in the Leon, Skoda Octavia and VW Golf are much snappier, as is the auto ‘box in the Honda Civic.

Is it agile and is the ride comfortable?

The Astra’s ride is nicely damped, and that’s something to appreciate if you suffer from travel sickness. Basically, it doesn’t bounce around nauseatingly over the ups and downs of a heaving country road. And, if you happen to strike a particularly gruesome pothole, the after effects don’t ricochet through the body, either.

That said, the Astra’s suspension set-up is towards the firmer end of the spectrum for the family car class. It’s not quite as firm as the Honda Civic or Seat Leon, but it doesn’t filter out the impacts of scruffy town roads as well as softer-sprung cars, such as the Skoda Octavia and Toyota Corolla. 

So, it’s not the best-riding car in the class but it’s not punishing, either. And that sentiment also applies to the GSe model. The GSe comes with specially tuned sports suspension, but the clever Koni dampers it uses when the car hits something sharp to minimise the effect.

Because the Astra doesn’t lean as much as softer rivals, like the Octavia or Corolla, when you’re cornering quickly, and it isn’t upset by tricky bumps halfway round a bend. However, it doesn’t feel as rewarding to drive as a Leon for two reasons: the lifeless and oddly weighted steering doesn’t telegraph clearly how much grip you have at your disposal; and the ultimate grip level isn’t that high. That’s because the Astra is fitted with tyres that are biased more towards generating good fuel consumption figures than maximum grip.

Is it quiet and how easy is it to drive smoothly?

Let’s begin with the positives: there’s very little suspension noise; wind and road noise aren’t excessive; and if you buy any of the hybrid models, there’s no engine noise when they’re in electric mode. 

However, there is plenty of engine noise when the petrol engines are running. In the 1.2 Turbo 130 and 1.2 Hybrid 145, you hear a deep thrum – and feel vibrations through the steering wheel – at low revs. Meanwhile, the 1.6-litre petrol in the plug-in hybrids is coarse at high revs. 

Then there’s the automatic gearbox, which is annoyingly jerky. Combined with the soft brake pedal, it’s almost impossible to drive the Astra smoothly in stop-start traffic. 

So, all things considered, don’t buy an Astra if refinement is important to you. Buy a Toyota Corolla instead. 

“I was genuinely impressed by the Astra’s tight body control on bumpy B roads, which is why its uninspiring steering was so frustrating; if it steered with more finesse it would feel so much more fun to drive.” – John Howell, Deputy reviews editor

What does the interior look like and is it well made?

The look and feel inside the Vauxhall Astra is more functional than plush. The colour scheme is largely monotone – black or dark grey – with the only dash of colour being a dash of red on the door handles of higher trims. So, while there are some nice, glossy black surfaces, it’s all quite sombre. 

The material quality is okay, though. There are plenty of soft-touch finishes on upper surfaces. Lower down, the plastics are harder and scratchy, but that’s not unusual in this class – the Volkswagen Golf, for instance, isn’t any better. 

And, generally, the Astra’s interior fixtures and fittings feel solidly screwed together; it’s only certain elements, such as the light-weight action of the column stalks and interior vents, that let the side down.

If you want a reasonably priced family car with a genuinely top-notch finish, have a look at the Mazda 3. It’s nicer inside than some premium-badged hatchbacks, such as the Audi A3. 

Is the driving position comfortable and is it easy to see out?

Some cars have a naturally great driving position, such the Seat Leon or Golf. When you jump in, everything feels essentially right from the off, with little or no adjustment required.

The Astra isn’t like that. Essentially, the driver’s seat feels too low relative to the floor, which isn’t a naturally good starting point. Yes, there’s a height-adjustable driver’s seat as standard, but that helps compensate for, rather than completely completely, the issue. 

There are other smaller gripes, too. A height- and reach-adjustable steering wheel is standard, but if you’re tall, and need the driver’s seat slid right back, you might find the steering wheel doesn’t extend fair enough towards you. The driver’s seat cushions are also quite firm, which may not suit everyone, and they don’t provide a lot of shoulder support to keep you in place through corners, but all versions have adjustable lumbar support and an extendable seat base as standard.

The sports seats fitted from GS trim are better – they have bigger side bolsters to keep you fixed in position – and from Ultimate trim you get a 10-way electrically adjustable driver’s seat as standard.

The 10.0in digital driver’s display is simple to read and easy to see from behind the steering wheel – certainly easier to see than the display in the closely related Peugeot 308, with its quirky i-Cockpit layout. Ultimate trim and above add a head-up display.

While the Astra is generally pretty easy to see out of, it does have some issues. For starters, the positioning and angle in of the front windscreen pillars means they can obscure your view at junctions. The thick rear pillars are quite restrictive when you’re reversing, too. The Toyota Corolla has much better forward visibility, while the Skoda Scala is easier to see out of in every direction. 

All versions of the Astra do at least come with front and rear parking sensors, a rear-view camera and LED headlights. Ultimate and GSe trims add a 360-deg camera, and all Astras get ‘Matrix’ LED headlights, which can remain on full beam more often without dazzling other road users.

Are the dashboard and infotainment system easy to use?

All versions of the Astra come with a 10.0in infotainment touchscreen with lots of features as standard, including wireless Android Auto and Apple CarPlay smartphone mirroring, wireless phone charging, in-built sat nav, and a six-speaker stereo. There's also a voice-control programme designed to recognise everyday phrases. For example, if you say, "Hey Vauxhall, it’s too warm in here!” it should turn the temperature down for you. 

What’s even better than the voice activation is being able to operate the basic functions – including the interior temperature – yourself using some real, physical buttons. And that’s a massive tick in our book because operating physical controls is so much easier than doing using touch-sensitive buttons or icons on the infotainment screen – that’s where the Seat Leon and Volkswagen Golf fall down.  

The issue with the Astra is that the infotainment software lags behind some of its rivals. The software doesn’t always respond quickly and, when you are forced to make changes through the touchscreen, some of the icons are quite small and fiddly you find while you’re driving. And despite the screen being helpfully angled towards the driver, the touchscreen is quite a stretch to reach if you’re tall and sitting farther back.

“I am 6’3’’, and I didn’t get on with the Astra’s driving position. Because I’m tall I have the seat as far back as it’ll go, and, because the seat is quite low to the floor, my legs were unnaturally straight rather than the usual knees-bent sitting position you’d have in rivals like the Volkswagen Golf.” – John Howell, Deputy reviews editor

How much space does it have for people?

Even if you're over 6ft tall, you won’t have to squeeze yourself into the front of the Vauxhall Astra because head and leg room are generous. It’s not tight width-wise, either, so you won’t be bashing elbows with your passenger or the door.

There’s plenty of storage space just within the centre console, including two cupholders, a large cubby under the front centre armrest, and a tray (with the wireless charging pad) for your mobile in front of the gear lever/ selector. You’ve also got decent-sized door bins and a glovebox for anything you want to hide from prying eyes.  

The rear seats aren’t as generous as they are in some family cars, though. For starters, the rear door openings are quite narrow so it’s harder for tall adults to get in or out, and it’s no picnic if you’re a parent trying to lift small children into a child seat. And once you’re inside, there’s less leg and head room than there is in the back of a Seat Leon or Skoda Octavia. The lack of foot space under the front seats and the panoramic sunroof, which is standard with Ultimate trim and lowers the roof line, make life in the back even tighter.

You get storage nets on the backs of the front seats, but you only get a rear armrest (with cup holders) from Ultimate trim. That’s a bit stingy.

How much room does it have for luggage?

The Astra’s boot has a low loading lip to make life easier when you’re loading heavy items, and it’s a usefully square shape with a height-adjustable boot floor on all versions other than the 1.6 Plug-in Hybrids (PHEVs). 

At 422 litres, on paper it’s more voluminous than the Seat Leon’s or Toyota Corolla’s boot, too. But, thankfully, at What Car? we do more than simply regurgitate numbers: we test what things are like in the real world. And in the real world, we managed to fit just five carry-on suitcases in the Astra’s boot, while we got six in the Corolla’s and Leon’s. But the real king when it comes to boot space is the Skoda Octavia hatchback – we got a whopping ten carry-on cases in the back of one of those. 

The Astra PHEVs have even less boot space, by the way; it drops to 352 litres to make room for the hybrid battery.

If you have your heart set on an Astra but need a bigger boot, there’s always the Astra Sports Tourer estate. That comes with more flexible 40/20/40 split-folding rear seats, too, while the Astra hatchback has a 60/40 split – albeit with the useful addition of a ski hatch on Ultimate trim that you can poke a long items through.

“We know the Vauxhall Astra isn’t the go-to family hatchback for ultimate practicality, but I was surprised how difficult it was to get a child seat in and out of the rear door openings – they really are quite tight.” – John Howell, Deputy reviews editor

How much does it cost and what equipment do you get?

As a cash buy, the Vauxhall Astra massively undercuts the Honda Civic, and it’s also cheaper than the Peugeot 308, Skoda Octavia and VW Golf. It is fractionally more expensive than the Seat Leon, though.

The Astra doesn’t have the strongest resale values in the class, which tends to make PCP finance more expensive, but Vauxhall often adds finance incentives that can redress the balance so check what deals are available when you’re ready to buy. 

When it comes to running costs, all the Astra’s 1.2 Turbo 130 petrol engines officially average around 50mpg, while the 1.2 Turbo 145 mild hybrid pushes the official average nearer to 60mpg. That’s still not quite enough to match the Toyota Corolla hybrid, though. 

The Astra PHEVs are considerably more expensive than the other engines in the range, and unless you’re going to be able to run mainly on electric power and charge up at home on a cheap tariff, private buyers are unlikely to recoup the extra cost in fuel savings. 

The PHEVs are a better option for company car drivers, though, thanks to their lower BIK tax. However, you’ll still pay more BIK on an Astra PHEV than some other rivals, such as the Leon PHEV, because it has a longer electric range. And for the cheapest company car tax, you’re better off with the full electric car, including the Vauxhall Astra Electric.

You get plenty of standard kit with the entry-level Astra Griffin, which makes it our pick of the range. We’ve already mentioned the infotainment kit, like 10in touchscreen, sat nav, wireless Apple CarPlay and Android Auto, wireless phone charging, six-speaker stereo, and visibility aids such as front and rear parking sensors, rear-view camera, and LED headlights. On top of that it also comes with 17in alloy wheels, adaptive cruise control, heated front seats, heated steering wheel, keyless entry, and air conditioning.  

GS trim is quite a jump up in price but is worth considering if additions like the more supportive sports front seats, dual-zone climate control, 360-degree parking camera, and ambient interior lighting are appealing to you. 

The other trims don’t tend to make sense because they’re so much more expensive, and if you’re spending that sort of money, there are better family cars.

Is it reliable, and how long is the warranty?

Vauxhall did well in our most recent What Car? Reliability Survey, coming 5th out of 30 manufacturers. That still left it trailing Honda and Toyota, but further up the list than other rivals brands, including Peugeot, Seat, Skoda, and Volkswagen.

The Astra – like all Vauxhall car models – comes with a three-year, 60,000-mile warranty. That's in keeping with cover from most other manufacturers, but can’t beat Hyundai's five-year offering, Kia's seven-year cover or Toyota’s 10-year warranty (conditional on you having the car serviced regularly by a Toyota dealer).

How safe is it, and is it easy to steal?

When Euro NCAP tested the Astra for safety in 2022, it was awarded a slightly disappointing four out of five stars. The Honda Civic and VW Golf have five-star ratings, with the Golf, for example, offering better chest protection for the front passenger in a frontal impact.

At least there’s plenty of safety equipment fitted as standard, including automatic emergency braking (AEB), lane-keeping assist and speed-limit sign recognition. Ultimate trim and above get lane-change assistance and rear cross-traffic alert.

“For me, the Astra in entry-level Griffin makes absolute sense because it’s relatively cheap to buy and comes with loads of kit. The more expensive versions don’t make sense because the Astra isn’t as competitive in a lot of ways as some of the other cars at the higher price point.” – John Howell, Deputy Reviews Editor

Buy it if…

– You are looking a competitively priced family car

– You want lots of standard equipment for your money

– You like some physical buttons to aid usability 

Don’t buy it if…

– You want a car that’s easy to drive smoothly in traffic

– Noisy engines will annoy you

– You need something ultra-roomy and practical

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