Item: Vauxhall Astra Sports Tourer (2016-2022)
Rating: 4

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Vauxhall has been servicing the UK’s curiously voracious appetite for small estate cars since the very first Astra was introduced in 1980.

The Mk1, as boxy as a pine wood coffin, was followed by five generations of dog-walker specials, each as familiar to British drivers as roundabouts and T-junctions thanks to the Astra’s perennial place near the top of the nation’s biggest-selling car lists.

The new Sports Tourer doesn’t stray far from the Mk1's estate format
Matt Saunders
Road test editor

The latest version, while obviously curvier and comprehensively more sophisticated, doesn’t stray far from the format established more than 35 years ago.

The Sports Tourer is still modestly priced (it starts at £17,825), decidedly capacious (the boot is 170 litres larger than that of the not under-endowed hatch) and – with the very latest range of downsized General Motors engines aboard – comparatively cheap to run.

It is also built in Britain. And because it shares its underpinnings with the hatch, which is European Car of the Year 2016, lest we forget, the Tourer is up to 190kg lighter than the car it replaces. The weight loss was a key feature of the hatch’s transformation, and we expect no less of an impact here – especially in conjunction with Vauxhall’s top-of-the-range 1.6 CDTi BiTurbo diesel.

We’ve opted to test the new small-capacity, high-output four-pot because it is with this engine that the Tourer is potentially best configured to overhaul the larger 2.0-litre oil-burners that continue (for now) to feature in the more powerful versions of both the Ford Focus and Volkswagen Golf estates.

With the business to private buyer ratio running at around 80/20, delivering the right combination of potency, parsimony and efficiency in a suitably practical shell ought to ensure that the seventh generation of the Astra estate becomes as instantly recognisable as the previous six. So can the new Sports Tourer deliver on these promises?

Verdict

Model tested:

Rating: 8

Used Vauxhall Astra Sports Tourer 2016-2022 review

Good

Spirited bi-turbo performance

Practicality

Rear head room

Bad

SRi badge doesn’t make it engaging

Rivals offer better-finished cabins

DESIGN & STYLING

The new Sports Tourer is almost exactly the same size as the outgoing model but is unlikely to be mistaken for its predecessor. With this replacement, Vauxhall has striven for something more standout – as evidenced by the conspicuous chrome band used to emphasise the elongated roofline.

It’s perhaps the boldest look ever worn by an Astra estate and it risks provoking stronger reactions – both good and bad – than any variant before it.

Vauxhall no longer offers sports suspension, because buyers aren’t interested. So why bother with a ‘Sport’ mode?
Matt Saunders
Road test editor

It’s slippery enough – the 0.272 drag coefficient is the same as for the hatch – and, being based on the same D2XX architecture, the estate benefits from the thorough belt tightening that turned out to be such a prevalent feature of the standard Vauxhall Astra’s success.

A higher proportion of high-strength steel, smaller subframes, shorter overhangs, a lighter exhaust and smaller wheels and brakes all played a part in a substantial saving over the old Delta II car, although the measures don’t prevent the estate from being around 85kg heavier than its hatch sibling.

Despite the disadvantage of extra bodywork, the Sports Tourer isn’t a beneficiary of Vauxhall’s Flexride adaptive dampers, receiving instead the same revised suspension that features on the hatch (a combination of front MacPherson struts and a torsion beam with Watt’s linkage at the back). The manufacturer claims slightly greater torsional rigidity than before, as well as improved noise and vibration suppression.

Vauxhall offers a choice of five petrol and three diesel engines. The petrol line-up features the 104bhp turbocharged 1.0-litre three-pot ahead of the naturally aspirated 1.4-litre four-cylinder motor, followed by a pair of turbocharged 1.4s and the new 197bhp 1.6-litre Ecotec, which thrusts the estate from 0-60mph in 7.2sec.

All the CDTi diesel units are 1.6 litres in size and are distinguished by a 108bhp Ecoflex version that delivers 89g/km of CO2, a mid-range 136bhp version producing an equally clean 101g/km, and the range-topping BiTurbo tested here.

As the latter’s name suggests, it deploys a brace of different-sized turbochargers for sequential, two-stage boosting. With 258lb ft from 1500rpm and almost 150kg less weight to carry, Vauxhall claims almost identical performance to the twin-turbo 2.0-litre engine the 1.6 replaces – despite a 35bhp shortfall in output.

INTERIOR

For front seat occupants, the Sports Tourer delivers the standard Vauxhall Astra experience. Slightly less convenient and not nearly as well presented as a Volkswagen, the portion of the cabin forward of the B-pillars nevertheless lives up to our expectations of what a modern, mainstream family-sized model ought to be.

Only Vauxhall would boast of reducing switches and controls to the absolute minimum and yet still leave nearly 30 on the dashboard or think that providing nowhere to put your phone in the centre console is acceptable – but the much-improved IntelliLink system, decent styling and sturdy build quality see the Vauxhall Astra through.

Almost everything you do in the Astra is followed by a message telling you what you’ve just done, along with an option to dismiss the message
Nic Cackett
Road tester

Aft of the B-pillars, the impression of usability only improves. The standard hatch is roomy enough in the rear; in the wagon, thanks mostly to the extraordinary head room, it gets one step closer to properly capacious. Vauxhall claims 28mm more rear leg room over the Tourer’s predecessor, and while there isn’t a colossal amount of space for feet, most testers’ knees were well shy of the seat ahead.

Elbow and shoulder room are also respectable, but again it’s the head room afforded by the less than flattering roofline that impresses. Measuring a full metre from cushion to headlining, it’ll be a tall passenger indeed who feels short-changed by the space offered.

The boot – the primary reason for most people buying a wagon in the first place – is similarly pleasing. Apart from the weight of the tailgate (an automated one is optional), Vauxhall has hit all the small estate targets, the load space being square, flat and appropriately large.

There’s a full metre of length to exploit without lowering the seats and the opening is practically as wide as the boot itself. The 60/40 rear bench folds almost flat to offer up to 1630 litres, and it’s a process made all the more easy by a compartment cover that’s actually simple to remove thanks to having its catch located at the top.

There isn’t much cubbyhole space (opening the portholes to the either side reveals fuse boxes and exposed bodywork), but that hardly scuppers the Sports Tourer’s obvious practical appeal.

Vauxhall is proud of its latest IntelliLink system, and without doubt the 7.0in touchscreen was part of the reason the new Astra’s cabin felt like a product of this decade rather than the last.

Truth be told, there are some navigational issues (finding yourself pushing the physical ‘back’ button is a sign that not all is well on that front), but the occasional lapse in operating slickness next to rivals is largely overridden by the fact that it makes a DAB tuner, Bluetooth connectivity and even smartphone projection — the essentials, in other words — rightly standard on every model.

The Navi 900 version upgrades the screen to 8.0in and gives access to European maps. It’s an effective enough sat-nav, but it isn’t as beautifully presented as rival set-ups from the VW Group.

However, none of the competition currently offers the 4G wi-fi hotspot that comes with the OnStar service, which (for now) remains the kind of exclusive, brilliantly useful feature that Vauxhall dealers must never tire of showing off.

The simplicity and usability of this function is pleasantly high, trumping a number of high-priced optional systems delivered by premium manufacturers.

On the equipment front, there are five trim levels to choose from - Design, Tech Line Nav, SRi, SRi Nav, Elite and Elite Nav. Entry-level models get 16in alloy wheels, auto lights, electrically adjustable and heated wing mirrors, black roof rails, cruise control, hill start assist and LED day-running lights on the outside as standard. Inside the Astra Sports Tourer gets air conditioning, steering wheel controls and Vauxhall's IntelliLink infotainment system complete with a 7.0in touchscreen display, Bluetooth, DAB radio, smartphone integration and USB connectivity.

Upgrade to Tech Line Nav and the Sports Tourer gains a leather covered steering wheel, adjustable front arm rest and an infotainment system complete with an 8.0 touchscreen display and sat nav, while those opting for the Energy model gets all the equipment of the Design trim plus a heated steering wheel and front seats and 17in alloy wheels.

Opt for the sportier SRi trimmed Astra Sports Tourer and you'll find it adorned with 17in alloy wheels, auto wipers, front foglights, sports seats, Vauxhall's OnStar concierge system and a driving assistance pack (kitted out with city emergency braking, traffic sign recognition and lane departure warning). Top of the range Elite models get folding door mirrors, satin silver roof rails, a leather upholstery, dual-zone climate control, front and rear heated seats, an electric parking brake, two rear USB charging ports and front door sill covers fitted.

Those craving Vauxhall's larger screen IntelliLink infotainment system and European sat nav can opt for SRi Nav or Elite Nav models.

ENGINES & PERFORMANCE

1.6-litre bi-turbo Vauxhall Astra diesel engine

The chance to benchmark a car powered by Vauxhall’s new high-output version of its all-aluminium 1.6-litre diesel was too good to pass up – and it has produced some impressive results.

Even in estate form, the new Vauxhall Astra CDTi Biturbo recorded an 8.4sec 0-60mph acceleration average, managed 30-70mph through the gears in just 7.7sec and completed the same incremental sprint in fourth gear in 9.1sec.

An abundance of torque makes short work of steep inclines even when taken in higher gears
Nic Cackett
Road tester

In all three respects, that’s considerably quicker than the 148bhp Audi A3 2.0 TDI we sampled in 2012 and the 148bhp Mazda 3 2.2-litre turbodiesel figured in 2013 – which were both tested as hatchbacks.

Flexibility, or pulling power, is the engine’s big draw. That 258lb ft may not sound outstanding in isolation (although it’s a lot to conjure from just 1.6 litres), but the motor’s twin turbochargers allow it to be accessible from just 1500rpm.

There’s also less mass to move here than in rival wagons, meaning the Astra picks up speed from low revs strongly and with good throttle response by diesel standards. The A3 mentioned – which is pretty typical of 2.0-litre diesel hatchbacks on performance – took fully 3.4sec, or 27 percent, longer to get from 30-70mph in fourth.

A downsized diesel engine working hard enough to produce that kind of performance might suffer some compromise on refinement, but this engine runs the same compression ratio as its more economy-minded siblings and proved to be quieter than the 134bhp 1.6-litre diesel Vauxhall Astra hatchback we tested last year.

The difference in the cabin was worth three decibels at idle and at 30mph and two decibels at 50mph. The CDTi BiTurbo seemed smoother and quieter-running than its less powerful sibling subjectively, too.

The engine doesn’t have much in the way of sporting character and doesn’t rev as keenly as twin-turbo four-cylinder diesels we’ve tested from Audi and BMW.

It pulls cleanly and progressively up to 4000rpm, though, and has the right balance of tractability, refinement and fuel economy for a load-carrying family estate. You certainly wouldn’t trade any of those key assets for any extra high-rev operating range.

But you might expect a company capable of producing such a fine engine to give you slightly more progressive, positive-feeling controls than Vauxhall does with the Astra. The shift quality of the six-speed manual gearbox is light and poorly defined, the clutch equally light and spongy and the brake pedal spoiled by a dead zone of initial travel followed by inevitable grabbiness.

RIDE & HANDLING

Vauxhall’s current method of chassis development – done on UK roads and concentrating predominantly on one baseline setting rather than producing different ‘comfort’ and ‘sport’ configurations and retuning for different wheel sizes – has served the new Vauxhall Astra with mixed success.

We’ve been moderately impressed by the handling and ride of mid-range models but disappointed by more powerful ones, so it’s becoming clear that there must be a dynamic sweet spot in the range – a point at which kerb weight, wheel size and performance are mixed just so.

Precise steering and balanced chassis make it easy to get to the apex of tighter corners
Matt Saunders
Road test editor

The Astra CDTi BiTurbo juggles supple comfort, handling precision and tautness of body control well enough to feel like it could be that sweet spot.

It’s far from dynamically perfect and doesn’t do anything particularly clever to deliver its blend of pragmatism and poise – but neither does it need to.

The ride is medium-firm but slightly longer in suspension travel than most rivals, so it’s absorptive without feeling soft, and yet the car’s dampers and anti-roll bars haul up unwanted body movement well enough to make the car handle fast corners and uneven roads perfectly tidily, with consistent grip levels, predictable responses and good directional stability.

Although precise, the steering feels woolly and slightly light and doesn’t deliver any contact patch feedback to speak of. The exception, of course, is when all 258lb ft is being transmitted onto the asphalt with any steering angle or camber in the mix; then (and contrary to Vauxhall’s promise of automatic Drift Pull Compensation) the car will steer itself left or right a little, tugging at the rim in your fingertips.

The steering could be better, then, but the car’s underlying handling response and cornering balance are both good, so it’ll corner as quickly as you’re likely to want.

In order to conjure any real driver appeal, the car would need to steer more engagingly and perhaps also ride with a more nuanced kind of body control at high speeds. As it is, the ride begins to become brittle and excitable when you really delve into the car’s reserves of grip and wheel control on a testing B-road, and it therefore doesn’t inspire you to drive with ever-greater keenness.

But then driver engagement was probably quite rightly placed a way down the order on the Astra Sports Tourer’s list of dynamic priorities. Comfort, ease of use, sure-footed precision and stability are all more important qualities, and mostly they are delivered well.

The Astra Sports Tourer isn’t a car you’d drive quickly for the hell of it, but its handling is benign and pleasingly competent if the need arises. Light controls and slightly grabby brakes are its biggest offences — and they’re not significant ones in outright terms.

Hustle the car into a corner and your approach line may be muddled a bit by the over-assisted brakes, but once you’re used to the vagaries of the middle pedal you can stop the car smoothly enough. It turns in and holds its line better than you’d imagine it will, then it gently understeers as it runs out of grip, just as you — and the Labradors in the boot — will want it to.

And it will do all of that with the stability and traction control systems activated, both of which work away imperceptibly until really needed. The latter quells with particular effectiveness the inevitable wheelspin that the 258lb ft of torque might otherwise cause, keeping your cornering line neat and tidy on exit.

MPG & RUNNING COSTS

Vauxhall trim levels are notoriously complicated, and while Luton has moved to simplify the Vauxhall Astra’s line-up, the Sports Tourer range still includes four distinct ranks (Design, Tech Line, SRi and Elite), with two sub-levels that tack ‘Nav’ onto the designation (as our test car’s does – although this convention is confused slightly by the fact that Tech Line comes with sat-nav as standard).

None is poorly equipped – even the entry-level Design cars get air-con, cruise control, 16in alloys and an IntelliLink system that includes the 7.0in touchscreen, DAB tuner and Bluetooth connectivity.

CAP expects the Astra to shade its competition from Seat and Ford on retained value
Nic Cackett
Road tester

Our car’s SRi Nav trim added bigger wheels, front foglights, sportier seats, a Sport switch, a few more toys and an OnStar assistance system for £24,605 with the BiTurbo engine – almost exactly the same money that buys you a mid-spec wagon-shaped Ford Focus 2.0 TDCi Titanium or a Skoda Octavia 2.0 TDI SE-L Estate.

As we’ve said, the Astra is more than a match for its larger-engined rivals in the performance stakes. However, the suggestion that its smaller capacity might immediately translate into cheaper running costs is not borne out by the figures.

In fact, both the Focus and Skoda Octavia claim marginally superior combined fuel economy at 70.6mpg (to the Astra’s 67.3mpg) and both are below its 112g/km CO2 emissions. Being 1% more expensive on a P11D is not make or break, but given the high proportion of business users that this car will attract, it’s a shame that this advantage has been ceded to its direct rivals.

However, on real-world True MPG testing, it’s worth noting that despite a 15% difference between claim and reality, the CDTi BiTurbo actually beat the economy of the 1.6 CDTi 136 (both hatch and estate)with an average of 57.3mpg – easily qualifying it as our pick of the range, despite the road duty implications.

If you are intent on the Sports Tourer we would opt for the BiTurbo engine, which is still the preserve of higher SRi and Elite trims, meaning the car tested represents the current sweet spot. In all other circumstances we’d take cheaper Tech Line spec.

VERDICT

Verdict

Model tested:

Rating: 8

Used Vauxhall Astra Sports Tourer 2016-2022 review

Good

Spirited bi-turbo performance

Practicality

Rear head room

Bad

SRi badge doesn’t make it engaging

Rivals offer better-finished cabins

When the new Vauxhall Astra emerged in hatchback form last year, it earned a well-deserved top four ranking and proved to be a contender in a busy and competitive segment.

Depending on engine, there are only up to three rivals we’d rate more highly. Narrow the field down to hatchback-sized, sub-£25k diesel estates and there are but two: the voluminous Skoda Octavia Estate and the cleverly packaged and very economical Honda Civic Tourer.

Strong engine and estate practicality bolster the Astra’s appeal
Matt Saunders
Road test editor

In other words, from the Astra downwards, there are a great many worse affordable load-luggers you might buy.

While it’s true that plenty of the Astra’s rivals are more desirable, better finished and more engaging, few can beat this particular combination of space, equipment, comfort, refinement, performance, fuel economy and value for money.

For us, that the car’s engine so plainly deserves to be accompanied by more carefully honed controls and a more communicative chassis is a minor disappointment. But for the majority of estate buyers, it’ll probably hardly figure.

As a result the Astra Sports Tourer deservedly gets the jump on the Seat Leon and Ford Focus estates but fall short of the Honda Civic Tourer and the large Skoda Octavia Estate.

Matt Saunders

Title: Road test editor

As Autocar’s chief car tester and reviewer, it’s Matt’s job to ensure the quality, objectivity, relevance and rigour of the entirety of Autocar’s reviews output, as well contributing a great many detailed road tests, group tests and drive reviews himself.

Matt has been an Autocar staffer since the autumn of 2003, and has been lucky enough to work alongside some of the magazine’s best-known writers and contributors over that time. He served as staff writer, features editor, assistant editor and digital editor, before joining the road test desk in 2011.

Since then he’s driven, measured, lap-timed, figured, and reported on cars as varied as the Bugatti Veyron, Rolls-Royce Phantom, Tesla Roadster, Ariel Hipercar, Tata Nano, McLaren Senna, Renault Twizy and Toyota Mirai. Among his wider personal highlights of the job have been covering Sebastien Loeb’s record-breaking run at Pikes Peak in 2013; doing 190mph on derestricted German autobahn in a Brabus Rocket; and driving McLaren’s legendary ‘XP5’ F1 prototype. His own car is a trusty Mazda CX-5.