Vauxhall Astra Hatch (2026 - ) review

Vauxhall offers four main powertrains for the updated Astra, comprising plain petrol, a regular hybrid (HEV), a plug-in hybrid (PHEV) and then a full electric vehicle (EV). This means you can pick the best one to suit your wallet, in terms of fuelling/charging fees and taxation, too. But while all versions of the Astra are competitive for running costs, they’re not groundbreaking in any regard – we tested the PHEV Hatch, which should do more than 50 miles on electric alone. But even on a fairly gently-driven test route with plenty of battery charge in reserve we barely saw better than an equivalent 50mpg – little better than the old diesels it effectively replaces.

Responses from customer satisfaction surveys in recent years suggest both Vauxhall and the Stellantis family of which it is a part along with Peugeot, Citroen and Fiat, have got their collective act together when it comes to making dependable cars. That said, Astra have reported some electrical glitches with the onboard technology, so maybe Vauxhall isn’t quite out of the woods yet.

The current Vauxhall Astra only picked up a four-star Euro NCAP rating when tested in 2022, and the safety organisation’s evaluation process has only got tougher since then. Nevertheless, there’s a good level of standard safety gear on the base Griffin trim, including adaptive cruise control, front and rear parking sensors, and high-beam assist. You need to upgrade to Ultimate spec to get blind spot alerts, lane change assist, lane positioning assist and rear cross-traffic alert technologies, this also getting the new Intelli-Lux HD headlights with more than 50,000 elements to prevent dazzling other road users at night.

Things start off well in the Vauxhall Astra Hatch, because it doesn’t have the small steering wheel and high-set instrument cluster of the related Peugeot 308, which means a more conventional driving position suiting a wider range physiques. The Astra also comes with redesigned Intelli-Seats in the front as standard for this updated model. These have a recessed channel in the middle of their bases, inspired by the saddle of bicycles, to reduce pressure on the coccyx for longer journeys. All well and good, so it’s therefore a shame the ride quality of the Astra isn’t great. Certainly, on the bigger 18-inch wheels that come on both GS and Ultimate cars, and in the relatively heavy PHEV Hatch version, the Vauxhall too often amplifies medium-sized bumps in the road to the discomfort of its occupants. It’s just a bit too firmly set-up for our liking, in all honesty, and not as comfortable as that 308 relation.

Again, there’s nothing wrong per se with the equipment levels, given all versions get twin 10.0-inch digital screens for the main interface. These are more neatly integrated in GS and Ultimate models with an edge-to-edge glass display overlay, but they work fine and are easy enough to read. The problem is, the Astra’s cabin is quite boring to look at. We know the Peugeot 308’s interior can infuriate some with its idiosyncratic small wheel (see above) but it’s still so much nicer and more visually interesting inside. Also, Vauxhall says it has improved the trim finishes of its car’s cabin for the midlife update, but it still doesn’t feel particularly plush or upmarket.

There are no out-and-out performance models for the revised Vauxhall Astra range, but there is plenty of variety in the drivetrains offered. Considering there are five main powertrains to go at – petrol manual, petrol auto, HEV, PHEV and EV – Vauxhall confusingly offers these with five different gearboxes, too. Nevertheless, there should be something to suit every buyer’s needs … providing said buyers don’t need rip-roaring pace. The PHEV is the most-powerful model in the range, but it doesn’t feel quite as brisk on the roads as a claimed 7.6-second 0-62mph time, while the 1.6-litre turbo petrol engine element can be a little rowdy when worked hard. Other choices include the EV, which is smooth enough but underpowered for its kerb weight, so our favourite option is in fact the 1.2-litre HEV – which is the least ‘advanced’ of the three electrified power choices.