While other brands are launching special electric models with their own platform and design, Opel is taking a similar path to BMW and giving customers the choice of which drive they want to equip the model with. The only difference between the new Opel Astra Electric and its sister models with combustion engines is the lack of tailpipes and the modified radiator grille. It is available either as a hatchback or as a station wagon, which Opel expects will be in particularly high demand, because apart from the MG5 and the Nio ET5 Touring, which will follow in the fourth quarter, there are currently no electric station wagons on the European market.
Since the stately 45,060 euro Opel Astra Electric comes on the market with the equipment level GS, it has a wide range of comfort and safety equipment and is optically upgraded with 18-inch rims, GS front bumper and two-tone paintwork with a black roof and exterior mirror housings . In addition, the electric model comes standard with LED headlights, collision warning with automatic emergency braking, adaptive cruise control, parking pilot and cameras all around. When it comes to driver assistance systems, Opel is offering an extended package with intelligent speed adjustment and a semi-automatic lane change assistant for €1,700 for the first time.
In contrast to the technical twin model Peugeot e-308, the 4.37 meter long Opel Astra presents itself as well-known inside and outside and has a significantly better solution than the French with its i-Cockpit, especially thanks to its display elements with head-up display. The operation is more sober than in the Peugeot 308 and the interaction with the controls is more direct. An example of this is the regulation of the temperature inside the car, which can be done via a physical button and not via menus on the central screen like on the 308. Second-row space is on par with the Peugeot, but less generous when compared to electric rivals, which are built on dedicated EV platforms and offer significantly more legroom. At 352 liters, the cargo space is significantly smaller than that of the combustion engine at 422 liters – the offer should still be sufficient and the rear seat can be folded down anyway. If the trunk of the Astra is too small, the Sports Tourer variant could be the best alternative, which offers a trunk volume of 516 to 1,533 liters.
As far as the drive is concerned, the inclined customer of the brand with the lightning bolt has no choice in the compact class, because there is only one motor and one battery pack. The Astra Electric is powered by the well-known Stellantis electric drive system with 115 kW / 156 hp and 270 Nm, which is used in the Peugeot e-308 and the Jeep Avenger, among others. There is a small 54 kWh battery option, with the homologated WLTP consumption of 14.7 kWh per 100 kilometers promising a range of almost 420 kilometers. When it comes to charging speed, however, the Opel Astra Electric falls short, because a maximum of 100 kW is extremely low even among the current competitors. The competing VW ID3 (130 to 175 kW) or the Renault Megane EV (130 kW) offer significantly more here. Since the Astra’s battery is quite small compared to the VW ID3 (58 kWh) and Renault Megane (60 kWh), charging from 10 to 80 percent takes around half an hour.
The driver can use a toggle switch to choose between the three driving modes Eco, Normal and Sport. Although the steering feels rather light in normal mode, the driver has good and direct feedback from the road. The brake pedal has a progressive feel and the transition between regenerative and hydraulic braking is smooth. That means you don’t miss the lack of initial bite from the brakes like some electric cars do. The response of the suspension is similarly balanced with a good compromise between stability and driving comfort. The low body also contributes to the fact that the Astra can be moved with agility and is particularly stable even with rapid load changes.
The stately 1.7-ton electric Astra accelerates extremely dynamically, especially in sport mode, and while many a competitor is slowed down at 150 or 160 km/h, the Rüsselsheim-based vehicle is allowed to drive at least 170 km/h. It is still not much compared to a combustion model. As far as the recuperation levels are concerned, the driver can choose between coasting and greater deceleration. In the B program, braking energy recuperation increases from 15 to 45 kW when the accelerator pedal is released. During the test drive, preferably at a moderate pace through the city center, the average consumption of 12.5 kWh per 100 kilometers was even well below the factory specification. That also puts you in a good mood.
