The improved version of Vauxhall's Astra Electric gets a smarter look and a slightly bigger battery. Jonathan Crouch takes a look.

Ten Second Review

Though you might still be finding it a little hard to get used to the idea of a fully-electric Vauxhall Astra, this model's gradually gaining traction in the market as Vauxhall prices it more realistically, aided by a government grant. That sales momentum's built upon by this mid-term update, which smartens the styling and delivers a slightly larger battery to enhance range. As before, this EV shares all its engineering with its close cousin the Peugeot E-308 and, like that fellow Stellantis Group model, is available in hatch and Sports Tourer estate form.

Background

Originally launched back in 2023, the Astra Electric was Vauxhall's first all-electric family hatchback, so you could perhaps forgive an initially slightly unrealistic approach from the Griffin brand when it came to the early pricing of this EV. The marque Stellantis Group parent conglomerate wants to aim this car at private customers and switch away from the low-margin fleet sales that have sustained this manufacturer for the last few decades. But even they had to accept a more realistic pricing structure for this EV by the time of this updated model's launch in early 2026. By then, the Astra Electric was benefitting from a £1,500 government grant and with a slightly larger 58kWh battery introduced as part of this update, the sales prospects for this EV seem to be looking up. Under the skin, it continues to borrow almost everything from its Peugeot E-308 development stablemate. But shrouds all the engineering in an arguably sharper suit.

Driving Experience

The Astra Electric gets the most significant powertrain update made to this updated version of the eighth generation Astra. A larger 58kWh battery pack replaces the previous 54kWh unit, boosting range by 22 miles to 282 miles, which is closer to the class standard though still some way off matching it. As before, there's 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 the 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. As in a combustion Astra, it's refreshing to find when you set off down the road in this Vauxhall that an Astra feels significantly different to the Peugeot 308 it's almost entirely based upon. With slightly more of a focus on handling than comfort. That's partly down to a bit more steering feedback; and partly down to fractionally firmer damping, though this Vauxhall rumbles a little over poorer surfaces as a result. On top of that, the battery installation has apparently boosted torsional rigidity by 31%, though there's more body lean through the bends than that statistic would lead you to expect. And something of a nose-led balance, suggesting that all the electric motor gubbins that have replaced the usual engine beneath the bonnet don't save this car a great deal in terms of weight.

Design and Build

The Astra Electric continues to come in either hatch or Sports Tourer estate forms, but you'll struggle to tell either apart from a combustion-engined Astra model, unless you happen to notice the lack of exhaust pipes. As for the changes made to this updated model, well there's a smarter, more purposeful look for the Vauxhall 'Vizor' front face, while the brand badge is now illuminated, with lighting strips either side, flowing into redesigned headlamps now featuring the brand's anti-glare 'Intelli-Lux' technology. The front bumpers have also been redesigned - as have the wheels, available in 17 or 18-inch sizes. Plus there are additional colour choices. Inside, the main change is the installation of the brand's more supportive 'Intelli-Seats'. These are characterised by a recessed channel running up the middle of the front seat bases, which - inspired by the saddle design on road bicycles - reduces pressure on the tailbone (coccyx). Further up the line-up, the car now comes with multi-adjustable, AGR-certified seats for driver and front passenger with covers made of an eco fabric called 'ReNewKnit'. This mono-material, with a high-quality suede appearance, is 100% recycled and, unlike composite materials, does not have to be laboriously separated, reducing the CO2 footprint and helping to avoid waste. These chairs include multi-stage seat heating, electro-pneumatic lumbar support, and massage and memory functions. The dashboard's 'Multimedia Pure Panel Pro Navigation' design is much as before, with a 10-inch digital instrument cluster and a 10-inch central colour touchscreen. But Vauxhall says that central monitor's user interfaces have been made clearer and more intuitive, in line with those on the Grandland Electric SUV. Everything else is as before. Which means that in the rear seat, you get 680mm of leg space, 10mm more than in the Peugeot E-308, but it still feels a touch more cramped than the class norm. A third central passenger could be accommodated but, as with most cars in this class, it'd be a bit of a squash. Out back, boot space remains pegged at 352-litres in the hatch version, the same as the hatch PHEV but 70-litres less than a conventional combustion Astra hatch. With the Sports Tourer estate, you get a 548-litre boot (60-litres down on the conventional model). But as in any Astra Sports Tourer, there's 600mm of load height, along with a 40:20:40 rear seatback split.

Market and Model

In an interesting approach to pricing, Vauxhall has recided that all electrified versions of this model - Hybrid, Plug-in Hybrid and Electric - should be priced at exactly the same level. And that there should be no price premium to graduate from the hatch body shape to this Sports Tourer estate. Which is a huge change from the approach taken with the pre-facelift version of this model, where the price difference between the Hybrid or Electric and the Plug-in Hybrid variants was vast; and there was a premium of at least £1,250 (and sometimes much more) if you wanted the estate version rather than the hatch. All of this means that prices start from around £30,000 with base 'Griffin' trim for either hatch or Sports Tourer versions of the Astra Hybrid e-DCT6, the Astra Electric or the Astra Plug-in Hybrid e-DCT7. There are two other mainstream trim levels, also featuring electrified engine price parity - mid-level 'GS' (from around £31,500) and top 'Ultimate' (from around £34,000). Choose the Astra Electric rather than the combustion electrified variants and there is the advantage that you can deduct a £1,500 government grant from these quoted figures. With all Astra Electric derivatives, you can expect plenty of equipment for the money, with standard features like full-LED headlights, digital instrument dials, a head-up display and standard wireless 'Apple CarPlay' and 'Android Auto' smartphone-mirroring for the centre dash screen. Plus heat for the front seats and steering wheel, a wireless charging mat and a 180-degree reversing camera. You'll be able to specify your Astra with large wheels - up to 18-inches in diameter - and above base trim, you get a 2-tone paint finish. Top 'Ultimate' variants get the brand's 'Intelli-Drive 2.0' technology, which includes Advanced Intelligent Speed Adaptation (which monitors both road signs and weather conditions to adjust the vehicle speed) and Semi Automated Lane Change (which works at speeds between 45mph and 70mph, with the driver able to instruct the vehicle to change lanes). conditions permitting. The 'Intelli-Drive 2.0' package also includes Rear Cross Traffic Alert, which uses radars on the rear bumpers to detect moving objects to the rear sides of the vehicle, such as cars or motorcycles manoeuvring in a car park, alerting the driver when reversing.

Cost of Ownership

As we told you in our 'Driving' section, the Astra Electric's 400-volt battery now has a larger 58kWh of usable capacity and should go 282 miles between charges. Let's get to charging. Like the E-308, the Astra Electric can still only DC charge at up to 100kW (which is well below the class standard). Charging at 100kW at a DC public rapid charger, the brand claims a battery replenishment rate from 20 to 80% in 26 minutes. An onboard three-phase 11 kW charger is included and if you're able to charge at 11kW at home, you'll replenish the battery completely in 5 hours 45 minutes. The 7.4kw wallbox you're more likely to have needs eight hours to do the same thing. Plugged into a domestic 3-pin 2.3kW socket, you'd need a yawning 26 hours 25 minutes to fully replenish the car. Via the 'MyVauxhall' 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. What else? Well as usual with an EV, until Spring 2027 your company car taxation will be rated at a super-low 4%. Garage visits should cost less because there's less to maintain. Service intervals are every year or 20,000 miles and owners can opt to purchase a single service plan to cover all essential maintenance. You'll be given a certificate of battery capacity after each service; the 58kWh battery comes with an eight year / 100,000 warranty for 70% of its capacity. The main full-car warranty is the usual unremarkable 3 year/60,000 mile Vauxhall deal, which looks a bit mean compared to what an increasing number of rivals are now offering.

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 improved 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. The value issue's all the more notable because in the last few decades, we've become used to Astras offering more for your money than rivals. And that might still be the case if you can persuade your local part of the brand's vast UK dealer network to sharpen its pencil with regard to the asking price. If you can't, then the reasons you'll choose this Astra over more obvious competitors (think Volkswagen ID.3 or Hyundai Kona Electric) will probably lie in terms of the more stylish looks of this enhanced L-series model. It'll certainly make a satisfyingly avant garde statement outside the school gates or the gym. Ultimately of course, the reality is that this is less a radical 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.