The gravel crunched under the tyres as I steered the Astra GSe into the damp forest track threading through the Lichtenberge hills. Mist still clung to the beech canopy above, and for a moment, I could’ve sworn I was back in the late ’90s , except this Astra had 225 horsepower, adaptive dampers, and a digital cockpit that made my smartphone look outdated.
Design & Interior: Vizor Face, Future Place
The new Astra doesn’t whisper change , it shouts it with a proud Vizor grille, chiselled creases, and a rear light signature that wouldn’t look out of place on something twice its price. In both hatchback and Sports Tourer (wagon) form, it looks taut and athletic, with the GSe gaining larger 18, inch wheels, gloss black trim, and a slightly lowered stance.
Slide inside, and the Peugeot DNA from parent company Stellantis peeks through , but the Opel design team has kept things clean and sharp. The “Pure Panel” cockpit pairs a 10″ digital instrument cluster with a 10″ infotainment touchscreen, all under a single glass panel. Thankfully, there are real climate buttons, a win for muscle memory and gloved hands.
Material quality is solid, especially in mid and high trims. The AGR, certified ergonomic front seats (standard in Elegance and GSe) are superb , supportive over long journeys and still grippy enough when pushing through corners in the hills above Blankenburg.
Boot Space & Bike Transport: The Wagon Wins
I needed to haul a full, size enduro mountain bike for a trail session above Heimburg. The hatchback’s 422, litre boot (352L in hybrids due to battery packaging) was just enough with the rear seats folded, but the Sports Tourer was far better suited: 597 litres (petrol) or 516 litres (hybrid) with seats up, expanding to over 1,600 litres when flattened. No electric tailgate on lower trims, but the boot floor is flat and wide.
With the front wheel off and saddle dropped, my Canyon Strive slotted in diagonally. No complaints.
Engines & Drive Impressions: From Easygoing to Enthusiastic
1.2 Turbo Petrol (110/130 hp)
The entry, level petrol, a 1.2, litre three, cylinder turbo, surprised me with its punch. The 130 hp version mated to the 8, speed automatic felt far from underpowered in the low, speed hairpins of the Lichtenberge. It’s not quick (0, 100 km/h in about 9.7s), but it’s smooth, efficient (6.0, 6.3 L/100 km real, world), and ideal for city, dwellers or commuters.
Noise levels are modest unless you’re wringing it out, and the six, speed manual is light and easy , great for those who still enjoy shifting for themselves.
Plug, In Hybrid (180 hp)
The hybrid makes a case for itself as the daily, driver sweet spot. A 1.6, litre four, cylinder petrol engine works with an 81 kW e, motor and 12.4 kWh battery for a total of 180 hp and 360 Nm. In EV mode, you get 55, 65 km of range , and around 45 km in hilly real, world use.
Around Langenstein, I cruised silently past timber cottages with the drivetrain imperceptibly switching between EV and hybrid modes. The added weight (about 300 kg more than the petrol) doesn’t ruin handling , the Astra still turns in cleanly and resists roll thanks to the stiff EMP2 platform.
Charge times are average: about 4 hours from a home wallbox. Fuel consumption in hybrid mode hovered around 4.8 L/100 km , decent, though not Prius, beating.
GSe (225 hp)
Then there’s the GSe. The “Grand Sport electric” badge may be a bit of marketing bravado, but don’t dismiss it. It takes the same plug, in hybrid setup and boosts it to 225 hp and 360 Nm. With stiffer springs, Koni frequency, selective dampers, sharper steering, and a 10 mm lower ride height, the Astra GSe is genuinely fun on a winding road.
On the descent from the Lichtenberge ridge, I found myself trail, braking into bends, letting the instant electric torque slingshot me out like I was in a hot hatch. 0, 100 km/h in 7.5 seconds isn’t blistering, but it feels quicker thanks to the torque hit and quick gearbox.
The ride is firm, no doubt, especially on those 18s , but never crashy. It finds a rhythm on rural B, roads that’s rare in plug, in hybrids. A Golf GTE feels more clinical; the GSe feels involved.
Tech, Safety & Features: Generous, Mostly Smart
All Astras come with LED headlights, lane keeping assist, automatic emergency braking, and a tiredness alert. Upgrade to GS or Ultimate trims and you’ll get Matrix LED headlights (excellent), a head, up display, and semi, automated lane centering.
Wireless Apple CarPlay and Android Auto are standard, and the system is responsive , though not as slick as BMW’s iDrive or Hyundai’s latest. Opel’s own voice assistant feels like an afterthought, so I stuck to Siri.
Top trims also get a panoramic roof (wagon only), 360, degree camera, and keyless entry. Value, wise, it’s strong: starting from just under €27,000 for the base petrol and around €39,000 for the hybrid. The GSe? About €45,000 , not cheap, but decently specced for what you get.
Conclusion: Astra Ascendant? Yes, Especially in GSe Form
This isn’t your uncle’s Astra. In fact, I’m not sure it’s even Opel’s Astra in the traditional sense. The 2024 model feels like a collaborative masterstroke between German practicality and French flair , and it works.
The regular petrol is an honest, efficient everyday car. The hybrid is a quiet, capable commuter. But the GSe? That’s the one I’d pick. It has personality, dynamics, and just enough EV range to justify itself in a plug, in saturated world.
And while the Lichtenberge’s misty switchbacks made a poetic test track, I have a feeling this Astra will shine just as brightly on a rainy Autobahn or a morning school run.
Does the Astra Hybrid have fast charging?
No DC fast charging , AC charging only, up to 3.7 kW standard or 7.4 kW optionally.
Does the Opel Astra plug, in hybrid have enough electric range for daily use?
Definitely. In real, world conditions, you’ll get around 50, 60 km on electric alone, ideal for commuting or reaching the trailhead silently.
Is the Astra fun to drive on mountain roads?
The petrol model is decent, but the GSe really shines with quicker steering and better suspension. It’s not a hot hatch, but it holds its own on twisty terrain.
