1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160 
ON THE ROAD
Page 28
If you've noticed an error in this article please click here to report it so we can fix it.
In its most likely operating condi tion lightly laden—the Astravan's performance is extremely impressive. It provides enough easy power for every situation but not enough to be an embarrassment. Even at full weight on the test track, it recorded the best acceleration time CM has seen for a conventional van, only beaten by a couple of short-geared 4x4s.
Despite its relatively high output, the Ecotec-4 engine is smooth enough that from the driver's seat, you really wouldn't know that it was a diesel. The extra 2ohp found since our last drive has resulted in a flexible engine with very smooth and even power delivery at all speeds. It will rev to 5,25orpm if you must but there's really no point.
Other than the occasional baulk when cold, the slick short-throw gear-shift with sporty leather knob is very precise. The power steering is assisted by electrically-powered hydraulics, nicely weighted but not overassisted. Rapid cross-country progress is possible thanks to very neutral and forgiving handling that was already good and is improved still further by the wider tyres.
Unusually for a front wheel driver—never mind one with weight distribution issues— the Astravan managed to restart on the r-in-3 (33%) test hill, even if it was accompanied by rather more wheelspin than ideal if you're paying for your own tyres.
2.0-litre Astravans come with bigger brake discs at each end, and very well they work too—aggressive and powerful but still with good feel. They include ABS and E BD brake distribution control in the price, a Loo option on lower-powered versions. The handbrake held easily in both directions on that rin-3 (33%) hill.
In terms of refinement, the Astravan is literally a van of two halves. From the B-pillar forward, it's the epitome of refinement, quiet and smooth, but behind the driver's head there's still too much noise being transmitted from the rear wheels and tyres, even when unladen. The steering wheel-mounted radio controls are handy, as the radio volume has to be adjusted with every change of speed, and our example wasn't helped by a squeaky tailgate. In its last few years, the Escort van came with a really effective soft floor covering; maybe Vauxhall's spies could locate the supplier—it would make all the difference.
CAB COMFORT
The Astravan's interior remains fundamentally unchanged, which is just as well as it contains just about the best quality plastics in vanland. The headlining is in beige cloth, which makes a pleasant change from the black or dark grey of the rest of the interior. The sports seats, with adjustable lumbar support and height adjustment for the driver, are very comfortable and supportive, maybe a bit on the firm side for some tastes— but not ours—and are trimmed in grey cloth with matching cloth door panels. Chrome door handles further help to relieve the dark interior.
Instruments include speed and revs with a digital odometer, and water and fuel. They have clear white-on-black markings and contain no unnecessary clutter. The Sportive gets a VDO CDR50o RDS radio/single CD player as standard. Like all Vauxhalls, this has a theftdeterring remote display on top of the dash including a self-correcting clock and external thermometer.
Storage space in the cabin is adequate rather than outstanding, including door pockets, a drop-down shelf above the driver's knees and a large, two-level but non-lockable glovebox. There are also various oddments trays in the centre console and a non-slip, non-rattle shelf, ideal for a mobile phone, in the second DIN radio aperture above the heater controls.
Although electric windows are standard on the Sportive, the door mirrors, with wideangle zone on the driving side, are manually adjusted. The usual column stalks operate wipers on the right, and lights on the left. The indicators were reluctant to cancel, a fact not helped by the audible warning going almost inaudible after three flashes.
Definitely audible, though, was the passenger's seat belt buckle which swings annoyingly against the door pillar during even fairly restrained cornering.
SUMMARY
Everyone knows that the Astravan is the fastest thing on the road, capable of leaving Porsche drivers as embarrassed also-rans. This reputation is only enhanced by the sporty version. Seriously though, the latest Astravan could be said to be a failure. It has been improved in those areas, such as performance, handling and equipment where it was already good.
But it has done so without really addressing the two areas in most need of attention, load handling and noise suppression.
However, if you only need plenty of volume, both in the load space and on the radio, then the last of the breed is still the best.
• by Colin Barnett