The ubiquitous Astravan seems to have been a part of
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the UK scenery for ever. It was launched in 1982, since when more than 180,000 have been sold. It currently holds over 50% of the car-derived van market, selling 10,000-plus units per year. Now, hot on the heels of the widely acclaimed Astra car range, Vauxhall is poised to introduce the next generation of Astravans, and CM has driven the full range.
by Colin Barnett • The new Astravan range is simple to describe: three power units and two trim levels. Engines are the 1.6-litre petrol and 1.7-litre turbo-diesel engines which are carried over almost unchanged from the outgoing model, together with a new 2.0-litre, 16-valve low pressure turbo-diesel first seen in the recently arrived car. An LPG-powered DualFuel model will be added to the range within a few months, and CNG is also under consideration. All versions have five-speed manual gearboxes as standard, with a four-speed automatic transmission available on the 1.6 petrol and 2.0 diesel versions.
The GM automatic can be operated in any of three modes. "Economy" optimises gear changes for best fuel consumption, while the press of a gearlever-mounted switch changes to "Sport", changing the priority to maximum performance. "Winter" mode forces the transmission to start off in third gear, reducing torque for maximum traction in slippery conditions. Vauxhall predicts that 3% of Astravans will be specified with the auto.
The new van's load space dimensions are similar to the old model's, but GVWs are increased by more than the slight rise in kerbweight, giving payload increases of between 15kg and 30kg, depending on model.
The lower trim level has a new name—the Envoy, while the higher level continues with the LS name. Although the new Astravan's styling has obviously been influenced by its predecessor, the body panels are totally new. The overall length has been increased by just lOmm, but the wheelbase has grown 97mm to 2,614mm and the front and rear track have increased by 54mm and 31mm. These increases, together with the more wedge-like profile given by the waistline, give a much more compact and purposeful appearance. The crispness of the design is helped by the new headlamps which have the lens function carried out by the reflectors, leaving the plastic front panels to just keep the rain out. The rear light units are similarly constructed.
The interior is also derived from the old Astravan, while at the same time being totally redesigned. The ergonomics of the dashboard, which were never bad, have been subtly improved in such ways as relocating the radio information display closer to the driver's sight-line and introducing clearer markings for the instruments. Seats have been designed to be consistent with Vauxhall's declared philosophy of producing a driver's van, with input from an osteopath during the design.
Despite all these features, probably the most significant changes to the Astravan have been aimed at answering criticism, not least from CM, of the old model's steering and handling. Vauxhall called upon the services of former GM partner Lotus to totally rework these areas. The changes have concentrated on reducing the weight of suspension components as well as optimising geometry and mountings and installing a new electro-hydraulic power steering system. The 2.0-litre is equipped with rear disc brakes in place of drums, while all models get ventilated front discs. ABS with electronic brake force distribution is an option.
Safety measures include a standard air bag for the driver, side impact bars, seat-belt pretensioners and improved impact absorption areas. One innovation is a mounting for the brake and clutch pedal assembly which moves the pedals away from the driver's feet in a frontal impact. Vehicle security equipment includes a passive immobiliser built into the key, deadlocks with free-wheeling lock cylinders and an optional remote alarm system with ''rolling" security codes to foil grabber systems. Most of the Astravan's optional equipment is available in theme(' option packs.
Driving impressions
The first Astravan we sampled was an unladen 1.7TD Envoy. It didn't take very long to realise that the combined efforts of Vauxhall and Lotus have been an unqualified success. The steering is now improved beyond all recognition, while the overall levels of refinement are impressive. The wider track and longer wheelbase help to endow the Astravan with a sure-footed feeling that its woolly steering predecessor could never aspire to. Performance from the familiar carried-over turbo-diesel is as lively as ever, while improved subfratne mountings have considerably improved its refinement.
The next version tried was the eagerly awaited 16-valve 2.0-litre, and it didn't disap
point. The flat torque curve of the low-pressure turbo-diesel produces a seamless flow of power that will have "white van man" turning green with envy. Unladen, the response available in fifth led to frequent checks that we weren't still in third gear. This jewel of an engine really does redefine the standard for diesel-powered carderived vans, and if the purchase and fuel costs add up favourably, could significantly diminish the attraction of the petrol version. Handling of the laden van remains almost as impressive as when empty, with just a slight but noticeable reduction in steering effort. The suspension was caught out on some of the harshest bumps encountered on the undulating Yorkshire moorland roads, sending some jarring through the mountings but overall remained remarkably composed. Our test route didn't include any motorway driving, but rapid driving on A-roads failed to reveal any of the highspeed nervousness which can be an unwelcome accompaniment to direct steering.
The final version we tried was the 1.6 petrol model. In many ways this seemed the least impressive of the available engines, feeling rather feeble in the shadow of the torquier diesels, but no doubt will find a home with a minority of diesel doubters. The petrol-powered van shared the only real negative aspect of the range, some of which had slight rattles from the rear hatch and spare wheel area, which although not serious, were shown up by the refinement of the rest of the vehicle. Hopefully, as the vans driven were pilot production examples, Vauxhall will ensure that when full production begins soon, the rattles arc fixed.
Pricing will be announced nearer to the 6 October launch date, but will be "within a few per cent above current prices", and will include a 12-year corrosion warranty.
Vauxhall is confident of increasing its Astravan sales by 10% in the short term and, given the way it has answered the short-comings of the old model without introducing any new ones, its confidence seems fully justified.
Option packs • Safety pack—ABS and passenger airbag • Styling pack-15in alloy wheels and colour coded front bumper and mirrors • Durable pack—Vinyl seats and rubber cab mats (Envoy) • Comfort pack—Height adjustable seat and steering column (Envoy) • Security pack—Remote alarm and central locking (Envoy) • Winter pack—Headlamp washers and electric heated mirrors (LS).
Other major options • Air conditioning, Manual levelling rear suspension, Sports seats, Electric windows.