I know what you’re thinking; what’s so great about a Vauxhall Astra? Granted, it may not set everyone’s pulse racing but it’s a pretty important car in Vauxhall terms, marking the transition from old tech to new tech. It also happens to be one of those cars I bet you haven’t seen in a very long time.
We’re back at the Great British Car Journey, driving some of those British classics that kept the country moving in days gone by. We’ve already tested the Morris Minor Million and Hillman Imp, and last time we looked at the Ford Sierra Sapphire. In this latest installment, we’re looking a watershed car for General Motors’ European lineup. Unlike the Ford Sierra which was a skillful revision of a traditional platform, the first generation Astra was a clean sheet design. It also marks the first time I’ve driven a front wheel drive car for this series of articles (boo-hiss).
Launched in late 1979, you could be forgiven for thinking the Astra replaced the Vauxhall Chevette but that’s not correct when viewed from a strictly UK perspective. In Opel territories the 1979 Kadett D followed the Kadett C, which was nice and logical. The Kadett C was a close relative of the Vauxhall Chevette but whereas the Opel ceased production in ’79, the Chevette staggered on to 1984. As unlikely as it may seem, that means the Astra officially replaced the Vauxhall Viva HC, a car that wasn’t even cutting edge when it was launched, never mind 9 years later. For illustrative evidence, take this period advert for the October 1980 British Motorshow; the new Astra takes pride of place at the front while the rows further back look like a used car lot.
The sharp little Mk1 Astra was the first example of a new direction for GM’s European operations. With the 1981 Cavalier/Ascona and 1982 Nova/Corsa waiting in the wings, the Astra set the styling and mechanical template for a whole range of new cars. The front wheel drive architecture was all-new, as were the OHC Family II engines, initially available as a 1300 before the range was expanded to larger 1.6 and 1.8 litre capacities, the latter found in the GTE range topper. Miserable tightwads could alternatively stick with the old 1196cc Opel OHV if they absolutely insisted. With an eye on reducing maintenance costs, the transmission incorporated an access plate which allowed the clutch to be changed without removing the gearbox; smart thinking. Body wise, customers could choose from three or five doors in either hatchback, saloon or estate variants. Curiously, the saloon had the same body shape as the hatchback but it looked a bit of an afterthought with its clunky external hinges on the bootlid. Predictably, they didn’t sell many saloons but the light commercial Bedford variant did well. For British buyers it all added up to a huge step forward over the Viva HC. I’m not going to pretend the Mk1 Vauxhall Astra represented a mind-bending revolution when compared to the competition, but it had the advantage of being the first real 1980s player in its sector to hit the market.
Old…………………………………..New
When Motor magazine individually tested a 1.3 GL five door Astra in March 1980 they considered its core rivals to be the VW Golf 1.3 GLS, Talbot Horizon GLS, Renault 14 TS, Citroen GSA Pallas and (oddly) the Austin Maxi 1750 HL. Against that ageing competition the Astra couldn’t fail to be well regarded and Motor delivered a glowing review. The April 1980 edition of What Car contained a group test using the very same Astra GL, this time against a Golf GLS, Citroen GSA Pallas and Volvo 345. They too awarded the Astra first place, taking a narrow win over the Volkswagen. The Golf was praised for a marginally better engine, gearchange, ride and steering so you may wonder how the Astra still came out on top. Their reasoning was the Astra being quieter, roomier and having a hatch back that opened to bumper rather than waist height, all valuable qualities to the target buyers. Those advantages were enough for What Car to crown the Astra their car of the year, a great start for the new range.
Notably absent from those tests was the Mk3 Ford Escort, which wasn’t launched until the autumn of the same year. The Escort was eagerly anticipated but those early examples suffered from poor front suspension geometry which took a while to be corrected, and the CVH engine was really nothing to write home about. The Mk3 Escort did go on to become Britain’s best seller but it shouldn’t have. Right at that moment, General Motors built a better car. It’s time to look at this month’s test car and see what all the fuss was about.
Now look, driving a Vauxhall Astra may not be everybody’s idea of a dear-diary moment but it made a big splash at the time so it bears further investigation. The problem is finding a decent one but as luck would have it, the Great British Car Journey’s example is about as close as you’ll get to driving a new one. UDG 51X was first registered in November 1981 and according to the odometer it’s only covered 46,000 miles since then. It’s a three door hatchback trimmed to L specification and boasts the 1300S engine rather than the weedier E (economy) state of tune. That means we’ve got 74bhp to play with, which in a car the size and weight of a Mk1 Astra promises to be pretty lively. Adding to the appeal of this one, it’s extremely yellow; Jamaica Yellow to be precise. It’s yellow on the outside and yellow on the inside, but will it prove to be a lemon?
Making myself at home amongst all the yellowness, it’s clear that the L trim level wasn’t meant for those who were extravagant with their cash. L specification didn’t extend to full wheel trims or a passenger door mirror, but this car does have a rear wiper. Instrumentation is sparse but covers the basics, and the dials are clear and easy to read. The original Philips radio will pick up medium and long wave stations but there’s no cassette player. Top selling record of 1981 – The Human League’s Don’t You Want Me, hopefully not an omen for the little Vauxhall. On the contrary, I’m perfectly happy in the driver’s seat and in a nod to safety it even has a head restraint, which in 1981 would have been worth the salesman’s time to mention. The Astra may not be laden with luxury but that keeps it nice and light which is no bad thing at all.
The single carb 1300S engine fires immediately on the first turn of the key. It’s only an eight valve but it’s a reasonably revvy motor, developing peak power at 5,800 rpm. It’s far more eager than the equivalent 1256cc from the outgoing Viva anyway. The gear selector is positive and the clutch biting point is intuitive but cars like this are supposed to be easy to drive, that’s largely the point. The unassisted steering is a little slow, but the Astra rides well and feels planted on our test route. It neither shakes or rattles and is more refined than I expected. It may only have keep-fit windows, a mere four on the floor and there aren’t many buttons to play with, but the Astra feels so modern in many respects I have to remind myself that it’s over four decades old. The motoring press liked what they found all those years ago and I can see why.
I’m fond of the old Viva HC but by any meaningful measure, the Astra is streets ahead. Car Magazine criticised the Astra for lack of character but that’s a matter of perspective. I suspect it was the Astra’s quiet competence that sparked the accusation, as it would have been hard to find fault versus the competition. If you jumped out of a bang-up-to-date modern motor the Astra might feel like a relic, but from my warped perspective it just feels pleasingly no-nonsense. Mirroring those journalists from 1980, it’s still a big thumbs up from me although probably for different reasons.
These days, first generation Astras are rare things. Rust proofing wasn’t brilliant and the camshafts on the OHC engines were susceptible to wear, so numbers naturally declined and they were treated as disposable white goods. Even today they are not conventionally widely desirable unless you are talking about an SR or a GTE perhaps. However, the ViaRETRO motto is “any classic is better than no classic” and that’s not meant as a backhanded compliment in this case. I wanted to try the Astra because it’s an important hatchback from that 1980s that I’d never previously driven. Having driven and owned contemporary Golfs and Escorts, adding the Astra to my tally goes some way further to completing the set. That’s as good a reason as any for preserving cars like this, and neatly fits into the whole ethos of the Great British Car Journey.
If you want to experience a well-preserved Vauxhall Astra 1300S for yourself, you can drive the very car featured here by visiting the Great British Car Journey at Ambergate, Derbyshire. Opened in summer 2021, the museum has rapidly become a must-visit destination for lovers of old British cars and offers an interactive journey through 100 years of triumph and disaster. The “Drive Dad’s Car” experience lets visitors test a wide range of makes and models dating from the 1930s to the 1990s. As the perfect way to round off a visit to the UK’s newest large motoring attraction, it’s an immersive treat that will either bring back memories or create brand new ones. The best way to secure your chosen drive is to book in advance. Go to https://www.greatbritishcarjourney.com to plan your visit.
