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Outstanding engine and Greater handling: Holden Astra Turbo SRi
Outstanding engine and Greater handling: Holden Astra Turbo SRi
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YEARS later than senior management expected, and at a time when the next-generation car is creating a twitter in Europe, Holden has brought us a turbocharged version of its excellent Astra hatch.
he car itself is fine. Sensational, in fact. But it's overdue arrival has emerged as the biggest problem for Holden, which must now contend with customers looking ahead to the bigger, safer, roomier and better-performing range that goes on sale in Europe in around six months and comes to Australia soon thereafter.
The affair with the current SRi Turbo will therefore be short.
But for owners who reckon there's no time like the present, it will be sweet.
Despite not being branded with the Holden Special Vehicles iron as originally intended, this particular Astra has much to offer those searching for bang for their bucks somewhere less thunderous than in Aussie-built muscle cars.
The headline acts are a Borg Warner turbocharger, fortified five-speed manual gearbox, Lotus-tuned suspension, wider front and rear track, bigger brakes (including 308mm ventilated front discs) and 17-inch wheels with low-profile 215/40 Dunlops, all tempered with electronic traction and stability control.
And it works. While the exterior adornments – blackened grille, tinted headlights, big front bumper and a shocking rear wing among them – are far less confronting than after-market kits seen on pedestrian versions around town, the mechanical alterations to the German-conceived hatch are the real deal.
With a power output of 147kW at 5600rpm and peak torque of 250Nm running from 1950-5600rpm, the 2.0-litre turbo is the highlight.
The engine is sweet, smooth and, most of all, bullock-strong, with the turbo cranking up from low revs and enabling the 1282kg three-door to storm between bends, overtake with ease or reach 100km/h from standstill in a claimed 7.4 seconds. Top speed is a claimed 240km/h.
It could do with a more stirring note and deserves a gearbox with better-matched ratios and a slicker, shorter throw.
It needs some work on its fuel consumption, too, averaging an unexceptional 11.8 litres per 100km across our circuit on the required premium-grade petrol.
But the aggro Astra is a blast to drive.
Turbo lag and torque steer are never a problem, and across smooth, free-flowing roads the substantial performance and inherent chassis competence make a cracking combination.
The car is well balanced, maintains excellent control during directional changes and stays fastened to the road through corners.
The steering is direct and communicative. The brakes show strong resistance to fade. And, unlike in other models, the electronic handling aids can be turned off to allow the driver more involvement.
Where it loses favour is across crass roads.
Mid-corner holes and bumps can send unwanted kickback through the steering wheel and some boom-crash opera (not on the stereo) ringing through the cabin as the suspension deals with the considerable power coming through the front wheels.
More suppleness in the ride, and less rumble from the 17-inch rubber over coarse bitumen, are needed.
Inside, the driver is treated to a refreshing absence of silver-painted plastic.
Chrome highlights add some classiness to the sporting impression created with white-faced instruments, dark leather trim and well-bolstered front seats.
Driver position and convenience is catered for with steering wheel reach and height adjustment, full-seat height adjustment, a lumbar dial, clear instrumentation, cruise control, and stereo buttons on the thick-rimmed tiller.
As we've come to expect with Astra, the all-important temperature and main-unit audio controls are large, tactile and in convenient positions, while trip-computer information is housed in a high-mounted binnacle on the dash.
The reach to the front seatbelt is awkward and rearward vision is awful, with the thick rear pillars and large rear spoiler (a most suitable name).
Missing are variable intermittent wipers, a mirror behind the driver's sun visor, a lock on the glovebox and decent centre-console storage.
Patience and deftness are also required to return the front seats back to their original position when the tilt/slide function is used for rear-seat access. Excellent seat travel ensures good space is provided whenever occupants are clambering into the back, and this compartment has quite enough room, comfort and amenities (bar ventilation) for two average-sized adults.
A ski-hole is provided behind the centre-rear armrest and the rear seatback is split 60/40. The seat base does not fold, meaning a flat extended floor is not possible, and child-seat straps interfere with luggage space when used. A space-saver spare wheel is included.
Equipment runs to two airbags, anti-lock brakes, fog lights, heated front seats, a six-speaker single-disc stereo, electric (front) windows, air-conditioning and remote central locking with deadlocks.
There is no automatic.
All things considered, it is a solid package for the price. Mere features shouldn't win it favour, nor should quick grabs like the Lotus connection.
Making all the difference is the engine – and that alone turns the turbo Astra into an enticing proposition, even with an all-new generation in the wings.
The Holden Commodore is as popular in New Zealand (where it has hit the number-one slot in the sales' charts from time to time) as it is in Australia, often being used as a police car. It is also sold in South Africa, Thailand, and parts of the Middle East badged as a Chevrolet Lumina, and in Brazil as the Chevrolet Omega. Holden's exports to the Middle East and Brazil were the first left hand drive cars built since the 1960s, when it sold cars in Hawaii. HSV's modified vehicles are also sold in the United Kingdom. A modified version of the Holden Monaro has been sold in the United States as the Pontiac GTO. The Holden Monaro is sold under its model name through Vauxhall dealerships in the United Kingdom. Vauxhall plans on importing V8 and V6 Commodores to the UK and to brand them as Vauxhalls. Opel hasn't yet made any announcement on Opel imports of Commodores. Holden also exports its Statesman sedan to the Middle East as the Chevrolet Caprice, to South Korea as the Daewoo Statesman, and the People's Republic of China as the Buick Royaum. Fiji, Singapore, Brunei and Indonesia have also been Holden export markets.
Sports vehicles
Between 1968 and 1976, GMH sold a two-door variant of their full-size Holden sedan as the Monaro, a car popular with the general public, and in the hearts of many - although it did not quite set the sales charts alight. A revived Monaro, based on the previous model Commodore, has attracted wide attention since being shown as a concept car at Australian motor shows, and a large waiting list after it was put into production. The revived Monaro was released in the Australian market in October 2001. Starting with the 2004 model year, the Monaro has been exported to the United States, rebadged as the Pontiac GTO, and the Middle East, rebadged as the Chevrolet Lumina Coupe. It is sold in limited numbers in the UK as the Vauxhall Monaro. Production ceased in 2006.
Holden Special Vehicles (HSV), formed in 1987 in partnership with Tom Walkinshaw, is a company that manufactures extensively modified, high-performance Commodore variants (including the Monaro and the Statesman). Holdens have been a staple of domestic touring car racing since the 1960s, and the quasi-factory Holden Racing Team (HRT) has been dominant in V8 Supercar racing. To further reinforce their brand, HSV introduced their own 'HSV Dealer Team' into the V8 Supercar fold in 2005.
Holden Astra Turbo SRi
Specs at time of test
Comment: Outstanding engine makes the aggro Astra an instant hit. Greater handling bias built into a competent chassis, though suspension needs more sophistication. Includes leather, trip computer and cruise control. Mixed bag . . . lacks side airbags.
