Road Test: Holden Astra SRi Turbo

By Feann Torr - 20/Sep/2006

Ford's got one, Renault's got one, BMW's got one - in fact almost every car maker on the planet can lay claim to one. A performance hatch, that is. As well as giving the petrol-heads out there a tremendously affordable way to hack through a corner at Mach 3, these top spec hot hatches are also good for business, often referred to as halo models, that help lift a whole range with their bold looks and aspiring performance.

Holden's curvy Astra coupe has come in for hot hatch treatment where in Australia it's known as the Astra SRi Turbo, featuring a 2.0-litre 4-cylinder engine augmented by an intercooler turbocharger combo. 

As well as the vehicle's performance boost, Holden has ensured potential owners of the new model benefit from all the features befitting a flagship model, such as leather seats, a pumping 7-speaker stereo, 18-inch alloy wheels and special suspension system that reduces body roll.

With all these performance and aesthetic goodies, Holden's hottest hatch cuts a sharp image and a tight apex, and judged on its own makes for a very desirable vehicle. But the problem here is that Ford's got one, Renault's got one, BMW's got one, and the list goes on. The performance hatchback segment is full-to-bursting with product, and as consumers we're spoiled for choice, and to stand out in the crowd manufacturers have got to offer something special. 

Can the 'charged Astra achieve this? Is it just more of the same or does it have a personality all it's own? Let's find out:

Drive: 3.5/5

Holden's blown Astra cuts a terrific image, has huge reserves of power for a hatchback and can be frighteningly quick round a corner

From the get go it's clear there's something special about this car. As I entered Holden's high security vehicular storage facility I was taken aback by the car's presence, even amongst such product as the new VE Commodore.

I'm not sure whether it's the huge 18-inch wheels, or the stylish curve of the car's roof line, perhaps the multifaceted headlight clusters or the flared wheel arches - but whatever it was, I was severely attracted to this car, and had an urge to give it a good thrashing.

So a thrashing we went.

Two things instantly jumped out at me after punting the car down the road after leaving the GM Holden HQ at Fisherman's Bend, and they both involved changing gears. For one, the clutch pedal is too long. Even with lanky stretch-Armstrong legs I found the travel of the clutch pedal a bit rude, but on the flip side the 6-speed manual gearbox offers some of the sweetest shifts this side of a Nissan 350Z.

In terms of performance, the smooth shifting gearbox allows you to really crack the whip, and though the clutch pedal leaves a little to be desired it's far from terminal, and you do learn to adapt to its friction point. Generating 147kW of power at the crankshaft, the 6-speed gearbox delivers this power to the front wheels with gusto which gives the car a very muscular feel off the line. It's not as quick in a straight line as the Ford Focus XR5 Turbo, but there's not a great deal between them on the drag strip.

Pulling away from standstill, the force-fed Astra feels very strong and delivers a good mid-range punch. You can physically feel the exhaust-gas driven turbo ramming even more pressurised air into the engine as your torso is gently forced into the seat cushions, and the Astra SRi Turbo is also quite partial to rolling burnouts - something not always associated with front-wheel driven vehicles.

Holden says that torque peaks at 262Nm, but the car felt more muscular than this figure would suggest, and like most cars with forced induction it's a very addictive feeling when you hit the torque 'sweet spot' that begins to build at around 2500rpm.

Though it's got a highly respectable turn of speed, the go-fast Astra had a tendency to torque steer when aggressively trying to put power to the ground, as the front wheels wanted to break left and right under exertion, as the torque tried to escape any way it could. This can be off-putting when gunning the throttle through corners and wasn't as noticeable in the Focus XR5 Turbo or Golf GTI, and this is an area the Opel engineers in Germany may need to address for future iterations of juiced-up front-wheel drive small cars.

It doesn't detract too much from the overall experience though, and for $35,000, I was rather impressed with the Astra's ability to steadfastly hold its line through a corner. Fitted with fat 225/40 R18s at all four corners, the 1401kg hatchback has scads of tyre grip, and when combined with the vehicle's fairly rigid chassis, it's deceptively rapid through corners. Unlike most of its rivals, the Astra features IDS Plus, otherwise known as the adaptive Interactive Driving System. On the road it's hard to discern if it's actually doing anything - perhaps a sign of its silent proficiency? - but according to Holden the system increases the vehicle's cornering threshold by electronically adapting the shock absorber response to changing road conditions and vehicle movements.

Granted, this thing can corner very rapidly, but oftentimes it feels a bit nervous, and the rear end feels as though it's being dragged around corners, rather than providing the front end with morale-boosting stability. Continuous damping control (CDC) makes up one part of the IDS Plus system, and ESP also plays a part, both of which are networked into the advanced chassis package, to regulate grip via the brakes and engine power output in order to (theoretically) keep the car firmly on the road. 

It all sounds rather innovative, but on the road it's hard to tell if it works. To me, it just felt like a fairly stiff chassis. The car has a very high cornering threshold and can be thrown fairly haphazardly into corners without dire consequences, but from my drive time I felt this was made possible due to the super-fat tyres, rather than any computer brain helping out. Understeer is an issue and at times it felt like the engine's power was too much for the chassis to handle, but even when the tyres are screeching as you carve through a corner with the foot to the floor, it usually holds on. It's not what I'd call a confidence-inspiring vehicle, but it is a lot of fun, and plenty powerful.

Something that does work rather well is the sport button located above the centre console stereo, which, when pressed, adjusts the electronic throttle map, shock absorber levels and electro-hydraulic power steering for a quicker response. Unlike the IDS Plus system, you can feel this system work and everything tightens up to give you more precise control at the limit. The steering becomes more responsive and offers good feedback on most surfaces, while the engine feels keener to boot.

The brakes initially felt quite strong, and did a fine job in and around the city, but when speeds rose and the corners tightened, the brakes began to fade and felt soggy after several hours of punishment. Measuring 308mm up front and 264mm at the rear, they looked a bit timid within the Astra's oversized 18-inch wheels and would probably be one of the first upgrades I'd make if I owned one.

In and around town, the Astra SRi Turbo is remarkably easy to coax along, as the thick chunks of torque that the turbo feeds to the front wheels means you don't have to constantly shift through gears to keep moving. And again, that sublime gearshift means that any gear changes that must be made in commuter traffic are quite rewarding. Highway cruising is handled quite well, and despite the large wheel and tyre package, road noise isn't too intrusive, and with cruise control switched on fuel economy figures in the 6.0L/100km range are not impossible at highway speeds.

Because of its short 4290mm length and 1753mm width and short rear overhang, the turbocharged Astra is delight to parallel and reverse park and, like most small cars, manages congested traffic with greater ease than a larger vehicle. Rear seat room is not the best in class, and access is hampered by the 3-door bodyshell, but as a city vehicle it is very practical and has a decent 10.5 metre turning circle. However, I must make mention of the letter box-sized rear window. It looks nice from the outside and lends the car a style that's unique in the hot hatch world, but once nestled in the driver's seat it creates what could be the world's biggest blind spot.

At the end of the day, there's a lot to like about the Holden Astra SRi Turbo. It's damned quick thanks to its boosted 2.0-litre mill and, through a corner, would probably edge out the Ford Focus XR5 Turbo. But it's the way in which it achieves this feat that is less appealing than it's rivals. Unlike the Volkswagen Golf GTI and the Ford Focus XR5 Turbo, the Astra isn't quite as involving to drive and, at times, you feel like you're forcing the car through a corner with white knuckles, rather than smoothly turning up the heat and guiding it through with finesse. That said, there is something strangely appealing about the Astra's rambunctiousness, which will suit the thrill-seekers out there who love a challenge.

Engine: 4/5

Even though it's got less torque than the Volkswagen Golf GTI and the Ford Focus XR5 Turbo, the Astra's 262Nm seems to be compressed into a more potent concentrate, because Holden's hot hatch is remarkably quick and feels great when opened up from a standing start. Peak power hits the skids @ 5400rpm, which means you don't have to rev the guts out of the engine to extract maximum performance, and I encountered very few instances when the car felt inadequate (except when lined up with an Audi RS 4).

Unlike the sometimes undecided chassis, the engine and gearbox are rock solid, and are easily the best things about this feisty little car. It's not quite as vocal as some of its competitors in the $35-$45k price range, but it's definitely got more courageous voice than a stock standard 4-banger.

From the ageing EcoTec family - it's got a cast-iron block - the engine nevertheless holds up very well, featuring a variable intake manifold (thanks for the correction Sam). Interestingly, the 16-valve turbocharged engine houses the waste gate, exhaust manifold and turbine in one relatively small unit, so the engine is quite compact and the engine bay could easily handle a range of upgrades, from pod filters to larger intercoolers and turbochargers.

Speaking of which, the Astra SRi Turbo features a Borg Warner turbocharger which is fed oxygen via an air-to-air front-mounted intercooler, all of which is controlled by the car's ECU (engine control unit). With a low 8.8:1 compression ratio, the 2.0-litre engine gets its strong acceleratory characteristics from the short flow paths between the turbine and the engine exhaust duct, which together with the small turbocharging unit give the engine a strong surge of torque from low in the rev range.

The 262Nm of torque @ 4200rpm feels more than 300Nm and you can feel the turbo spool up very low in the rev range, which suggests that a large majority of the 262Nm hits the wheels from as low as 2000rpm. On the road, the engine feels very lively and for the asking price makes for a good value performance hatch.

Fuel efficiency is claimed at 9.4L/100km on the combined cycle, but because of the impressive torque that hits early in the rev range, it's possible to change in to 5th or 6th gear at speeds below 100km/h, which can reduce that figure with a bit of diligence.

Exterior: 4/5

In my opinion the Astra coupe's body shape is to die for, and in combination with a decent bodykit and contrasting 18-inch alloy rims with whisker-thin spokes, it makes a brash visual statement that a Golf GTI cannot (but probably doesn't want to) touch. Though I was a bit dismayed at the lack of interest the Astra SRi Turbo garnered on the street, I was more than happy with it how the Belgium-built four-wheeler presents - smooth and svelte, with a smattering of attitude to keep things from getting too hairdresser-like, as evidenced in a stock standard Toyota Celica 

Only available in three colours - black, white and silver - the Astra SRi Turbo cuts a sharp figure thanks to the car its based on, the Astra Coupe. From the curving window line to the the rising shoulder line giving the Astra an aggressive wedge-like profile, this hatchback straddles a contemporary line between hot hatch and traditional coupe, and is one of the best-looking hatchbacks going round. 

From the front the Astra is all angles punctuated by spheres that hide behind smoked lenses in the triple element headlight clusters. The grille features a bold chrome strip pierced by a Holden badge, underneath which lives a large air dam flanked by attractively small fog lights. The front apron is also lower to the ground than normal Astra models which gives the Holden a proper performance look, which is joined by side skirts and a deeper rear apron, punctuated by a small chrome exhaust tip. 

The interior has a minimalistic approach, and for the most part it works quite well

The rear of the vehicle mars what could have been a real traffic stopper, and so we had to reduce the Exterior score from 4.5 to 4.0. Though the roof-mounted spoiler with integrated LED brake lights is a nice addition, and the brake clusters are impressively organic in their design, the rear end appears to jut out further down towards the ground, and it looks a bit naff really, as though the designers got drunk before shaping the Astra coupe's rump. Nonetheless, taken as a whole this car is a very attractive model, and gets a big wrap from me.

Interior: 3.5/5

Step inside the Astra SRi Turbo and its clear that the General's German group, Opel, designed the interior with a 'less is more' mindset. For the most part, this works. There's not too much going on to distract the driver, which is a good thing, as you'll need all your wits about you to squeeze the maximum potential from this hot-headed hatch.

The car features leather upholstery throughout - something the more expensive Focus XR5 Turbo and Golf GTI lack - and this creates a suitably impressive atmosphere in the cockpit in combination with the decent plastics. Sadly, there some aspects of the interior slide downhill from here, with poor colour matching and a general lack of intrigue. For example, the information system with a small dot-matrix screen desires to be an iDrive-like system, but is arguably the most difficult-to-use system ever invented by a car maker. If you thought BMW's iDrive infotainment input system was a pain in the arse, this is like a knife in the eyeball. User friendly it's not, but I suppose that if you spent more than a week with the car you'd become more familiar with it.

Below the centre console is the stubby little gear shifter, which I reckon is a big redeeming factor. Not only does it look stylish, housed a neat and tidy square receptacle, but as mentioned in the Drive section it feels great to use, and together with the suitably chunky leather steering wheel alloy pedals creates pleasing levels of tactility in the cabin. The steering wheel also features useful audio controls, while cruise control is located on the left indicator stalk and power windows and mirrors make the grade as well.

The instrument cluster is fairly standard for this type of vehicle - chrome rims, large numerals - and does it's job well but doesn't offer the kind of style that the exterior exudes. Standard features such as climate control air conditioning and a 7-speaker Blaupunkt stereo with a 6-stack CD player add a touch of luxury to proceedings, and the safety complement is very impressive, featuring ESP, ABS and no less than six airbags spanning both front and rear passengers. 

Boot space is a little tight, but the 302 litres on offer is enough to squeeze in plenty of PC equipment and a large bag of potatoes, and the with the rear seats folded down some 1030 litres becomes available.

Overall: 3.5/5

Though not quite as rewarding to drive at full tilt than some of its competitors in the hot hatch arena, Holden's go-fast midget has a certain charm about it that belies its cosmopolitan looks - the Astra has a distinct personality that's equal parts madness and style. And value for money? That's a no-brainer. The Astra performance hatchback offers considerable bang for your buck in terms of performance, style, and interior fitout. You could do a lot worse for $35k than this testy little tub, and it's even got a switchable suspension system that ensures a smoother driving experience when cruising around town and, at the touch of a button, firmer ride and response for weekend thrashing.

While it's engine and gearbox are far from novel, taking the tried-and-tested 4-cylinder route, the Belgian-built pocket rocket is leading the way in terms of exterior design, showing off a look that will stand the test of time, and this swish demeanour is complemented by what could be described as an entertaining (and hell-for-leather) driving experience.

While it may not be quite as composed as its contemporaries through a corner - and hence loses a half wombat in the overall score - there's no doubting the force-fed Astra's abilities, and it's 2.0-litre intercooled turbocharged engine gives it enough beef to mix it with the best hot hatches in the $35k-$45k segment. With all the mod cons - leather, climate control, 7-speaker stereo and an advanced suspension and safety package with ESP and six airbags - the Astra makes for a compelling proposition.