Holden Astra SRi 2004 Review

A new model is looming and the Astra has had a good run here.

This Astra SRi turbo, notwithstanding the ageing body shape, is not so much a piece of dynamite as it is a penny bunger.

That is not to suggest the hot Astra is wimpy.

Simply it represents supreme value-for-dollars.

We recently revisited the Astra turbo SRi to find there was confirmation of the initial impression – quite a nice kit for $36,990.

This European styled and engineered hot four works down here because it is a reasonably affordable way of getting into the force-fed hot four market that has been brutally dominated by Subaru's WRX for the best part of 10 years.

There is a lot to be said for turbos, not purely for their adrenalin-packed rush but for the way they enhance driveability.

From about 1950rpm the turbo chimes in it but really kicks from between 2500rpm-3000rpm, maximising thrust to offer a launch that would surprise some six-cylinder cars.

The Astra inherently possesses a torquey nature. This pulling power helps the little hatch along when tackling hills or in overtaking manoeuvres.

On a quiet road doing 60km/h in fourth there is enough torque to pull past a slower car or up a hill without downshifting.

The brake pedal holds firm despite repeated attempts at hammering the anchors.

Out and about the 17-inch Dunlop tyres stick well to the road.

The front can become a bit unsettled with an aggressive shove of the throttle that can promote medium-to-high level torque steer misbehaviour.

Turbo and torque are an infectious combination, sometimes prompting the driver to be rather inconsistent with application of the right foot.

Along those lines our fuel economy finished at 10.2litres/100km on a 500km test carried out predominantly in open running.

It may not have the weaponry of a WRX nor the badge kudos of an equivalent European fast four, but the Astra stands tall all on its own with 147kW of power creating a little ball of fun on dirt and blacktop.

It's not until you park it beside the standard SRi ($8000 cheaper) that you can pick the subtle differences.

The front spoiler on the turbo is unique in that it accommodates hexagonal mesh inserts in the splitter and has different fog light housings.

On the outside the rub strip and side skirts match the body unlike the vinyl used on the standard.

The 215/40 five-spoke wheels accommodate 17-inch Dunlop rubber compared with the 16-inch Michelin's on the non-turbo.

The rear wing is identical with the only difference being the turbo badging on the right-hand side.

Inside, the biggest difference is the quality leather seats.

It may be hard to see $8000 difference but driving-wise the two are totally unrelated.

The turbo's gearbox seems sweeter, falling into its gates as smoothly as a hand in a glove. Most of all, the turbo has a unique edge.

It bears no similarities to a Japanese thrusted four-potter and has a uniquely European character that just happens to have an Australian badge.