2004 Holden Astra Reviews

Before the Global Financial Crisis triggered a move by Holden to source cars from Korea the German designed, Europe-built Astra was one of its most popular small cars.It arrived here in 1996 and quickly established its credentials against the leading small car models.The all-new AH Astra was a stylish, small front-wheel drive car with a range of models, including a sporty coupe, a practical hatch, a wagon, a hot turbo, and a convertible.With its European roots the Astra delivered on the expectations of a dynamic drive for those who wanted to enjoy the journey.An extensive range of body styles promised a model for everyone, no matter their needs and wants.High on practicality, the five-door hatch and wagon were the family choices.The coupe was aimed at those who sought a stylish ride and didn’t have a tribe to transport; it had the looks to impress, but would only take four adults.For those who wanted a more thrilling ride when they got behind the wheel there was the SRi, which came with a regular four-cylinder engine and a turbocharged version as well.There was also a good choice of variants, with the CD kicking things off and the CDX and CDXi offering plenty of features, and the SRi hot hatch with all you could want plus the performance punch of the turbocharged engine.Given its position at the entry-point to the model range the CD was quite well equipped. Included in a relatively long list of standard features was a CD player, MP3 compatibility, and seven-speaker sound, air conditioning, tilt and reach adjustment for the steering column, remote keyless central locking, adjustable headlights, multi-function control panel, multi-function steering wheel, power mirrors, power front windows, speed dependent stereo volume, and cloth trim. Metallic paint was available as an option.The CDX was even better equipped, adding 16-inch alloy wheels, cruise control, CD stacker, a leather-trimmed steering wheel, power rear windows, and a trip computer to the CD’s list.It was a similar tale with the CDXi, which in addition to the features of the CDX also had climate control air conditioning, sports front seats, sports steering wheel, and specific trim.A diesel option was added in 2006 with the arrival of the CDTi, which was similarly equipped to the CDXi.The hot SRi was also added to the range in 2006. Available as a hatch or coupe it was powered by a 2.0-litre turbo four and had either a six-speed manual gearbox or four-speed automatic transmission.In keeping with its sporting pretentions the SRi came standard with lowered sports suspension, a leather sports steering wheel, sports pedals, roof-mounted rear spoiler, premium sound system, leather trim, and a space-saver spare tyre.Fresh air fiends were able to get into a convertible in the form of the 'Twin Top' in 2006.It had a folding steel roof for the convenience of a hardtop and the fun of a soft-top, and came with a 2.2-litre engine and manual gearbox or automatic transmission.Being of an age before the digital revolution the AH Astra didn’t have many of features regarded as essential today.Missing from its kit of tricks were things like Bluetooth, it wasn’t possible to sync an iPhone or Android device, sat nav wasn’t offered, and while there was a control panel it wasn’t a touch screen.Similarly you wouldn’t find a reversing camera, parking sensors, a park assist system, or a sunroof.Being European the cabin was well laid-out and all controls fell readily to hand.The basic trim was cloth, but some higher level models had leather as standard.There was good head and legroom in the front, the driver’s visibility was good, and even those if the rear found themselves quite confortable.Overall the cabin was comfortable, appealing and quiet, with little road noise to bother the inner calm.Depending on the model, cupholders were provided in the front and rear.With 350 litres of cargo space when the rear seat was up, and 1270 litres when it was down there was plenty of space to carry luggage in the hatch.The bulk of the AH range had a 1.8-litre fuel-injected double overhead camshaft four-cylinder engine.It ran on regular 91-octane unleaded petrol, and at the time of introduction put out 90kW at its power peak and 165Nm of torque at its maximum. That was increased to 103kW/170Nm in 2007.Holden answered the call for a diesel in 2007 and released the option of a 1.9-litre overhead camshaft four-cylinder engine.At its performance peaks it put out 88kW (118 horsepower) and 280Nm of torque.The SRi came complete with a choice of the regular 2.2-lire four-cylinder engine with 110kW (147 horsepower) and 210Nm, or the sizzling turbocharged 2.0-litre engine with 147kW (197 horsepower) and 262Nm.The downside of the turbo engine is that it ran on 95-octane premium unleaded.When the convertible arrived in 2007 it had the 2.2-litre four-cylinder engine.The transmission choices were a five-speed manual gearbox or a four-speed automatic transmission, and all were front-wheel drive.Diesels and the SRi had a six-speed manual gearbox.Europeans place a high regard on handling and performance and the AH Astra didn’t disappoint on either front.With MacPherson strut front suspension, and also independent rear suspension, the AH handled well exhibiting good grip and balance when cornering, and the ride was comfortable without being soft or soggy.The SRi Turbo hot hatch set the mark for performance in the range, but even the lesser, smaller engine cars were impressively speedy.The CD and CDX had a good array of safety features, with lap/sash seats belts in all five seating positions; the front belts had pretensioners and load limiters as well.There were also front and side airbags for the driver and front passenger.Active safety features included ABS braking and emergency brake assistance.The CDXi and CDTi had the additional safety of head airbags for those in the front and rear seats, and traction control.Electronic stability control was a feature of the SRi Turbo.Lap/sash seat belts in the rear allow the use of a baby car seat, but there were no ISOFIX mounts.The earliest examples of the AH are now 14 years old, which makes them old and more likely to have problems from normal wear and tear.When buying an older car it’s important to understand that it is just that, old, it’s not new, so it will have problems a new car won’tAnyone buying an AH Astra with the 1.8-litre petrol, or 1.9-litre diesel engine needs to be aware that the engines have cam timing belts, which need to be changed regularly. Ignoring the change is risking serious engine damage should a belt brake, as many did in the previous model.Check for signs of a hard life when driving a turbocharged SRi, smoke from the tailpipe under hard acceleration is a good indicator of wear.A service record is a must. It gives a good indication of a caring owner, and alternatively if the servicing has been neglected one that doesn’t care.Capped price servicing didn’t apply to the AH, but service costs are not excessive. The service interval is 15,000 km or 12 months.The Astra was generally well built and shouldn’t squeak or rattle to any major degree. If squeaks and rattles can be heard it could indicate the car has been in a crash.Being a relatively old model now it’s a good idea to look for the external signs of crash repairs in the form of misaligned panels or mismatched paint.Shop around for one that hasn’t done a lot of kilometres, has been regularly serviced, and appears to have been well looked after.The new car warranty on the AH was three years/100,000 km, but that’s well and truly expired.MORE: If anything crops up, you’ll probably find it on our Holden Astra problems page.Allan Caplan: Our AH wagon was 10 years old when we bought it in 2016 and had done 160,000 km. It’s been a good car, reliable, and cheap to run.Phil Ward: We’ve had our 2007 CDX wagon for more than 10 years. It’s easy to park, handles well, has a large boot space, and in that time it has been very reliable.Nicole Jenner: I’ve got a 2007 CD hatch and find it zippy, reliable, and economical. It’s a great car.Sarah Roberts: We bought our 2005 CD hatch new. It’s the best little car we’ve ever had, it handles like a dream, is economical, and its reliability has been commendable. The only problem is the paint, which is sunburnt and patchy.Honda CivicA small car class leader with quality, reliability, and performance.Hyundai ElantraGood value for money and standing the test of time well.Mazda3Perennial class favourite. Ticks all the boxes.Safe, sound and reliable, but it must be in good condition.

It’s not so long ago that small cars like the Astra meant little to Holden as Australians eagerly swooped on every full-sized car the company could produce.

Holden Astra is a small medium car that was popular in Australia for many years.

Graham Smith reviews the 2001, 2002, 2003 and 2004 Holden Astra TS as a used buy.

There's more to producing a convertible than chopping the roof off a sedan or coupe. The steel roof forms a vital part of a car's structure, giving it strength and rigidity, and that strength has to be replaced somehow once the roof is removed. Dash or scuttle shake is often a sign of a lack of strength in a soft top, and a measure of the amount of development that's gone into the body.A car that exhibits scuttle shake, evidenced when the dash area shakes or vibrates, can be a most annoying vehicle to drive. The Astra convertible is pretty good in that respect. The body is quite tight and shows no real evidence of scuttle shake, even with quite a few kilometres under its belt.Another challenge convertible designers always face is how to make the end result look good with the top raised. The Astra also fares well in this respect.The Astra sedan and coupe were good-looking cars to start with so the basics were there, and designer Bertone did a good job in slicing the roof off and producing a new roof so that it looks good with the roof up or down.The Astra's top goes up or down at the touch of a switch, or remotely by the key, and disappears under a hatch at the back. It not only works well, it is triple insulated and has an electrically-heated glass rear window so it feels much like a sedan or coupe once the roof is raised. Like all convertibles, the Astra rag top sits atop the Astra range but also comes fully equipped to ease the price pain: leather sports seats, airconditioning, cruise, trip computer, power windows and mirrors and a CD player with steering wheel controls.The engine is a 2.2-litre double overhead cam 16-valve four-cylinder producing 108kW at 5800 revs and 203Nm at 4000 revs. From 2003 there was a choice of a 2.0-litre turbo, which gave 147kW at 5600 revs and 250Nm at 1950 revs. Standard transmission is a five-speed manual with the option of a four-speed auto.With any convertible its important to listen for body rattles that might show that it's loosening with age, or more seriously, that it's suffered a crash. Make sure the roof goes up and down with no jerking or misalignment. Check that it operates with the button in the car and remotely with the key.Closely inspect the roof inside and out for damage such as tears or folds that will need repairs down the road. Body damage can also affect the smooth function of the roof, so look for ill-fitting boot lids and doors, etc.Mechanically, the Astra convertible is pretty much the same as any Astra.The 2.2-litre engine has a chain for the camshaft drive so it doesn't have to be replaced like the belt on the regular Astra.The turbo engine does have a belt, so be aware it needs to be replaced regularly. Brake wear can also be a headache on Astras, as it is on all European cars. Be prepared to replace disc rotors and brake pads quite regularly - about every 60,000km on average.The Astra convertible is well-equipped when it comes to the crunch. It has front airbags for the driver and front-seat passenger and front side airbags as well, with reinforced A-pillars and padded roll bars behind the rear seats for protection in the event of a rollover. Dynamically, it has anti-skid brakes, traction control and electronic stability control - the first time such a system was used on a Holden.

While Leyland's salesmen were praising the worth of a fifth door, Volkswagen was poised to deliver its 1975 Golf – a hatchback that hit the market, smothered interest in the Morris Nomad and became the one by which all others were judged.So it came as no surprise that the latest Holden (nee Opel) Astra is shaped somewhat like a Golf, has similar on-road poise to a Golf, and on a one-on-one equipment level basis, is similar to the Golf in price.If you're thinking that the Astra shouldn't be seen in the same company as the VW, you're thinking of a different Astra.Released a couple of months ago in Australia, Holden has taken the unprecedented step of selling the old Astra alongside the new Golf-clone Astra.Aside from the appearance, the old model is called the Classic. The old and new share the same drivetrain but the bodies are different – the latest version is longer, wider, about 75kg heavier and, subjectively, a bit messier looking.In fact, the Astra CDXi, the top of the wozza model tested, was so unlike the old Astra's shape we've loved for years that more than a handful of bystanders asked the make of car.Though it's bigger and heavier, the latest Astra has more confident road manners. It sits more firmly at highway speeds, the steering is lighter and more accurate, and the handling is crisper thanks to its more rigid body.This translates into a small car with the competent nature generally found in much bigger European saloons. There is a lot of the BMW, Audi and VW's road character in the Astra.Because it's bigger, there's good room in the rear seat for two adults. The boot is impressive, with its boxy shape and ample proportions, and the floor hides a full-size spare tyre (none of that useless space-saver rubbish).The dashboard is clean and simple, with plenty of things to play with and to justify the CDXi's price tag.On the road the handling masks what is otherwise a good engine/gearbox package.Holden has used the same drivetrain as the old model and though it's good, time has started to dull the shiny lacquer and its rivals, the Mazda3 is a case in point, are now better.Yet it still can get up and bark, with brisk acceleration and a slick manual gearbox of tall ratios to maximise fuel economy.This is a nice hatchback. It is stylish enough to attract a broad audience, more comfortable and perhaps easier to drive than its predecessor, the indicator switch is now conveniently on the right, and the economy is respectable.It's made in Germany, so the quality is there, but the price is steep compared with its Japanese competitors. One for the more discerning motorist.

The five-door hatchback range has had some serious restyling and is better for it.The Astra's European feel is both stylish and cheeky, sporting a bold rear and more aggressively styled front end. Clear, bold lines give the car a unique shape and design.Holden will sell the AH Astra hatch alongside the old one, which was recently renamed as the Classic. The retention of the Classic is aimed at fleet operators and price-conscious buyers who appreciate the $18,990 tag, which includes airconditioning.The latest model range starts with the CD from $21,990, moving up to the CDX and the CDXi, which sits at the top of the tree.The CD entry model includes front power windows, airconditioning, steering wheel-mounted stereo controls, CD player, and driver and passenger front and side airbags.The AH Astra is 139mm longer, 44mm wider and 35mm taller than the old car, while the body is 15 per cent stiffer.Shoulder room has been increased by 30mm in the front and 20mm in the rear, and despite the Astra's curved but sharp-sloping roof line, there is still a good amount of headroom in the rear for a small car.On the road, the Astra feels solid and refined and there is little road or engine noise. Stiffer suspension helps ride comfort but still allows it to handle and turn-in well. The steering is solid and direct but light enough to make reversing into tight spots easy.All the new models are powered by the old Astra's 1.8-litre four-cylinder, which has 90kW of power and 165Nm of torque.The engine does the job well enough but is nothing special and the automatic suffers with the airconditioning on when climbing hills. The manual, however, makes perfect use of the power and is a lot more sprightly.The clutch is light and the gearbox easy to use. On the freeway, the automatic did not complain and comfortably sat on 2700rpm at 110km/h, making for good fuel consumption.Instantaneous reading showed between 4.6L/100km and 7.5L/100km most of the way.The automatic features engine brake assist, a technological marvel that helps reduce stopping distance. In the model tested, it was a touch too energetic. At 100km/h, when the brake pedal was touched slightly, the gearbox automatically dropped to third and while the engine did not complain, it was not necessary and revved a little hard.The nifty dual-stage indicators that flash three times when lifted for changing lanes or continuously when turned on are handy.The height and reach adjustment on the steering makes finding the best driving position easy.The CDX and CDXi are the luxury and sports luxury models. They feature 16-inch alloys, six-stack CD player, cruise control, leather wrap steering wheel, trip computer and front fog lights.The CDXi adds a sports steering wheel and sports trim, curtain airbags, electronic climate control and eight-way adjustable sports seats. The test model also had heated front seats.Inside, the Astra is simple and uncluttered, accentuating the Euro design cues of the car. It could, however, do with a tad more storage and an extra cup holder.The information display is easy to use once you get the hang of it and controls almost everything, including the CDXi's climate-control aircon.The orange display is easy to read and the Astra also has the function of lighting up the dash display when the car goes into shade, such as a car park or through a tunnel.The Astra also has a host of safety features including an auto-lock function that relocks the car five minutes after the doors are unlocked without being opened and a function that allows the headlights to shine for 30 seconds after the ignition is turned off.The new Astra model line-up starts from $3000 more than the Classic. Will that be enough to keep buyers under $20,000? Only time will tell.

Have you noticed how mean car parking spaces seem to have become? It's no wonder we keep suffering door dents.So cars designed to fit into the shrinking world of overcrowding are just the ticket.Hence the pleasure of the Holden Astra. With four doors and a pretty decent boot space, it does not feel like a bitsy little car. Yet it parks like one.Bliss. I swear this car was designed with supermarket carparks in mind because I have never been happier or more comfortable weaving my way through the high-stress mean streets of the local shopping centre where carpark rage is a way of life. The perky little Astra was right at home and ready to tuck herself in the tiniest parking space leaving Toorak Tractor mums glowering over their lofty steering wheels and rumbling on past in search of half a field for their upmarket 4WDs.Funnily enough, even beside these smug motoring monoliths, one does not feel afflicted with small-car syndrome in little Astra.I don't think she knows that she is a compact. She is proud and solid, well weighted to the road.And she has that classy European feel, which is fair enough, since she is a European model, so to speak.She drives on the left, but she wipes her windscreen to the right and indicates from the left.It takes a moment to adjust to this. Just a moment.Her reverse is another idiosyncracy insofar as it is one of those pull up the collar around the gearstick styles – before moving the stick up and left.Thoughtfully, they have placed a red strip at the 50km spot on the speedo, which is a blessing in the suburbs where one is forever keeping an eye on the dial.She runs on the smell of an oily rag, which is all we want in the time of rising petrol prices. And she is quite comfy for driver and passengers.Now, I have only had nice things to say about this little honey. And I approve of the fact that she has a rear windscreen wiper, too. And that she has pyrotechnic seat-belt pre-tensioners. Whatever they are, they sound hot.However, the cupholders, darling. Oh dear. They are extremely odd. So afterthoughtish that, quite frankly, I did not dare to test them out. They are in the lid of the glove box. A bit of a stretch for the driver and very limiting in the size of drink one can carry. Maybe fine for the drive-in, if only we had drive-ins.But since she is very much a city girl, I guess we can call the need for refreshments less important than the safety of the airbags and the absolute convenience of her size and manoeuvrability. Not to mention her price.

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.