2006 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.

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

The Astra CDTi, Holden's first diesel-powered passenger car in about 25 years, makes a loud racket and definitely announces its presence, especially when idling and at low speeds. You could be forgiven for thinking you were in a small truck.But while it may seem a little overpowering at first, spend a week in this little baby and you'll no longer have the noise on your mind.The 1.9-litre turbo diesel engine is one thrill of a ride, especially when pressing the "sport" button. But let's not get ahead of ourselves.The six-speed manual version tested delivers 110kW at 4000rpm and 320Nm at 2000rpm to 2750rpm, rather impressive for this size of car. The $29,990 price-tag isn't too bad either.While you experience a slight lag on take-off, it's hardly noticeable as the torque kicks in at low revs and boosts you through to your desired speed.Sitting on the centre console, the sport button is just screaming to be pushed. And as one male passenger noted, it's in a great position for your co-pilot to activate, much to their enjoyment.The button switches the car into sport mode and you instantly feel a boost on the throttle, the revs rising without having to pump the accelerator any harder. The steering also sharpens as the power steering steps up.The manual model has a firmer sports tuned suspension, making the ride slightly jolty, but suited to the sportiness of the car.So when you match the noise to that sudden burst of energy, it all seems to be at one; that growl is no longer a concern, instead a melodic tune. And after a while you come to enjoy the sound of the engine.The cabin seems to be a little compromised with a rather basic interior. But it is adequate and what you could expect for the price-tag.The storage space is very limited as there is nowhere to put wallets and mobile phones, only two very small spaces for coins or one bottle. There are also cup-holders in the doors, but it's the centre section that lacks the space and looks bare.The dash appears rather plain and basic and seems to sit very straight. Airconditioning and cruise control are standard, although the latter required some reading of the instruction manual to put into action. It's not the simplest one to use.While the environment is relatively comfortable, the seats are a tad too firm and your back tends to suffer on longer trips. Leg room in the back is impressive for the size.And while our diesel experience was in a silver car, a shiny black one was a head-turner on a busy motorway and seems like a more stylish choice.During the week, this Astra diesel averaged 6.2 litres per 100km, not far off the claimed 6.0 litres for the manual model. This included a lot of Sydney peak hour driving.The Astra turbo diesel is also available with an automatic transmission and while this wasn't tested, it seems less impressive on paper at least.While it also comes with the 1.9-litre engine, it has a single overhead camshaft as opposed to the double overhead camshaft in the manual.This results in lower output figures, with 88kW at 3500rpm to 4000rpm and 280Nm at 2000rpm to 2750rpm.It has a higher claimed fuel consumption of 7.4 litres per 100km and comes at an additional $1500.So if you can't drive a manual, it may be time to upgrade your skills.Unlike the petrol variant, the diesel comes standard with traction control and Electronic Stability Program for added safety. You'll also find six airbags, side impact protection, 16-inch alloy wheels and front fog lamps.The appearance of the new generation Astra is quite trendy. With its round backside and futuristic styling, the hatchback has all the character you could want in a small car. And don't worry, boys, the turbo diesel engine and the noise it emits ensures it's so much more than just an attractive car. Show off.

It also doesn't help that Holden's 1980s version of the small diesel car – the dodgy Gemini diesel – has become a joke among Holden's fleet.While the Gemini I own is petrol-powered, I still cop its cousin's flak.Bless the car gods for the invention of turbo.The Astra Turbo Diesel is thankfully much improved on the Gemini model and after cruising in it for a week, diesel now looks to be a good option.I could be sensible and rave about the fantastic fuel economy.My dad did marvel at the fact that I could fill up a jerry can with fuel and have enough to get me around town for a week.Sometimes, diesel also costs less at the pump than unleaded fuel. But what I liked about this car was that it had the grunt and toughness of a Kenworth truck.Before you even get in the car, the key operates like a "gansta"-style flick knife – press a button and the key flicks out. I felt very safe walking to my car at night.The exterior styling is sporty and macho, and when you turn on the engine, the Astra gives off a rumble which sends out the message "you don't want to mess with me".It is not the zippiest of cars through traffic and it takes a little bit of time to get off the line.But once the turbo kicks in, you're off.This is not a car you can get bored with. Several driving modes and settings also offer plenty to do when stuck at the lights. The six-speed auto transmission changes to manual with a flick of the wrist. Sport mode can be switched on in both manual and auto.Mix and match to suit the conditions, desired fuel economy or even your mood.The computer dash display has different settings to keep an eye on during the trip. I set the stopwatch to measure how long it took to travel short distances.The computer also can tell you what day it is, which can be handy for those early blurry-brained mornings.The interior did seem to lack the attention given to the outside and the only handy bit of storage is the glove box, which has a removable divider to increase its size. There was no holder for me to stash my cup, mobile phone or loose change.The steering wheel controls for the stereo and dash computer were fiddly and the stereo system sounded weak.So I just turned the stereo down and listened to the turbo booster and engine rumble. CAPTION (astra) Holden Astra Turbo Diesel. Diesel deliversHolden Astra Turbo DieselGreat fuel economy.Turbo provides the necessary power to offset the slow diesel engine.Sporty style and grunty engine sound.Six speed manual transmission for trips on the open road.Lack of storage.Fiddly steering wheel controls.Limited back seat space.

The car is based on the very good-looking Astra two-door hardtop coupe with hatchback – a low-roof shape that looks sporty even with the garden variety 1.8-litre normally aspirated engine.Dressed in spoilers, wings, side skirts, big wheels, low-profile tyres, serious grille and lowered suspension, the Astra SRi Turbo version of the coupe is even meaner.On that score alone, it has the "looks" advantage over pocket-rocket rivals which are all hotted-up conventional high-roof hatchbacks (VW Golf, Ford Focus, Mazda3, Renault Megane and Mercedes-Benz A-Class).Yet Astra coupe retains reasonable space for rear passengers.However, Astra Turbo makes do with an older engine, the two-litre, four-cylinder turbocharged job first seen here three years ago in the then-model Astra three-door and convertible.It gives 147kW power at 5400rpm and 262Nm of torque at 4200rpm. Those figures are not to be sneezed at in a small car but rivals with more recently designed engines do better. For example, Golf GTI $39,990 has 147kW/280Nm, Focus XR5 $35,990 has 166kW/320Nm, Mazda3 MPS at $39,990 has 190kW/380Nm, a coming Megane RS $37,990 gets 165kW/300Nm, making the Benz A200 Turbo look expensive at $44,400 for its 142kW power.But the Astra SRi Turbo counter-punches not only with looks but also with value. It's listed at $34,990, which is less than any of these rivals, and it has an impressive list of technology and equipment.This includes cruise control, power windows, climate-control airconditioning, leather facing on seats and steering wheel, front seats that have three-stage heating, six-stack Blaupunkt CD player and seven-speaker sound system with steering wheel audio controls, plus graphic information display for sound system and trip computer.Outside are modified radiator grille with larger air inlets, an integrated rear spoiler, fog lamps, modified rear bumper panel and the sized wheels and tyres normally expected on a V8 large car – 18in alloys clad with 225/40 asymmetric tyres (Dunlop SP Sport 01 on the GM Holden test car).Then comes the Astra SRi Turbo technology and safety: ESP, traction control, ABS brakes, six airbags (including front side and curtain airbags), the double overhead camshaft and turbocharged engine and six-speed gearbox. Particularly interesting is the "adaptive interactive driving system". This reads the road conditions and vehicle movement, and constantly adapts the shock absorber behaviour.Then there's the sport mode. Press the Sport button on the fascia and it instantly changes the mapping of the throttle to make the engine seem more eager and responsive. It also ups the electro-hydraulic steering for an even sharper feel and the whole package seems more firm and racy.Not to say it's a softie in normal trim. You're aware it's a sports chassis car but the seat is comfortable and the ride tolerable for this sort of machine.My now tiresome Astra gripes remain: lack of cup holders, lower fascia controls hard to decipher and still no engine temperature gauge. The rear window gives restricted view but parking sensors are an option.This model has a steel spare wheel limited to 80km/h. And it needs premium fuel. The six-speed manual gearshift is a beauty, slightly notchy as expected in a performance car.It's not a peaky, popping turbo engine although the exhaust has been engineered to allow a rorty sound. This Astra's happy at 1700rpm at 60km/h in fifth gear and sits on 2700rpm at 110km/h in sixth gear.Our fuel economy was 10 litres/100km. Obey the speed limits on a country drive and you'll better 8 litres/100km. Use the lower gears and a heavy right foot in the Hills and, well ...Lift the bonnet (self-supporting on gas struts) and hooray, there's no engine cover, so you can see all the plumbing for the turbo and intercooler. And the satisfying "Made in Germany" tags on engine bits (plus the occasional "Made in Slovakia").This is a fun car to drive. It's easy to embarrass and surprise a few drivers of larger "muscle" cars – and that's before you get to the twisty bits. Astra's ESP helps control the problem of a lot of power going through the front wheels on tight corners, especially in the wet. ESP can be switched off.

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.

Holden has not played this game for more than 20 years since the departure of the long gone but not forgotten Gemini station wagon.Whatever the defining reason, Holden is now in the small car wagon game again playing against the likes of Toyota's Corolla and the competent Mitsubishi Lancer equivalents.For to-ing and fro-ing and any space needs it remains truly compliant and practical.But for all these pass marks there is one area where it falls flat on its belly.There's no damn room to put a decent cup of coffee.Aside from the square bin in between the two front seats there is nowhere to put a drink without its contents being spilt and changing the texture and possibly colour of the interior trim.For such a practical little wagon how have the interior designers got that side of things so wrong?This is just such a disappointment in a car which has centre rear lap sash seat belt and head restraint and child anchor points in the back, safety and comfort in spades but no bleedin' cup holders or precious little useable storage compartments to speak of.What a tragedy.It is a let down because it kind of takes the gloss off what is essentially a comfortable, smart, tight, quiet and tractable little package.The Belgium made AH wagon comes off a tidy platform and its neat chassis exudes the performance of the tried and proven hatchback Astras.Its 1.8-litre engine mated to the four-speed automatic, a $2000 option, falls a little short when you start adding people and luggage weight to the equation.It loses a lot of the spark it has when laden and becomes a bit of a lazy bones.That and the lack of worthwhile storage bins/cupholders are the main gripes over a wagon which is arguably the classiest looking in its segment.The automatic transmission used here has probably come to the end of the road.One cog less than it should have, a tendency to clunk into gear sometimes and less-than-adequate ratios leave it way short of a halfway decent box.Out on the open road the auto is fine as it labours along in fourth without a worry in the world.It's when the auto needs to start doing its stuff that there seems to be a hiccup.Fuel economy on this three-week test hovered somewhere between 8-9litres/100km so it's not what you would call a quiet little drinker by any stretch.The AH wagon could be a brilliant little family carriage if it had a contemporary automatic gearbox and useable storage compartments other than the daft moulding to place (certainly not hold) a cup on the inside and the skinny map pocket slots in the front door trims.