Holden Astra Reviews

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.

I can say that because earlier this year I tested the top-of-the-line five-door Astra hatch CDXi, and while it was modern, motivated and even slightly edgy, the new shape didn't grab me. Until now.Here, the coupe doesn't have the two rear passenger doors which, to me, only made the new-shape Astra hatch look average. But take them away and you're left with a sexier shape. More racy and more fun.And the gold-green colour is fab, too. It's fresh, clean and expensive-looking and reminds me rather of a good vintage champagne.A drive in the CDXi was buttery smooth and it was a road-hugger, and a trip to Cape Jervis found nothing changes with the CD coupe. There's easy transition through the five gears, a gutsy 1.8-litre engine and fluid brakes with ABS for safety.The grey-black interior has practical, low-maintenance cloth seats and a simple dash but with easy-to-read, large buttons for the single CD, heating and radio.Volume/tuning controls on the steering wheel are handy and the sound from the Blaupunkt CD/MP3 player is topnotch. Not so good is the placement of the ignition and the indicator lever. They are in the normal place, but because the key is so chunky, I almost knocked it out of the ignition several times when I flicked the indicator.The trip computer, however, makes up for any disappointments telling the time, radio station and outside temperature.Luckily the climate control works brilliantly and I had to make use of the aircon after I'd toasted myself a little too much. It's all about balance I worked out later.Speaking of balance, dual airbags keep both driver and passenger secure – if the need arises – but the Astra feels safe for a smallish car.I say small, but interior-wise it's roomy enough in the front to stretch your legs and, yes, there's still enough space in the back to fit a couple of littlies. Adults might find it a bit squeezy though. The seats are firm but comfy.Admittedly, the Astra CD doesn't have all the extras, and more storage and seating room would be nice at times. But this is the kind of car that is a little bit speccy, sexy and a little bit special. Who needs a bigger, boring car when you can have one with a sexy, zippy personality? I know which I'd choose.Holden Astra Coupe five-speed manualThe colour, the coupe shape.Power and tinted windows.Rear light over the licence plate is handy for night-time shopping.Door handles are too far forward to open the wide doors with ease.Chunky key.A cup holder in the glove compartment?

The car comes out of Europe where the category for smart, stylish sporty coupe small cars has come on strongly. In Europe, like other Astras, this car wears Opel and Vauxhall badges. The factory in Antwerp in Belgium puts on some Holden badges and nameplates for the cars sent here – and Australian buyers are the beneficiaries.To many people, the three-door hatchback was the best looking of the now-retired TS Astra range. But this new three-door hatchback of the current AH Astra range can use the word coupe with greater justification.The Astra coupe is based on the AH Astra five-door hatchback and up to the windscreen it is the same. From there back, it becomes a whole lot more sporty, featuring a sloping roofline. This means headroom in the back seat is 44mm less than the five-door but if you were going to carry adults in the rear often and/or on long journeys, you probably wouldn't buy a small coupe in the first place.Also, there is the added concern of passengers getting into and out of the rear. A simple catch on the front seat back allows them to flip forward and, once inside, rear legroom is tolerable for this type of car.The priority given to styling also means the boot is down on space – 302 litres compared with 345 litres for the five-door hatchback. But, as we proved, it is more than enough for a long weekend away for two and can be increased by the rear seatbacks folding forward.Inside, the driver can find a suitable position helped by height-adjustable seat and steering wheel. Like many coupes, over-the-shoulder vision is impaired but the shortness of the tail makes reverse parking no problem.The heater controls are difficult to read. They are set low and angled away from the driver. Current AH Astras have the turning indicator stalk on the right but it is a touch-control and one has to get used to its sensitivity (it's easy to flash the indicators when switching on the cruise control).The Astra does not get a temperature gauge nor cup holders if you don't count the door pockets. Also, the European-made Continental Premium Contact tyres conveyed obvious road noise on Aussie coarse-surfaced roads and much preferred smoother asphalt. The coupe carries a full-size spare wheel.But that's really getting out the magnifying glass to find those quibbles. Overall, the car is a little beauty. Like all Astras, it steers well, rides well and feels well engineered – certainly not tinny.The 1.8-litre engine remains from the TS Astra. It's a good honest worker. But while it once may have been a standard-setter its 90kW is not going to give a 1300kg car exciting performance. We've driven the manual gearbox Astra and found that has a bit more go than the automatic tested here. A turbocharged hot version of the coupe is on the way.Certainly, the Astra Coupe is great value. The CD version starts at $23,490 and brings 15in alloy wheels, dual front plus side impact airbags, ABS brakes, cruise control, power windows, airconditioning and steering wheel-mounted audio controls.The CDX from $25,990 gains 16in alloy wheels, leather seats, heated front sports seats (welcome on chilly mornings when leather is otherwise cold), leather-wrap steering wheel, trip computer, six-stack CD, premium speakers and illuminated vanity mirrors.The four-speed automatic is another $2000 on each car. We drove a CDX automatic on a trip to Mt Gambier and it did it with ease and excellent fuel economy. After getting 11.5 litres/100km in tight city and Hills driving, it then sipped just 6.7 litres/100km at sightseeing speeds. Even sitting at 110km/h on the return trip, we averaged 7.6 litres/100km. The automatic needs 2750rpm at 110km/h.Astra Coupe is a fine car to drive – and to be seen in – and is very well equipped for the price. If you want the go to match the show, the more expensive 147kW SRi turbo coupe will be here next year.SMALL TORQUEHolden Astra Coupe CDXPrice: $25,990 plus $2000 for automaticEngine: Four-cylinder, dohc, 1796ccPower: 90kW @ 5600rpmTorque: 165Nm @ 3800rpmTransmission: Five-speed manual or four-speed automatic; front-wheel-driveBrakes: All discs, fronts ventilated, ABSDimensions: 4250mm long, 1753mm wide, 1435mm high; 1296kg (automatic)Wheels/tyres: (CDX) alloy 16 x 6.5; 205/55 tyresFuel: Regular unleaded, 52-litre tank; rated at 8.2 litres/100km. On test: (mostly country driving) 7.4 litres/100km

There must still be a market for one otherwise Holden wouldn't have bothered to include a wagon this time around either.Toyota's Corolla and the Mitsubishi Lancer are both available as wagons so that is probably reason enough – there's no point in handing sales to the opposition. Our main issue with this and other models in the Astra range is the smallish 1.8-litre engine. It gives away 20kW to the Toyota and 25kW to the Mitsu, but in the context of rising fuel prices the smaller donk may not be such a bad thing. Same 1.8-litre 16-valve DOHC four cylinder engine as the rest of the range. Puts out 90kW of power at 5600rpm and 165Nm of torque at 3800rpm. Ninety per cent of torque available between 2200 and 5500rpm. Fuel economy for the wagon is a claimed 7.9L/100km for the manual and 8.3L/100km for the auto. Tanks hold 52 litres and fractionally better power figures achieved with premium. Good mid to high range performance but lacks punch off the line. This is particularly noticeable with some passengers aboard. Our test car was the CDX manual which at 1325kg is second only to the auto in terms of weight and 82kg heavier than the manual coupe. Wagon is 266 mm longer than five-door hatch and 227 mm longer than the coupe. To handle increased load carrying require- ments, rear springs and dampers have been recalibrated and front anti-roll bar diameter increased. This provides optimum vehicle balance as the load increases. It is difficult to fault this car in the ride and handling department. It's a smooth operator that sits well in corners, unless you get carried away. Like the coupe can't get used to the blinker control arm being on the right hand side. Most Euros have it on the left by default as did the old model. Good news for music fans. CDX gets a premium Blaupunkt 6-stack seven speaker 130 watt sound system that supports MP3 playback from discs. Volume adjusts automatically with speed. No silly space saver. A full-size steel spare wheel, just the way we Aussies like it. Standard equipment includes includes 15-inch alloys, four airbags, ABS and brake assist, cruise control, power windows, heated power exterior mirrors, steering wheel- mounted audio controls and airconditioning. Same price as coupe. Astra Wagon CD is priced from $23,490 and CDX from $25,990.VERDICT: Better looking than the Corolla. But the Lancer is not a bad looking thing. Just a shame Holden hasn't gone for a bigger engine.

She's got beautiful curves and a great rear for a wagon and, let's face it, a wagon's backside is normally its downfall. But the wagon has worked hard on its appearance and has been given a good workout to match it with its competitors.Despite looking like a spacecraft – and that's probably not helped by its silver-grey colour – my first impression was "a classy chick".Of course, like the rest of you, I have been captivated by the SUV market. Heck, I even went out and bought one last month.Wagons? Well, they remind me of the '80s, when cashed-up parents arrived in their "stylish" wagons at primary school, while my mum's whistling Datsun 180B could be heard kilometres away.In the '90s, they took a back seat – excuse the pun – to sporty coupes, or any car that was red.In the '00s, they are fighting hard to maintain their spot in the starting line-up.Enter the Astra Wagon. It rides on the sporty Astra reputation but adds something – space. There's plenty of it, in the front, in the back seat and even in the cheeky rear. This new member of the Holden family is also practical. That's the new buzz word when you become a mother. "Practical" replaces "chic" and "style" is superseded by "comfort".The Wagon doesn't necessarily excite the driver, but more satisfies her. It's good on the juice, has not one but three anchor points for the baby seat, has durable seat covers and plenty of room.Storage, on the other hand, is lacking. Don't get me wrong – there is storage, but it's your basic kind. Zipping around in the city, I cranked up the stereo with the buttons on the steering wheel – conveniently placed for us girls who don't have time to muck around. Squeezing her body into the perfect parallel city car park was quite easy, although the back-seat headrest obscured the rear view.Still, I'm not fussy – that's probably why the Motoring Editor threw the wagon my way. Most of the other girl-torquers would have scoffed at it. And that, too, was probably the challenge for Holden's marketers.Seriously, how do you draw attention away from the in-vogue compact 4WDs?What about putting two naked people, wearing nothing but dorky sneakers, in the TV campaign? Would that grab your attention?Barely.Holden Astra four-cylinder, 2.2-litre manual wagonRoomyLights remain on for 30 seconds after you take the key from the ignitionEasy-to-use gear shift on the manual versionOnly front automatic windows on the CD versionLack of storageTouch-sensitive indicators

Love the styling but the car just needs a little more go and the 147kW turbocharged engine should be more than up to the job.In the meantime, there are few better looking hatches on the road. Not sure what makes it a coupe and not a three-door hatch. But only panels shared with the five-door hatch are the front bumper, front fenders and bonnet. 1.8-litre 16-valve DOHC four cylinder engine puts out 90kW of power at 5600rpm and 165Nm of torque at 3800rpm. Ninety per cent of maximum torque available between 2200 and 5500 rpm. Good mid range performance but lacks some punch off the line. Our test car was the CD manual which at 1243kg is the lightest of the lot and offers the power to weight ratio. Fuel economy for the coupe is a claimed 7.8L/100km for the manual and 8.2L/100km for the auto. Tanks hold 52 litres and fractionally better power figures achieved with premium. Rides and handles well. Throw it at a corner and this one won't bite back. Coupe gets lower ride height package, which includes modified damping rates for a more responsive, sports oriented handling. Very small rear window reduces vision. Large rear pillars and small rear side windows further reduce vision. As with most three-doors, the large front doors are heavy and open wide, requiring ample room when trying to access rear seat. No good for cramped garages. Rear seat access via tilt and slide front seats. Front seat slide mechanism is okay but can be tricky to operate especially seated in the back. Rear set leg room is not bad, but dark trim and small raised rear windows contribute to a claustrophobic feel. Good for two but would be squeezy with three in the back. Can't get used to the blinker control arm being on the right hand side with this model. Most Euros have it on the left by default as did the old model. Good news for music fans. Blaupunkt seven speaker 80 watt sound system supports MP3 playback from discs. Volume adjusts automati- cally with speed. No spacesaver. Full size steel spare wheel, just the way we Aussies like it. Standard equipment includes includes 15-inch alloys, four airbags, ABS and brake assist, cruise control, power windows, heated power exterior mirrors, steering wheel- mounted audio controls and air conditioning. Astra Coupe CD is priced from $23,490 and CDX from $25,990