Holden Astra Reviews

Actually, they will need to be better than just good to keep faith with the people who have bought the latest European-made small cars from GM Holden.The Barina, Astra and Vectra have done a lot to prove Holden has morphed into more than just a Commodore car company.But Holden has done a deal with Daewoo to boost the value of its baby Barina and the Astra-sized Viva, so it will shift emphasis from next month as the first rebadged compacts roll off the boat from South Korea.Where does that leave the latest Astra line-up? Sitting pretty, judging from a week with the new Astra wagon.We were captivated by the styling of the new Astra coupe. The all-round strengths of the wagon, and the practical back end on the pint-sized family friend, show how much the European newcomer has been improved.It's not the cheapest car in its class, but $23,490 is a good deal for a wagon clearly better than any of its direct rivals.It gives young couples with kids a realistic alternative to a city-style four-wheel-drive.The wagon and coupe stretch an Astra line-up that was revitalised last year with a full body swap and will eventually grow to include a turbo coupe early next year, then a convertible with folding metal roof.Holden says it maintains its commitment to the Astra, now its second-best-selling vehicle after the Commodore.It has allowed Holden to boost volume while waiting for the crucial compact 4WDs -- also coming from South Korea -- from the middle of next year.The Astra wagon has the same basic mechanical package as the rest of the family, though it has a wheelbase 89mm longer.Height is increased by 40mm and Holden says the carrying capacity is 454 litres, or 1549 with the rear seats folded.There is a touch-pad release for the rear door, a cargo cover, side storage compartments, a 12-volt socket and roof rails.There are two models, CD and CDX, but both come with front and side airbags, anti-skid brakes, front electric windows, CD sound and airconditioning.The CDX, from $25,990, picks up alloy wheels, cruise control, six-stack CD, trip computer and four electric windows.ON THE ROAD The best thing about the Astra wagon is obvious. It does not feel as if you are driving a wagon. The car rides tight and light, is quiet and comfy, gets along well enough, and is barely affected by weight in the tail -- unless you shop big and fill it.It is pretty much the way we remember the Astra hatch, though it does not turn heads like the coupe.We found plenty to like, from the engine response to the touch-pad release for the tailgate.And we even enjoyed the central controller for the CDX's trip computer and sound system, which was much more intuitive and straightforward than the BMW iDrive system that led us all into the world of computer-mouse-style electronics in cars.The problem for the Astra is that Australians have deserted the station wagon end of showrooms.They much prefer 4WDs, which means the new Holden is just as likely to be shopped against a Honda CR-V or Toyota RAV4 as the Mitsubishi Lancer and Toyota Corolla wagons that shape as its direct rivals.Holden is confident it can get plenty of customers for the car and it is definitely the new class leader, but we are not totally convinced.But there is no need to wonder when you're driving, because the Astra wagon is a very nice device. It is easy to park, has classy headlights, stops well and performs with plenty of perk.The CDX test car was loaded with everything you really need for enjoyable driving, particularly cruise control, effective air-con and punchy CD sound.We also liked the steering-wheel buttons for the sound system.The wagon tail is good, with a low loading lip and a fully flat floor.We threw in some bikes and also loaded the Astra for a trip to the tip, appreciating the fold-flat rear seats and the tie-down hooks.People on picnics will like the power socket and storage bins in the back and we can see some families using the roof racks.We took a while to adjust to the firm seats, and never really liked the austere look inside the cabin, but that was about it on the negative side of the balance sheet.

There is little difference between the top competitors in price, features and quality.You wouldn't be disappointed no matter which manufacturer you decided to support.The cars are so close that on the Car of the Year judging last year, this category had a split decision and the judges asked for extra time in the Mazda3, Golf 1.6 and Astra. The decision could have gone to any of the same-priced compacts.In the end, the Mazda won, but the Astra is just in front in the all-important sales war.Over two recent weeks I drove a couple of the Belgian-built five-door Astras, the mid-spec CDX and top-of-the-line CDXi, and came away impressed with the quality of the vehicle.I started my evaluation by drawing up a list of features I liked and didn't like. Let's start with the shortest list.I didn't like the cruise control which is on the end of indicator stalk. It's fiddly and difficult to use without accidentally switching on the indicators.I didn't like the steering-wheel mounted on-board computer control system.It resembles BMW's iDrive system and is about as useful.Many manufacturers are spending a lot of time and money trying to perfect these systems in an endeavour to simplify the many and complex controls.No one has done it right and this system is little better than BMW's. Both take your eye off the road for too long, are too difficult to learn and take too many steps to scroll through to the function you want.The final thing I didn't like was the lack of cupholders. But that's about it.I couldn't stop raving about:elegant exterior styling which looks as good coming as it does going;surprising level of performance even with the four-speed slush box;good feel from the electronic throttle;strong and progressive brakes;nifty lane-change indicators (and they're on the right which is an achievement for a left to right drive conversion);neutral handling save for a bit of torque steer that never hurt anyone, anyway;supportive seats which are especially big-bottomed in the rear compartment;full-sized spare tyre;plentiful legroom fore and aft; andthe class-leading quiet cabin attributable mainly to a good choice of tyres and quality sound damping, because the engine actually sounds quite loud when you are standing alongside. Almost a diesel clatter.The refinements make for a relaxed and comfortable drive. Can't wait for the new Astra shape derivatives to arrive in mid-July: The two-seat Tigra cabrio, three-door Astra SRi Turbo coupe hot hatch and five-door Astra wagon.

In this case, I'm talking about Holden's Astra. I loved the last model's flat rear, but now things have gone futuristic and curvaceous. It seems that's the trend, curvy lines and big bumpers.But I'm not convinced the new shape is better than the old. Perhaps I'm being too superficial here, as looks aren't everything.Especially when the test car, the top-of-the-line Astra CDXi, came with a host of inclusions to sway me. Sports styling, projector headlights and 16in alloys. Smartly dressed black leather, electronic climate control, cruise, electronic trip computer ... All very cool.Even so, it did take me a few days to warm to the Astra. I was driving along when all of a sudden I started to get hot. Really hot. I looked over to my passenger, who was grinning madly. A quick scan of the dash and I flicked off the seat warmer button that I hadn't noticed was there.Now it's not that I'm not observant or that it took me four days to discover these gadgets, but there are so many knobs and buttons in the Astra that I still don't know what half of them were for. There are nine buttons alone to preset radio stations.Then there are numerous buttons for the stereo/CD, and none of them giving away which ones operate what. Never mind, because the Blaupunkt sound system is brilliant.Unfortunately, and perhaps it was just me, I found the five-speed Astra wasn't happy in lower gears – it stuttered a bit in first and second, making ungracious sounds.But moving up the gears, it quietened down. And once it got going, I couldn't fault the Astra – it is flawless and nimble, and the 1.8 litre delivers plenty of power.Now, while I'm still on the gears, there is an awkward feature. The gearstick. Two things struck me straight off – its odd, chunky shape and that reverse is next to first gear.You have to lift a lever at the back of the gearstick to lock it into reverse. It took me three attempts to master.The chunky gearstick was awkward to grip, and maybe that explains why it was stuttering in lower gears. But in the end, it was like all new things and just a case of getting used to something different. And by different, I don't necessarily mean bad. In fact, now I'm quite fond of it. Pity I had to give it back.

Styling is on the money, with the cute-as-a-button Euro-flavoured hatch attracting blanket praise.This Astra has improved in some areas and stalled in others.Exterior styling, albeit a subjective area, is a winner and the interior is fresher.However, there are some areas that need addressing, not the least being the old 1.8-litre Ecotec four-cylinder engine which is retained for the incoming Astra.Once the revs rise it has a tendency to stick on its engine speed even if the driver eases off the throttle.It's not a particularly safe characteristic and can catch people out.It tends to happen when the revs rise beyond 4000rpm and while many people will be pottering around below that the trait of this powerplant is that it needs a dig in the ribs to stir it into action.This is not the only flaw with the AH Astra.As in the previous TS model, the cruise control function is located at the tip of the indicator stalk but can be a bit fiddly to activate.It is not hard to inadvertently trigger the indicators.Particularly when the cruise proves cumbersome or, as this driver found on a few occasions, did not want to work and would only come on once the engine was switched off and turned on again.Aside from the aforementioned niggles this Astra has a lot of street cred and is as agile and competent as its predecessor.The chassis feels tight and confident, which is duplicated in its predictable and solid handling manners.Comfort levels vary from model to model.The seats in the CDXi are more comfortable and supportive than the base CD and there is a more upmarket sound system.Which also begs a word of warning.Never leave the car unlocked with the in-dash stacker full of CDs.You can operate the sound system and remove the discs without putting a key in the ignition.Fuel economy in a mixed bag of a test with a variety of different roads was about 8.4litres/100km, which is reasonable but below 8litres/100km, depending on conditions, is quite realistically achieved.Despite some of its flaws the new Astra is a welcome addition and further dates the TS version which has served Holden so admirably in image and sales since 1998.And if you rarely, if at all, use cruise control and you like to keep engine revs below 4000rpm then the Astra is a fine catch.

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.

If the theory holds true that the last model in the line is the best to buy, then the VS is the pick of the second-generation Commodores.  The theory is that by the end of a model the carmaker has ironed out all the production wrinkles, fixed problems that have surfaced during servicing and developed the car to its peak.If that's true, it's better to buy a VS Series II than a VT.  It's also said to be better to buy an optioned-up model than a bare-bones base car. You'll find it easier to sell later on.The used car buyer can buy a better model for not much more than a base car.  The Berlina, for instance, is the next model up from the Executive. A VS II Berlina cost $8230 more than an Executive when new, but now costs only about $2000 more.MODEL WATCHTHE final second-generation Commodore was the VS II, released in 1996. It was designed to keep attracting buyers until the all-new VT arrived in 1997.  The model began with the VR in 1993 and took in the VR II update in 1994 and VS in 1995.It was an improved car compared with the previous VN and VP models, but they were still being built to a tight budget.  VR was a major breakthrough. It was much more refined, better built and better equipped.The VS built on that success and the VS II update added gloss to a brilliant success story.  The big news in the VS was introduction of the smooth ECOTEC V6 engine. The same 3.8 litres in capacity, the engine produced more power (147kW) and used less fuel (six per cent).For those wanting more punch the 5.0-litre V8 was optional.  Buying a Berlina was about more comforts: velour trim, automatic airconditioning, cruise control, power boot release, power mirrors, power steering, trip computer, sports seats and radio cassette sound with six speakers.  Remote central locking improved security, ABS improved the braking, and alloy wheels improved its looks.IN THE SHOPBUILD quality improved dramatically with the VR and VS. A new paint shop in South Australia had a huge impact.  The ECOTEC V6 is generally quite reliable. Look for oil leaks around the timing cover, rocker covers and oil pan.Make similar checks on the V8. Problem areas are the power-steering pumps, which leak oil and are known to fail; the electric fuel pump in the fuel tank, which is known to break down; and the power-steering rack, which is known to leak oil.When checking the power-steering rack, check the rubber boots carefully for damage, tears, splits and cracks.  Damage to the boot allows grime in and that can cause damage to the rack and its joints.Many Berlinas were leased by company executives who could afford the upgrade. They were usually turned over quickly, but often received minimal servicing, so check for a service record.CRUNCH TIMEWITH the VS Acclaim and Calais, Holden was the first local carmaker to fit dual airbags, though the Berlina had a standard driver's airbag.OWNER'S VIEWSKIM Maxwell loves the power of the V8 in her 1997 Berlina, but not its fuel consumption.  Kim and husband Garry have owned it since new and it has been very reliable over 180,000km.  The engine hasn't missed a beat, but a noisy diff required rebuilding at 125,000km.THE BOTTOM LINEWELL-equipped Berlina better value for money than Executive, but Acclaim makes more sense with ABS, IRS and airbags standard.LOOK FORVALUE for money in extra optionsBETTER resale potentialCOMFORTABLE family transportRELIABLE, smooth, economical V6POWERFUL but thirsty V8

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.

German affiliate Opel is developing superb products - with the Astra just one of its global successes.Like Holden, which is working feverishly to come up with niche derivatives of Commodore and Statesman, Opel has cashed in on the popularity of Astra.It has come up with the SRi three-door hatch and elegant Convertible - both running a fiery 147kW 2-litre turbo engine.The high-tail, low-nosed styling stance of the original Astra five-door was a perfect building block for a striking coupe and an equally stunning open-topper.The excellent power characteristics of the turbo have transformed the standard car into an instant sports in both its body forms.Holden and Opel chassis engineers have come up with the right balance between agility, active safety and a level of ride comfort suitable for daily use.The end result is two cars with exciting driveability and wide appeal for buyers of coupes or convertibles.The Astra Convertible already has been tested. This time around the Turbo Hatch is the subject of evaluation.The model looks suitably sinister with black grille, tinted headlights and a sports bumper with integrated fog lamps and large intake - which ducts cool air to the large brakes and turbo intercooler - covered with a sporty black mesh.The glasshouse is framed in matte-black trim. A high-set rear wing and subtle body kit completes the sports package.The only relief from the black treatment is provided by five-spoke alloy road wheels and polished stainless steel tailpipe extension.Inside, "Turbo" inscribed chrome sill plates leave no one in any doubt this is a special, and heated front sports seats, black leather trim, three-spoke steering wheel rimmed with perforated leather and alloy-finish pedals confirm the fact.So do striking red instrument needles against a white background, ringed with brushed chrome.Standard equipment includes climate-control airconditioning, trip computer, premium six-speaker sound system and "express" power windows.The comfort and convenience packages include multifunction information display, cruise control, CD player, rear-seat entry with memory, adjustable lumbar support and fold-down rear-seat centre ski hatch for long objects.Astra's safety arsenal includes rigid body structure, passenger safety cell, dual airbags, height-adjustable seatbelts with pre-tensioners and force limiters, and a pedal release system.As one would hope from a well-sorted performance vehicle, the SRi Turbo hatch gets electronic stability program which co-ordinates the anti-lock brakes and traction control systems.A range of sensors is used to monitor any deviation from the driver's desired direction of travel and assists in bringing the car back on course by applying brake pressure to individual wheels.At $36,990, the SRi Turbo adds up to one of the most appealing sports packages in the marketplace.So much for what it has to offer, now for its driving dynamics.The 2-litre ECOTEC motor is fed by a constant-pressure turbo and breathes through four valves on each cylinder.With an output of 147kW and 250Nm of torque peaking under 2000rpm, the turboed four is a willing power source.The motor features sequential fuel injection, direction injection and a drive-by-wire accelerator. Response is spontaneous at low speeds and thrust is maintained throughout the mid-ranges.The tuned exhaust emits a nice, sporty resonance as the engine goes to work, pushing the car along at a healthy lick.While the car is not breathtakingly quick off the mark, it does offer good torque delivery which translates to good thrust out of bends.One has to be impressed by the handling of the SRi.The traction control gives the model excellent stability and generous safety margins, even when driven enthusiastically. Opel called in Lotus to tune the suspension geometry to ensure both the coupe and the convertible handled as per the script.The British sports car company went for 10 per cent stiffer shock absorbers at the front and 15 per cent firmer dampers at the rear.The bottom line is a car with a distinctly firm sports car road feel and precise steering - but not stiff enough to be too severe on passengers.The effectiveness of the total set-up can be appreciated when the car is hunted through a corner at a speed high enough to tell all.There is no awkward pitch or body roll. The car turns in nicely and tracks with only a trace of understeer which is soon controlled by the traction control.* A genuine sports car which is a treat to drive.* The combination of anti-lock brakes, traction control and electric stability program, plus a superbly mapped chassis results in true performance-car handling.* Changes via the five-speed manual are smooth enough, but the throw is a little long for a sports car.* But on a car for your dollar equation, there is nothing on the market which comes close to the SRi.