Holden Astra VS Toyota Yaris
- Sedan's comfy and composed ride
- Hatch's beautiful styling
- Aussie tuning for sedan and hatch
- No AEB in sedan
- Hatch's storage could be better
- Sedan's rear headroom limited
- Plenty of exterior style in a tiny package
- Safety stuff on point
- New cabin tech a major bonus
- The price raises eyebrows
- Interior treatment doesn't feel particularly plush
- Petrol-only models can feel a little thrashy
There are two types of people in this world*. Those who like hatchbacks, and those who prefer sedans.
We're not making any judgments. If you're a sedan fancier, it's your business, and hatchbacks have their leagues of loyalists, too. Whichever way you lean, Holden hopes it has something to please you with hatch and sedan versions of its Astra small car.
This is the mothership of Astra reviews, taking both the hatch and sedan into account to help you make a better decision.
|Engine Type||1.4L turbo|
|Fuel Type||Regular Unleaded Petrol|
Have you ever heard the saying you can’t get something for nothing? It could have been written about this all-new, fourth-generation Yaris.
It’s bigger, far safer and more feature-filled than the ageing city car it replaces. It introduces hybrid powertrains for the first time, debuts safety systems never before seen in a city car, and rolls-out the long-awaited cabin technology that the last Yaris sorely missed.
All of which is good news? The not so good news? You will be paying handsomely for all those changes. Yes, the new Yaris marks the end of the sub-$20k Toyota. And it ends it by some margin.
So does the value proposition still stack up? Or are you better off taking the never-smaller step up to the bigger Corolla. Join us as we find out.
|Fuel Type||Regular Unleaded Petrol|
The Astra sedan is a different car to the hatch – but then it's really aimed at different people, perhaps more mature ones. I mean, one of the sedan's paint colours, 'Old Blue Eyes', isn't available on the hatch. This could be a hint.
Either way, the sedan could be a better pick for you because of its more comfortable ride, extra rear legroom and bigger boot.
The hatch is a much better looking car. It's also more refined and stylish inside and out. The hatch comes with a more powerful engine and better handling, but its ride is not as comfortable as the sedan's.
As for the sweet spots for each range. For the sedan it's the LS+ with its great safety equipment at a good price. For the hatch line-up, it's the RS because it comes with the larger 1.6-litre engine, advanced safety equipment, and many of the features on the top-spec RS-V, which is $4500 more.
*But wait, there really are more than just two types of people in this world. There are wagon people, too. And Holden will soon have that covered when the Astra Sportwagon arrives by the end of the year. And that one looks a lot like the hatch.
Are you a hatch or sedan person? Lets us know what you think in the comments section below.
Holden has performed cosmetic surgery to bring them closer together, but they still look like distant cousins at best.
Let's focus on the hatch first. This seventh-generation car looks damn good, but it's near impossible to identify the different levels. The easiest way is to look at the wheels (design and size), while the RS has shiny metal blades on the grille, and the RS-V gets that, plus the same trim around the windows for a posher look.
The cabin is also good looking, but regardless of grade, doesn't have the premium feeling the car's exterior looks suggest. Don't get me wrong, the RS-V's interior is cool and stylish, but the use of glossy plastics and a lack of contrasting colour cheapens the vibe.
All Astra hatches have the same dimensions - 4386mm long, 1807mm wide and a height of 1485mm, which is a smidge longer than the Corolla and a bit shorter than the Mazda3. The RS-V auto is the heaviest at 1363kg.
Now the sedan. Holden has styled the front to look more like the hatch but I don't think it's fooling anybody.
The sedan's cabin is also different to the hatch's. We're talking completely different, from the steering wheel to the temperature controls. I'm more of a fan of the hatch's interior styling than the sedan's relatively basic look.
The sedan is 30cm longer than the hatch at 4665mm end-to-end, it's shorter in height though, standing 1457mm tall (-28mm), but is exactly the same width at 1807mm across.
Short answer? I like it. The Yaris wears a shrunken version of Toyota's design language, a little like a Corolla's been shrunk in the wash.
Like with any car, the more you spend, the better it looks, and the little Yaris looks its sharpest in top-spec ZR guise, with its 16-inch alloys and two-tone paint job (the black roof looks especially sharp against the electric blue paint job).
The blacked-out grille area looks a little like a grouper feeding, but for mine, it works, lending the Yaris a street-smart style that sets it apart in the city car segment, but I simply can't stomach steel wheels on a car that's north of $20k, which rules the entry-level model out, for me at least.
Step inside, and you're met with a quality-feeling interior, if one that lacks some creature comforts and soft-touch materials when you consider the price point. There is no shortage of hard plastics, and even the material that lines the doors in the top-spec models feels paper thin.
The view from the front seats especially is light-years ahead of the car it replaces, with the 7.0-inch colour screen and digital driver display dominating the view. The back, however, is fare more austere, where you'll find seats and... well that's about it.
This could be the clincher if you're wondering whether the hatch or sedan is roomier. And the answer may not be the one you expected.
So, in one sentence, the Astra sedan has more rear legroom, but less rear headroom than the hatch, while the sedan's boot is bigger, but I'd pick the hatch if I was using it to move house.
The first bit makes sense. The sedan has a longer wheelbase, meaning more legroom for passengers in the back. Even me, and I'm 191cm tall. In the sedan I still have about 5cm of space between my knees and the driver's seat set to my position, but I can only just squish my knees in when I'm in the hatch.
But in a cruel twist of design fate the roofline of the sedan is lower than the hatch's, and my head skims the ceiling.
The sedan's 445-litre boot is 85 litres bigger than the hatch's (360L), but I'd choose the latter to move house because it has a larger cargo opening. Fold the hatch's back seats down and you could slide a coffee table in, which is not going to happen in the sedan.
The sedan has better cabin storage areas, with four cupholders (two up front and two in the back), bottle holders in all the doors, and a decent-sized centre console storage bin. The hatch gets bottle holders in all the doors, and while there are two cupholders there aren't any in the back. The hatch's centre console bin is small, but there is a driver's side pull-out bin.
The new Yaris measures 3940mm in length, 1695mm in width and 1505mm in height, and rides on a 2550mm, making it a bigger car than the vehicle it replaces. It will also serve up some 270 litres (VDA) of luggage space with the 60:40 rear seats in place.
The extra room is a boon for rear passengers. I put the backseat to the test sitting behind my own 175cm-tall driving position, and I had more than enough knee and headroom to make me feel comfortable. Then for the ultimate test, I put CarsGuide's tallest scribe (and NBA star in another life) Richard Berry in the window seat alongside me, and we decided we could both travel in genuine comfort.
There are ISOFX attachment points in each window seat in the back, and cupholders up front, but the backseat does lack cupholders, a pulldown seat divider, air vents or climate controls, USB ports or power outlets - there's not much of anything back there.
Front seat riders get a pair of cupholders, a single USB port and power outlet, and a deep, phone-sized storage bin in front of the gear shift.
Price and features
Let's start with the hatchback. There are three grades of Astra hatch: the entry-level R lists for $21,990; then there's the mid-spec $26,490 RS, and at the top-of-the-range is the RS-V for $30,990. These are all prices with a manual transmission, and it's another $2200 on top if you want an automatic. There's a sort of bonus level, too – the 'R+' which is an R with advanced safety equipment, but costs $1250 more.
There are three grades to the Astra sedan range, too – but wait, they don't align with the hatch line-up, and even have different names.
The sedan kicks off with the LS spec at $20,490, if you opt for the manual gearbox, or $21,490 for the auto. Standard features at this level include 16-inch alloy wheels, auto headlights, a 7.0-inch touchscreen with reversing camera, Apple CarPlay and Android Auto support, as well as rear parking sensors.
There's an 'LS+' grade for another $1250 which adds advanced safety equipment, LED daytime running lights and a leather steering wheel.
The $25,790 LT gets all of the LS+ features and adds 17-inch alloys, an 8.0-inch touchscreen, proximity unlocking, auto parking, sat nav and rain-sensing wipers.
At the top of the pile, the $29,790 LTZ has all of the above, plus 18-inch alloy wheels, sunroof, climate control air con, and heated, leather-trimmed front seats.
Depending on the grade, the hatch costs $1000 to $2000 more than the sedan.
Let’s get the tough stuff out of the way first: the new Yaris arrives in three trim levels - the Ascent Sport, SX and ZR - with the cheapest, manual-equipped vehicle costing $22,130, stretching to $32,100 for the most expensive, hybrid-powered ZR.
That marks an entry-point increase of almost $7000, with the former model’s cheapest offering being the $15,390 Ascent Manual - a price increase of more than 40 per cent.
An even tougher pill to swallow? The cheapest Corolla is the manual-equipped Ascent Sport, yours for $23,895 ($1765 more than the entry-level Yaris), and if hybrid is your bag, you can opt for the $27,395 Ascent Sport Hybrid - which means you can get an electrified Corolla for less money than an electrified Yaris.
Anyway, let's unpack. The Yaris range kicks off with the Ascent Sport, which can be had with a manual transmission ($22,130), or with a CVT automatic $23,630.
Outside, you get 15-inch steel wheels, halogen headlamps, LED DRLs and tail lights and rear fog lamps. Inside, you'll find fabric seats, manual air-con, a USB charge point and a 12v power outlet.
On the tech front, you'll find a 7.0-inch touchscreen inside with Apple CarPlay and Android Auto, as well as a smaller 4.2-inch driver info screen. You'll also get a six-speaker stereo and DAB+ radio.
But it's on the safety front where the tiny Yaris really shines, with the brand boldly declaring it the world's safest city car. But we'll circle back to that under the Safety sub-heading.
The range then steps up to the SX, which can be had with the conventional petrol ($27,020), or with a hybrid powertrain ($29,020), which adds a lithium-ion battery and electric motor. The new hybrid system includes a pure EV driving mode, but Toyota is thus far unable to confirm now many electric-only kilometres it will deliver.
That extra spend also buys you navigation with live traffic, auto air-con, keyless entry and push-button start, a digital speedo, tachometer and hybrid use gauge, as well as a leather-accented wheel and better cabin materials. Outside, you get 15-inch alloys, LED headlights, privacy glass and silver exterior design elements.
Finally, you can opt for the top-spec ZR, available as a petrol ($30,100) or hybrid ($32,100). For that, you get optional two-tone paint, as well as 16-inch alloy wheels, and a rear spoiler.
Inside, you get sport seats up front, paddle shifters for the non-hybrid model, and nicer interior design elements like piano black inserts and Y (for Yaris) embossed seats. You also get a head-up display, blind-spot monitoring and an intelligent parking system.
Engine & trans
The Astra hatch comes with a choice of two petrol engines. A 110kW/245Nm 1.4-litre four-cylinder turbo powers the R grade, and a 147kW/300Nm 1.6-litre turbo four sits in the RS and RS-V.
All Astra sedans come with just the 1.4-litre engine.
Buyers have a choice of a six-speed manual (when paired with the 1.4-litre engine torque is 240Nm) or six speed automatic.
CarsGuide test pilot Stephen Corby drove the Astra R grade and pointed out that Holden notes a 0-100km/h time for the base car of "n/a", which pretty much says it all, while our RS and RS-V hatch drivers, including me, found the 1.6-litre to have good acceleration (claimed 0-100km/h in 7.8s).
The six-speed auto in the RS-V hatch is slow and emotionless, while the six-speed manual's short gear ratios keep the turbo going hard.
When it comes to the sedan engine, that 1.4-litre, while competent, doesn't impress the socks off me. But (with socks still well and truly on) it does suit the nature of the sedan far more. The hatch needs a gruntier powerplant to suit its sporty styling and firmer suspension. Lucky there's a 1.6-litre that delivers more mumbo.
The Yaris is offered with a 1.5-litre, three-cylinder engine which will produce 88kW and 145Nm, paring with a six-speed manual transmission in the cheapest model or a CVT auto in the more expensive cars.
The hybrid system adds a lithium-ion battery and an electric motor for a combined power output of 85kW (Toyota hasn't confirmed the torque figure), which suggests its running a de-tuned version of the 1.5-litre engine.
The new hybrid system includes a pure EV driving mode, but Toyota is thus far unable to confirm now many electric-only kilometres it will deliver.
First the hatch. Sure, the 1.4-litre engine is the least powerful but it also uses less fuel, with Holden's claimed combined cycle figure being 5.8L/100km in manual and automatic. The 1.4-litre also only requires cheaper 91 RON fuel. The 1.6-litre engine needs 95RON, and the official figure is 6.5L/100km in the manual and 6.3L/100km for the auto. You'll 52 litres of it to fill the tank.
These are low claims and the stop-start tech would help achieve those figures. Our own driving found real-world consumption is higher, with the RS recording 8.6L/100km on the dash computer, while the manual RS-V scored 7.1L/100km.
After 250km in the RS-V auto the trip computer was reporting 10.2L/100km. I also found the fuel gauge needle moved towards empty faster than rivals I've driven. I don't think the Astra's efficiency is the core issue here, more my driving style, and it could be down to the Astra's 48-litre fuel tank, which is three litres smaller than the Mazda3's, and two litres less than the Corolla and i30's.
The sedan returns similar mileage, with official (combined cycle) fuel consumption for the manual sitting at 5.8L/100km, and the auto at 6.1L/100km. The trip computer in our automatic LS reported 8.2L/100km after a little more than 100km of country road driving.
The perks of a hybrid powertrain reveal themselves here, with the electrified Yaris reporting a claimed 3.3L/100km on the combined cycle, with 76g/km of C02. Petrol-powered cars (CVT) make 4.9L/100km and emit 114g/km of CO2.
Petrol vehicles are fitted with a 40-litre fuel tank, while hybrid cars make do with 36 litres.
Three CarsGuide reviewers drove three different versions of the Astra, and it's pretty clear the R didn't impress in the same way the RS and RS-V did. While the chassis felt great, the issue was put down to the 1.4-litre engine, which had to work hard while the automatic droned on.
I took the RS-V on my 150km country road test loop and found the chassis to be taut and well balanced, and by the feel of the firm dampers, set-up for more sporty driving and handling rather than comfort.
The RS-V's 18-inch rims, with low-profile 225/40 R18 92W Bridgestone Turanza rubber mean you'll feel almost every crack and bump in the road. Great grip, but the ride isn't comfortable.
The six-speed automatic doesn't match the 1.6-litre engine's perky personality, in that it's slow to change gears. Shift paddles on the steering wheel would add more connection to the driving experience.
Vani's RS-V was a six-speed manual and she loves how quickly that gearbox responds. All all our testers agree the steering is accurate, but artificial and light, although the sport mode gives it more weight, along with changing the throttle response to be sportier.
While the hatch has sporty styling and a firmer ride, Holden has tuned the placid-looking sedan's suspension to be comparatively supple. It's a far more comfortable drive.
I had seat time in each grade. The LS with the manual is the most enjoyable to drive - shifting is easy, the gear ratios are nicely spaced and I could get more out of that 1.4-litre engine.
Being tall and all arms and legs, I found I had to drive with the middle armrest up – my elbow kept bumping into it otherwise when shifting. The clutch also has a high return position.
The auto-only LT and LTZ ride just as comfortably as the LS manual. Steering on all grades has been tuned for Australian roads, and it feels accurate, well weighted and smooth. I've driven far fancier cars with steering that isn't anywhere near this good.
Cabin insulation is also impressive in the sedan – the hatch on the other hand has a fair bit of noise intrusion.
And that engine? Well, you're not going to win any drag races, but the comfortable ride and smooth steering, combined with looks that don't promise land speed records means it's far more suited to the sedan than the hatch.
Even with two well fed Holden employees and myself on board, the sedan didn't once feel like it was running out of puff, even on steeper hills.
The Astra sedan doesn't have the handling ability of its hatch sibling, it also has a ridiculously large turning circle of 11.9m (the Mazda3's is 10.6m), but it just skims in at seven out of 10 thanks to that great steering feel, and well-tuned suspension, keeping the ride comfortable and composed.
It’s a tough nut to crack, the Yaris. Largely because the vehicle that appears to make the most sense from behind the wheel, also makes the least sense in a lot of ways, too.
We cycled through petrol-only and hybrid cars, and in my opinion, the electrified vehicles feel the most natural from the driver’s seat - and deliver the most of what you might be expecting from a vehicle touted by Toyota as a revolution in the city-car space.
While the petrol vehicle can feel a little thrashy and loud in the cabin under hard acceleration, the hybrid - which, given its combined power output is actually lower than that of the petrol-only vehicle, must be using a de-tuned version of the 1.5-litre engine - feels a smoother, more complete drive.
The extra weight, too (though only around 65kg or so) seems to help settle the ride, which, when combined with Toyota’s TNGA platform, delivers a car that feels fun and enthusiastic from behind the wheel, with a satisfying ride and steering that’s both easy and predicable.
All of which makes perfect sense. The part that doesn’t, though, is that you need to weigh those facts against the fact that, at either $29,020 or $32,100, you can own a bigger hybrid Corolla for less money. Hell, you can just about buy a hybrid RAV4. And given there’s not a lot of duds in the reborn Toyota’s line-up, that’s a tough financial pill to swallow.
All the things the hybrid models do well are performed a little less impressively in the petrol-powered cars. They remain fun, perky little city cars, but they don’t shift the needle in that segment, at least as far as dynamics go, in the way we perhaps expected them to.
The engine is a little louder and a little courser, and the ride a little more jumpy - the latter of which is a bigger complaint amongst my CarsGuide colleagues than it was for me, but I do like the feeling of being truly connected to the road below me, and am willing to make some comfort sacrifices as a result.
All in all, it’s a very good offering from Toyota, with only the sky-high weight of our expectations, and its price, weighing against it.
If you have a love of small, easy vehicles, there’s no doubt the Yaris will scratch that itch. It’s lightyears in front of the car it replaces, is surprisingly spacious and practical, and the tech and safety updates are a very welcome addition, the former of which - led by Apple CarPlay and Android Auto - will genuinely transform your ownership experience.
The R+ hatch adds a safety pack which includes such as AEB and lane keeping assistance.
The LS+ sedan is $1250 more than the LS and comes with suite of safety gear including lane keeping assistance, lane departure warning and forward distance indicator.
You'll find two ISOFIX mounts and three top tether points for child seats across the back row in the sedan and hatch.
It's got to a high score here, given the Yaris debuts safety systems not seen in cars this size, or this price bracket.
That story begins with eight airbags - including two front centre airbags, the only car in this segment to get them - and the usual suite of braking and traction aids.
Then the tech steps up, with Toyota's pre-collision safety system, which has AEB with pedestrian and cyclist detection, as well as active cruise control, intersection turn assistance, lane trace assist with active steering, road-sign recognition and a reversing camera.
That's on all models too, with the top-spec ZR adding a head-up display, blind-spot monitoring and an intelligent parking system.
The new Yaris scored the maximum five-star ANCAP rating.
The Astra hatch and sedan are covered by Holden's three-year/100,000km warranty.
Servicing is recommended every 15,000km or annually. The Astra also comes with Holden's life-time capped-price servicing. You'll pay $229 for each of the first four services, then $289 each for the next three before stepping up higher as the car ages.