Toyota Prius VS Holden Astra
- 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
Tree-huggers get a bad rap, especially when they're accused of driving Priuses, a particularly targeted form of abuse inspired by the Malibu movie set. Hollywood types who stepped out of gas-guzzling private jets to tool around humbly in Toyota's trailblazing hybrid used to include dapper chaps like Clooney, Damon and di Caprio.
They must have been pleased when Tesla arrived with bigger, faster, fully electric cars. Sometimes you really need to get to your private jet in a hurry.
And I say they were pleased because driving a Prius forced these folks to consider what life would have been like had they not played that dead body on CSI, before rising through the ranks to owning chunks of a coffee-pod company and marrying lawyers who make speeches at the UN.
The Prius was a run-of-the-mill car that appealed to them only via its new hybrid technology, whicht helped assuage their guilt at burning several tonnes of avgas instead of mixing it with the general public on commercial airlines.
In 2019, Toyota has four hybrids (including a RAV4) with which to attract your attention, and one of those is the 20-year-old Prius. Still odd-looking, still a hybrid, still pretty much the same proposition as that first, nose-diving sedan all those years ago. Its own bretheren are out to consign it to irrelevance. Or is it still worth another look?
|Fuel Type||Hybrid with Premium Unleaded|
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|
Toyota Prius 7.1/10
In 2019, the Prius is a head scratcher. Toyota has the hybrid Corolla on the same TNGA platform but it's a better overall proposition, cheaper and vastly better looking. If you can find one, you can have a hybrid Camry for a similar money.
Committed EV buyers can now buy a fully electric Hyundai Ioniq for a few bucks more. It almost feels like the Prius is hanging on for the fans so it rather has the feeling of an Eagles concert... without the hits.
It's difficult to see why you wouldn't save a significant amount of money and go for a Corolla Hybrid. The ZR I drove last year was $13,000 cheaper than the Prius, and a far more satisfying drive.
With cheaper Korean options hoving into view - and Toyota's own Corolla - is the Prius' day done?
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.
My goodness this is an awkward-looking car. The Prius set the template almost two decades ago and it seemed like any hybrid, no matter where it was from, looked like Toyota's pioneer for a while.
Part of the awkwardness is a result of wind-tunnel styling to maximise the benefit of the hybrid power unit - that high, boxed-off tail makes the Prius slippery, but weird looking. The adventurous shapes of the lights front and rear really don't work (for me, anyway). The tiddly wheels amplify the slabbiness of the sides.
I say tiddly because, as you know, they're just 17-inchers. The base model Prius has a laughable set of 15s bolted on.
You know, just by looking, that this is a Prius and, by extension, a hybrid.
The interior is a bit more contemporary, but littered with cheap Toyota staples like that dodgy LCD clock that used to be in my Mum's Echo. Speaking of the Echo, Toyota has recycled and expanded on the idea of a centrally placed dashboard, all of which is digital but without the inventiveness of a German, or even a Korean car. It works really well, to be fair, but there's not much in it to amuse or delight.
The central touchscreen is nice and close and shows additional information about the hybrid-drive system. The profusion of piano black is a bit passe, though, and picks up dust and fingerprints.
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.
Passenger space in the Prius is excellent for its footprint. Slightly roomier than the Corolla, front and rear passengers have generous head and legroom, although the narrowing hips pinch the shoulders a bit with five aboard. The roofline also abbreviates headroom for anyone over about six feet. The seats are comfortable, though.
Front and rear rows are each treated to two cupholders and bottle holders, for a total of four of each. The front centre console also has a Qi wireless charging pad, as well as a deep bin under the armrest.
Boot space starts at a modest 343 litres to the parcel shelf but if you drop the rear seats, you've got a very generous 1633 litres. The lower-spec Prius has a much smaller boot (297 litres) but does have a spare tyre.
Toyota hasn't certified the Prius with a towing figure.
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.
Price and features
The 2019 Prius update is available in two specs - entry level for $36,590 and this i-Tech for a stout $44,050. For that outlay you score 17-inch alloys, a 10-speaker JBL-branded stereo, keyless entry and start, Qi wireless charging pad, auto LED headlights, auto wipers, reversing camera, electric everything (except the tailgate), fake leather trim, climate control, head-up display, sat nav and a tyre-repair kit.
Toyota's worse-than-the-final-season-of-Game-of-Thrones multimedia system soliders on. It's hard to use, terrible to look at and, even with the Kluger-style shortcut buttons, leaves me screaming, alternately, for a hug and for Apple CarPlay/Android Auto.
There's just no excuse for a system this bad in the modern world. Toyota Australia's stubborness is admirable, in a way. The sound is really good, though, and it comes with DAB, which is fine if you can work out how to find the station you want in the confusing user interface.
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.
Engine & trans
The 1.8-litre four-cylinder engine produces 72kW and 142Nm. Due to the vagaries of hybrid-power calculations, the combined power output is 90kW, but there is no combined torque figure. It's unlikely - given the 1400kg kerb weight - that it's only 142Nm.
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.
Official figures are always worth a chuckle, but the combined-cycle figure for a hybrid is always an interesting pointer. In the Prius, the ADR figure is 3.4L/100km. My week with the Prius in almost exclusively city driving - its natural habitat - yielded an impressive 4.3L/100km.
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.
Despite rolling on Toyota's TNGA platform, it's not a particularly interesting car to drive. As with the old Prius, there's a fair bit of body roll and not a small amount of dive under heavier braking.
Neither of these are likely to trouble you, as the underpowered nature of the Prius enforces a relaxed pace, much like the hybrid Corolla I drove last year.
The uninspiring combination of modest power outputs and a CVT transmission is a Toyota staple and never fails to set my teeth on edge.
Having said that, the Prius is very quiet and an easy place to spend the commute. Again, the target buyer isn't looking for an excitement machine - fast hybrids are vastly more expensive - this car smashes its KPIs.
Toyota's early progress has been engulfed by its competitors, however. The Prius has all the clicks and whirrs but it's still essentially the same car it always has been - press the accelerator a bit, you get a few metres of near-silent progress, then the engine kicks into life and off you go.
The whacky joystick gear selector features D position and B. Other hybrids and BEVs have what I thought was a similar feature, a separate mode to increase the aggression of the energy harvesting from braking. Not the Prius - B means braking, which you can use on a long downhill run to reduce the strain on the tiny brakes. Switching to B mode induces engine braking by lowering the gear ratio in the CVT.
And, on that point, the Prius pretty much drives like a normal car. Some hybrids use the drag of the generator to assist with braking and therefore charge the battery, but the Toyota is almost entirely conventional-feeling.
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.
The Prius i-Tech ships with seven airbags (including driver's knee bag), ABS, stability and traction controls, reversing camera, blind-spot monitor, rear cross traffic alert, lane-departure warning, forward-collision warning and forward AEB.
For the kiddies, there are three top-tether anchor points and two ISOFIX points.
The current Prius scored five ANCAP stars in October 2016.
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.
Toyota has joined its rivals in the long-warranty camp, now offering five years/unlimited kilometres on its whole range. Roadside assist is an extra cost, though.
Your Prius' service costs are capped for the first three years/60,000km and you have to take it back to Toyota every six months/10,000km. Thankfully, the services only cost $140 a pop.
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.