Holden Astra SRi Turbo 2006 Review

Launch Review

2006 Holden Astra SRi Turbo

OVERVIEW
If the ground just moved for you too, it may be because you're within range of Holden's re-entry to the always exciting hot-hatch market. Holden has been there before, of course, most recently with the 2003-2004 TS series three-door hatchback SRi Turbo. The latest car to bear that name is a seriously sporting version of the current eye-catching AH-series three-door coupe. It's easily identified from other AH Astra coupes by the deepened front bumper with its larger air intake and extra 40mm front overhang. Besides which, the exclusive 18-inch alloy wheels and 40-series tyres are unmistakable.

Although the turbocharged 2-litre engine delivers the same 147kW maximum power as before (albeit at slightly lower revs) and the 262Nm peak torque gains only 12Nm over its predecessor, the AH SRi Turbo brings significant improvements and upgrades in virtually every area. The body shell for example, has 15 percent greater torsional rigidity than the previous edition and is much stiffer in bending, all the better to give a comparatively taut foundation for the suspension and steering. Both of which are uprated, like the brakes, specifically for SRi Turbo.

The car's undeniably sporty character is further boosted by a six-speed gearbox, replacing the previous model's five-speed unit.

So, make no mistake, the new SRi Turbo's many telling differences make it a more fully rounded and potent brew than any suggestion of its being old plonk in a new flagon.

Although the driving aspects rate high priority with SRi Turbo owners, even hot hatches can't live by performance and chassis dynamics alone. Material and technical features are needed to make the package work on all levels and the Astra SRi Turbo doesn't stint in those areas. Apart from the many mechanical and safety goodies, the Astra's enticements include heated sports front seats, power mirrors, tinted power windows, keyless central locking, cruise control, climate control, 6-stack CD player, 130 Watts worth of seven-speaker Blaupunkt radio, sunnies holder, front and rear fog lamps, alloy-look pedals, rear roof spoiler and multi-function trip computer.

MECHANICAL
Although keen pricing helps sweeten the deal, the SRi Turbo core appeal lies in its performance and driving dynamics. The engine is essentially the same 2-litre turbo that powered the previous model, with improvements. Updated engine management system, double catalytic converter system and other detail changes mean that although the maximum power remains at 147kW, peak torque is boosted by 12Nm to 262Nm. That helps offset the 120kg weight increase (over the previous edition), as does the adoption of six-speed transmission.

The new gearbox makes a tangible contribution to the driving experience, firstly because the gearshift is light and crisply precise from slot to slot, and also because the 'extra' gearing properly complements the turbomotor's broad power delivery. Even with first gear a little lower than in the previous five-speed, and sixth gear a bit taller, the gap from each gear to the next is closer than before, allowing less interruption to the hard-charging acceleration at each gearchange.

In other significant advances, the SRi Turbo's suspension now features continuously variable (and driver-switchable) damping control, while the steering has quicker turning ratio and its response (together with the throttle's) changes depending whether the driver selects standard or Sports driving mode.

To ensure that the brakes are up to the task, the 308mm ventilated front discs have 28mm larger diameter than regular Astras.

COMFORT
Settling into the SRi Turbo's cockpit, you're welcomed by a pleasurably plump leather-bound steering wheel, its sculpted rim a very nice handful.

The wheel's adjustability for tilt and reach increases the likelihood of creating a suitably commanding, comfortable driving position, regardless of one's size, shape and preferences. The prospects are already better than average because the leather-faced, heated sports-style front seats' ample variabilities extend to cushion height and tilt, as well as backrest lumbar support. For good measure, the shapely buckets are properly supportive and hospitably comfortable.

Although the neat instrument cluster and the silvered vertical centre stack complement the cabin's stylishly dark-toned ambience, the unconventional self-repeating turn indicator (blessedly arranged for right-hand drive) may require familiarity, as will the many look-alike switches. For example, the Sport switch (also found in the Astra diesels) doesn't identify its ESP and ETC functions. Similarly, the CDC button for soft-to-firm suspension damping control is more about its looks than identifying what it does.

While the rear bench presents the usual coupe compromise in rear passenger access, headspace and kneeroom, Astra's is practical, if a bit squeezy for average adults. The 60:40 split-fold backrest adjoins the coupe's generously sizeable boot, beneath the floor of which is a 16-inch steel-wheeled spare tyre.

In concert with the relatively subtle yet effective electronic stability system (ESP) which can help keep the SRi Turbo ship-shape when yaw-invoking lateral forces develop, the traction control system prevents excessive wheelspin by reducing engine power and/or squeezing the brakes. Pressing the dash-panel's Sport switch for several seconds deactivates the electronic aids, allowing the car to develop the wheelspin needed for take-off in very slippery conditions.

Like the Ford and Renault, the Holden SRi Turbo maintains a strictly sporting outlook by being offered only with manual transmission, whereas the Golf GTi enjoys the exclusivity of an alternate $42,290 automatic.

ON THE ROAD
Regardless of where and how it's used, the SRi Turbo's drivetrain is a constant pleasure to use. The lusty engine is habitually willing, smooth and crisply responsive. Always up for a good rev, it's openly attracted to the 6500rpm redline when pressed, yet from low speeds also delivers good flexibility with no turbo lag to speak of. From the moment your foot goes down, the power swells with nicely linear vigour that's easy to manage and exploit.

Pending timed acceleration tests, the SRi Turbo feels urgent enough to register low-to-mid 7-second results for the 0-100km/h sprint, just as reported overseas for the Opel equivalent. At that, the Astra will be well and truly on the hot-hatch pace.

Although the SRi Turbo's power:weight factor is slightly shaded by its peers, it still puts over 100kW/tonne at your disposal. That's more than enough to kindle rabid front-wheel tramp and swervy torque steer if commensurate suspension/steering geometry and traction control were lacking. But the rollicking Astra fares impressively on both counts. Putting the power to ground without needless drama, the Astra's front-end grip and directional integrity are affected relatively little if at all by heavy-footed acceleration and distractingly bumpy roads.

While the firm CDC damper setting can make the ride a touch too terse for comfort on sharp bumps and corrugations, selection of the softer option brings much better ride absorbency than there's any right to expect with 40-profile tyres and 18-inch rims. And that's achieved without spoiling the SRi Turbo's sure-footed poise and co-operatively responsive handling.

The only slight blip is that although the steering is quicker than other Astras' (2.5 turns v 2.75), it has a noticeable sliver of vagueness at straight-ahead and its usually moderate weighting turns obviously lumpy during forceful cornering. No such reservations about the brakes however, because they provide consistently good pedal feel and arresting performance.

In the end, then, everything points to the new Astra SRi Turbo's having very driveable disposition and being appealingly hot to trot.