Per Ardua Ad Astra
Through Adversity to the Stars
Michael McWilliams
Australia Correspondent
GMInsidenews.com
27 October 2017
The answer is Astra. That is the current campaign which Holden are using to re-acquaint Australia with a previous favourite. Does using a US-centric based model from South Korea, as well a Euro focused model built in Poland, provide all the answers or just muddy the question? We've put three of the latest to the test.
Euro Stars
Let's start with the Euro sourced hatch. Australia has a strange connection with Euro models. Always viewed as something a little more special (despite the fact that domestic models are decried for being taxis, and there are plenty of Mercedes Taxis), Euro badging usually is accompanied by a premium price. It stands to reason then, that if Holden can provide a Euro star without the premium pricing, they should be on a winner, right?
Actually, no one seems to be asking that question. Currently a top of the line Hyundai i30 or Mazda 3 both exceed 33k, 2k more than the most expensive Astra RS-V. At $31,740, the Astra RS-V should be a lock for those looking to keep the bottom line tight.
Starring at the top of our list today is the RS-V 6spd manual, managing a direct injected 1.6 turbo I4. List price is a lean $30,740 and and the 147kW backed by 280nm ensures that you get enough poke for your money. If you're looking for a hot hatch though, unfortunately the 6 speed manual shifter fails to convey any real sizzle. In fact, it feels like a transmission that is set up for euro commuters. The throw is frustratingly long and soft. This is the first (and only) instance where I longed for the Australian built Cruze. The SRi shifter wasn't even that spectacular, but it had a pulse.
Just to be clear, Astra beats the old Cruze in pretty much every other aspect. Having said that, I can now see why the introduction of the BK Astra last year was a bit of a soft landing. The top of the line model debuted as a manual only, and I can honestly say it is the least compelling drivetrain. A shame in more ways than one.
Putting the shifter to one side, the rest of the RS-V is a well delivered package. You can see it from the moment you spot it's stance on the generous 225/40 R18 wheels. They provide a fullness to the sculpted exterior and present themselves as a level above the standard machine face over black paint style which currently infects the market.
Inside, the design is just as considered as the outside. Some minor execution details are modestly disappointing, but only to those who are obsessed with finding something in which to be disappointed. For example, the seats are comfortable but not as fancy or adjustable as some. In practice though, once in place you are comfortable enough with plenty of space for over-sized humans (raises hand). We fit three giants in with room for a regular human as well.
Controls all feel appropriate and intuitive, aside from the MyLink Infotainment system crossing streams with Android Auto. The RS-V has the nicest presented version with internal GPS and a larger screen. However, the GPS system didn't pre-empt like Google Maps does, so estimated arrival times were inaccurate after travelling through Brisbane peak hour crawl. Aside from that small hiccup, I rate the presentation to be neat and modern.
Passive and Active safety technology is probably one of the most significant leaps that Holden has made with the Astra range. The two key features are Lane Departure Warning with Lane Keeping Assist, and, Forward Collision Alert with Forward Braking Assist... Wow, they really put some thought into naming those features! Essentially, both features utilise sensors to determine when the Astra should apply control to the vehicle.
In the case of lane keeping assist, that results in subtle inputs through the steering wheel. It can feel a little unnerving at first, but I think it's a fantastic feature. I also think it's a fantastic feature that you can turn it off with the push of a button, however, as with many modern vehicles, you have to turn it off every time you start the car. The number of people I see on their phones every day while driving, is getting ridiculous, as is the associated drifting across lanes. This feature doesn't work every time though. Definition of road markings as well as environmental considerations mean the driver is still the driver. Either way, it will absolutely save lives. This should be the feature that car websites should be promoting as a must have in all modern cars.
Forward collision alert is also a nice feature though for some reason I kept setting it off when driving behind a guy that had a water tank on a trailer (???). As the name implies, when a collision is deemed imminent, the Astra flashes red lights where you would expect to see a HUD. It's right in your line of sight but does not effect your ability to see the traffic ahead. If you're still not paying attention, the Astra can brake to "reduce or prevent a collision". Whether that is achieved by adding brake pressure, or braking for you, is determined by the car. It is mostly pretty liberal in when it intervenes, however the one time I needed it, nothing happened. Fortunately steering is responsive and very direct...
On the road, the Euro Astra has a sharp streak. The relaxed gait of the manual transmission has you into the 3 points and $272 fine zone before you've had a chance to raise a smile, and it's attention to road holding through the curves is distinctly European. Let down only by some road noise on the coarse chip back roads of the Sunshine Coast, the RS-V proves that small cars are now very much able to keep it together without being fidgety or overwhelmed.
The coconut metallic hatch proves that old adage, that smooth is fast.
If you are more partial to haptic feedback and are focused on intensity rather than luxury, the RS auto may be more your speed. You can save yourself a handy 4k opting for the RS. In return, you give up leather and the fancy GPS equipped version of MyLink as well as downgrading to 17 inch wheels, though you get to keep the 225mm of road holding. It still keeps the collision detection and active lane keeping features though, which I think is pretty impressive for 27k.
This is unknown waters for me. Never have I preferred an auto over a manual, but I do love hearing what an engine is doing. The auto provides that audible feedback, as well as being much swifter to swap cogs. Keeping both hands on the leather wheel, the RS auto feels tactile and revving 1.6 T feels satisfying.
With solid value, good space and a high level of tech features, the RS and RS-V set a pretty high water mark for the LTZ to hit, if it wants to join the party...
The Southern X
Prepare to be disappointed. That is, if you were like me in expecting the South Korean sourced Astra sedan to be a bit sub par, or maybe just par. Externally it looks neat but not with the premium air possessed by the polish RS-V. The nose reveals a lack of complexity and depth that the euro twins enjoy. The perceived deficit continues inside, but only because the RS-V MyLink feels a step more up market. That's really where my criticism ends.
The criticism stops as soon as you cease comparing it to the RS and RSV. The LTZ, which is clearly a different product also has it's own strengths, and depending on what your preferences are, it can certainly rise above its polish cousins.
Where the South Korean sibling wins is in the space department. Light airy cabin, plenty of headroom even with the sunroof, and impressive visibility all round, supplement a more relaxed suspension tune and quieter ride.
Though the LTZ is only available with the 1.4 DI Turbo, you are rarely left wanting. 110kw and 240nm may not sound like much, but it will get you in as much trouble as the 1.6 turbo twins. Best of all, the 1.4 (which is also available in the lower specification hatch) does not require premium fuel.
The LTZ also maintains the high level of safety technology, with the emergency braking alert (but not automotic braking available in the hatch) and lane keeping assistance, available in the higher spec versions. That also includes parking sensors all round to supplement the camera as well as automated steering to help with cosier city parking spots (read: automatic parking).
After sampling all three, I was surprised to find that the LTZ, which returned around 5.0L/100 kms on the highway, was standing out as my preferred choice as a daily commuter. Now I want to sample the manual to see if there's a little more feel to the Korean offering.
There are a few minor black marks. For example, there are no rear vents (that's naughty in Queensland!). Also, the materials are alien to the Australian market and don't feel quite right, but the ergonomics do work quite well. So do you prioritise function over touchy feely, or is it the other way around?
That's the clever part of this dual Astra strategy. If you prefer space over prestige, the sedan has a massive boot [trunk] and good accommodation. If you can't stand the thought of a sedan, the hatch provides the right configuration with a respectable dose of Euro poise.
And they are all sub 32K propositions. In fact the manual LS (base model) starts at $20,490 plus on roads (but you could probaly get it for 20 if you really tried).
What's the question again?
Critics of the Holden brand have long complained that the wrong cars were coming down the production line at Elizabeth. This multi-source response to the strongest non light truck segment in Australia manages to offer an impressive spread of character, while still meeting the escalating expectations of modern technology.
Still not convinced? There's wagon coming as well (1.4T 6A only), and just to sweeten the deal, Holden are offering a 7 Year Warranty for the entire range up to 31 December 2017.
It seems that no matter what you are looking for in the non-luxury small car market the answer is probably Astra.
Astra RS 1.6T 6A: $27,240
Astra RSV 1.6T 6M: $30,740
Astra LTZ 1.4T 6A: $29, 790
We liked:
Grabbing the RS by the scruff and barnstorming country roads
Commuting in the LTZ
Looking at the RS-V
Not so flash:
RS-V shift feel needs a heartbeat
All three need rear seat vents
LTZ rear end doesn't look fancy enough
Electric seats with memory would bring the higher spec models in line with competition
Through Adversity to the Stars
Michael McWilliams
Australia Correspondent
GMInsidenews.com
27 October 2017
The answer is Astra. That is the current campaign which Holden are using to re-acquaint Australia with a previous favourite. Does using a US-centric based model from South Korea, as well a Euro focused model built in Poland, provide all the answers or just muddy the question? We've put three of the latest to the test.
Euro Stars
Let's start with the Euro sourced hatch. Australia has a strange connection with Euro models. Always viewed as something a little more special (despite the fact that domestic models are decried for being taxis, and there are plenty of Mercedes Taxis), Euro badging usually is accompanied by a premium price. It stands to reason then, that if Holden can provide a Euro star without the premium pricing, they should be on a winner, right?
Actually, no one seems to be asking that question. Currently a top of the line Hyundai i30 or Mazda 3 both exceed 33k, 2k more than the most expensive Astra RS-V. At $31,740, the Astra RS-V should be a lock for those looking to keep the bottom line tight.
Starring at the top of our list today is the RS-V 6spd manual, managing a direct injected 1.6 turbo I4. List price is a lean $30,740 and and the 147kW backed by 280nm ensures that you get enough poke for your money. If you're looking for a hot hatch though, unfortunately the 6 speed manual shifter fails to convey any real sizzle. In fact, it feels like a transmission that is set up for euro commuters. The throw is frustratingly long and soft. This is the first (and only) instance where I longed for the Australian built Cruze. The SRi shifter wasn't even that spectacular, but it had a pulse.
Just to be clear, Astra beats the old Cruze in pretty much every other aspect. Having said that, I can now see why the introduction of the BK Astra last year was a bit of a soft landing. The top of the line model debuted as a manual only, and I can honestly say it is the least compelling drivetrain. A shame in more ways than one.
Putting the shifter to one side, the rest of the RS-V is a well delivered package. You can see it from the moment you spot it's stance on the generous 225/40 R18 wheels. They provide a fullness to the sculpted exterior and present themselves as a level above the standard machine face over black paint style which currently infects the market.
Inside, the design is just as considered as the outside. Some minor execution details are modestly disappointing, but only to those who are obsessed with finding something in which to be disappointed. For example, the seats are comfortable but not as fancy or adjustable as some. In practice though, once in place you are comfortable enough with plenty of space for over-sized humans (raises hand). We fit three giants in with room for a regular human as well.
Controls all feel appropriate and intuitive, aside from the MyLink Infotainment system crossing streams with Android Auto. The RS-V has the nicest presented version with internal GPS and a larger screen. However, the GPS system didn't pre-empt like Google Maps does, so estimated arrival times were inaccurate after travelling through Brisbane peak hour crawl. Aside from that small hiccup, I rate the presentation to be neat and modern.
Passive and Active safety technology is probably one of the most significant leaps that Holden has made with the Astra range. The two key features are Lane Departure Warning with Lane Keeping Assist, and, Forward Collision Alert with Forward Braking Assist... Wow, they really put some thought into naming those features! Essentially, both features utilise sensors to determine when the Astra should apply control to the vehicle.
In the case of lane keeping assist, that results in subtle inputs through the steering wheel. It can feel a little unnerving at first, but I think it's a fantastic feature. I also think it's a fantastic feature that you can turn it off with the push of a button, however, as with many modern vehicles, you have to turn it off every time you start the car. The number of people I see on their phones every day while driving, is getting ridiculous, as is the associated drifting across lanes. This feature doesn't work every time though. Definition of road markings as well as environmental considerations mean the driver is still the driver. Either way, it will absolutely save lives. This should be the feature that car websites should be promoting as a must have in all modern cars.
Forward collision alert is also a nice feature though for some reason I kept setting it off when driving behind a guy that had a water tank on a trailer (???). As the name implies, when a collision is deemed imminent, the Astra flashes red lights where you would expect to see a HUD. It's right in your line of sight but does not effect your ability to see the traffic ahead. If you're still not paying attention, the Astra can brake to "reduce or prevent a collision". Whether that is achieved by adding brake pressure, or braking for you, is determined by the car. It is mostly pretty liberal in when it intervenes, however the one time I needed it, nothing happened. Fortunately steering is responsive and very direct...
On the road, the Euro Astra has a sharp streak. The relaxed gait of the manual transmission has you into the 3 points and $272 fine zone before you've had a chance to raise a smile, and it's attention to road holding through the curves is distinctly European. Let down only by some road noise on the coarse chip back roads of the Sunshine Coast, the RS-V proves that small cars are now very much able to keep it together without being fidgety or overwhelmed.
The coconut metallic hatch proves that old adage, that smooth is fast.
If you are more partial to haptic feedback and are focused on intensity rather than luxury, the RS auto may be more your speed. You can save yourself a handy 4k opting for the RS. In return, you give up leather and the fancy GPS equipped version of MyLink as well as downgrading to 17 inch wheels, though you get to keep the 225mm of road holding. It still keeps the collision detection and active lane keeping features though, which I think is pretty impressive for 27k.
This is unknown waters for me. Never have I preferred an auto over a manual, but I do love hearing what an engine is doing. The auto provides that audible feedback, as well as being much swifter to swap cogs. Keeping both hands on the leather wheel, the RS auto feels tactile and revving 1.6 T feels satisfying.
With solid value, good space and a high level of tech features, the RS and RS-V set a pretty high water mark for the LTZ to hit, if it wants to join the party...
The Southern X
Prepare to be disappointed. That is, if you were like me in expecting the South Korean sourced Astra sedan to be a bit sub par, or maybe just par. Externally it looks neat but not with the premium air possessed by the polish RS-V. The nose reveals a lack of complexity and depth that the euro twins enjoy. The perceived deficit continues inside, but only because the RS-V MyLink feels a step more up market. That's really where my criticism ends.
The criticism stops as soon as you cease comparing it to the RS and RSV. The LTZ, which is clearly a different product also has it's own strengths, and depending on what your preferences are, it can certainly rise above its polish cousins.
Where the South Korean sibling wins is in the space department. Light airy cabin, plenty of headroom even with the sunroof, and impressive visibility all round, supplement a more relaxed suspension tune and quieter ride.
Though the LTZ is only available with the 1.4 DI Turbo, you are rarely left wanting. 110kw and 240nm may not sound like much, but it will get you in as much trouble as the 1.6 turbo twins. Best of all, the 1.4 (which is also available in the lower specification hatch) does not require premium fuel.
The LTZ also maintains the high level of safety technology, with the emergency braking alert (but not automotic braking available in the hatch) and lane keeping assistance, available in the higher spec versions. That also includes parking sensors all round to supplement the camera as well as automated steering to help with cosier city parking spots (read: automatic parking).
After sampling all three, I was surprised to find that the LTZ, which returned around 5.0L/100 kms on the highway, was standing out as my preferred choice as a daily commuter. Now I want to sample the manual to see if there's a little more feel to the Korean offering.
There are a few minor black marks. For example, there are no rear vents (that's naughty in Queensland!). Also, the materials are alien to the Australian market and don't feel quite right, but the ergonomics do work quite well. So do you prioritise function over touchy feely, or is it the other way around?
That's the clever part of this dual Astra strategy. If you prefer space over prestige, the sedan has a massive boot [trunk] and good accommodation. If you can't stand the thought of a sedan, the hatch provides the right configuration with a respectable dose of Euro poise.
And they are all sub 32K propositions. In fact the manual LS (base model) starts at $20,490 plus on roads (but you could probaly get it for 20 if you really tried).
What's the question again?
Critics of the Holden brand have long complained that the wrong cars were coming down the production line at Elizabeth. This multi-source response to the strongest non light truck segment in Australia manages to offer an impressive spread of character, while still meeting the escalating expectations of modern technology.
Still not convinced? There's wagon coming as well (1.4T 6A only), and just to sweeten the deal, Holden are offering a 7 Year Warranty for the entire range up to 31 December 2017.
It seems that no matter what you are looking for in the non-luxury small car market the answer is probably Astra.
Astra RS 1.6T 6A: $27,240
Astra RSV 1.6T 6M: $30,740
Astra LTZ 1.4T 6A: $29, 790
We liked:
Grabbing the RS by the scruff and barnstorming country roads
Commuting in the LTZ
Looking at the RS-V
Not so flash:
RS-V shift feel needs a heartbeat
All three need rear seat vents
LTZ rear end doesn't look fancy enough
Electric seats with memory would bring the higher spec models in line with competition