Used Holden Astra review: 1996-1998

After several less-than-successful attempts to market small cars drawn from other carmakers, Holden turned to its European cousins for the German-designed Astra.  Before the arrival of the European Astra TR in 1996, the Astra badge was a part of the Holden range in the '80s.  But they were rebadged Pulsars, produced under an arrangement with the Nissan factory in Clayton.

After Nissan, Holden turned to Toyota and sold rebadged Corollas as Holden Novas.  Both deals were struck in times of trouble, when Holden was in effect a one-car company struggling to stay afloat in an increasingly competitive local market.

Now those days are a fading memory and Holden is forging ahead with a range of models that virtually covers the whole market.  The European Astra was successful before it arrived here. It was the second-best-selling small car in Europe behind the VW Golf.

Those early Astras were built in England by Vauxhall. This was sensible, given that the Brits drive on the same side of the road as us.

Model watch

At launch, Holden offered two body styles, a four-door sedan and a five-door hatch.  But there were three levels of trim and equipment, which was enough to suit just about everyone's needs.

The entry-level model was the City 1.6, which was available in both body styles.  The mid-range model was the GL 1.8, which was also available in both body styles.

The range-topping model was the sporty GSi 2.0, available only as a hatchback but with a sexy Zender body kit. Inside, the Astra was roomy, with plenty of space for four adults and luggage.

Rear-seat room was particularly praised by road testers, as was its luggage capacity, which was boosted by a 60/40 split-fold seat.  Power came from a range of four-cylinder engines, all adapted to local conditions by Holden engineers, and featuring multi-point fuel injection.

The base engine in the City was a 1.6-litre single overhead camshaft four-cylinder engine that produced 74kW at 5800rpm and 135Nm at 3400rpm, delivering a blend of performance and economy.

A 1.8-litre four-cylinder engine powered the GL. This was produced by Holden in Australia and had twin overhead camshafts with four valves per cylinder. Peak power was 85kW at 5400rpm and maximum torque was 165Nm at 4000rpm.

The sporty GSi packed the biggest punch. With twin cams and 16 valves, it put out 100kW at 5600rpm and 188Nm at 3200rpm.  City and GL buyers could choose between a five-speed manual gearbox or a four-speed electronic auto, which was a $1950 option.

But the only choice for those signing up for the hot GSi was the five-speed manual.  Under the skin was a well-proven suspension with MacPherson struts complete with gas-filled shocks at the front; and a compound torsion beam axle at the rear with progressive-rate coil springs and gas shocks.

Spring rates, shock settings and the diameter of the stabiliser bar were optimised for each engine.  Power steering was standard across the range, with the GSi getting a faster rack to give it a sharper feel.

Brakes were a combination of front discs and rear drums on the City. The GL and GSi had four-wheel discs, and the GSi had the added benefit of standard ABS.

Inside were attractive fabric trim, multi-function display and Eurovox six-speaker sound system.  The GSi also had sports seats, a leather-wrapped steering wheel and power front windows.

Standard equipment included a driver-side airbag, an immobiliser, and central locking, though it couldn't be activated remotely.  Missing from the features list was an adjustable steering column.

On top of those features the GSi had a passenger-side airbag as standard and a security alarm.  The options list included a passenger-side airbag for the City and the GL and airconditioning.

On the road

The Astra was criticised for its high level of noise and vibration.  The manual trans gearshift was thought rubbery and imprecise.

But the ride and handling were praised, as was the steering, which was direct and well modulated.  Being three years old when it arrived here, the Astra was trailing the competition.

But it was regarded as a good small-car choice with interior room and plenty of performance while returning admirable economy.

In the shop

Reports from the trade suggest the Astra is robust and reliable, with few engine or transmission problems.  One complaint often heard is the rate of wear of the brakes.

The Astra's European origins should have alarm bells ringing if you're concerned about replacing brake linings and discs often.  Some owners report having to change disc pads at 30,000km and discs at 60,000km.

It's possible to extend brake life by fitting alternative pads and discs available on the aftermarket.  But you might affect your car's braking performance in the process.  Before you change, it's best to check with a brake specialist.

The Astra's body and trim stand up well, but check carefully for signs of a crash.  Check panel fit, body gaps, smooth opening of doors and hatch or boot, and paint matching.

Particularly check bumpers for bumps and scrapes, taking care to check bumper mountings to make sure they are intact.  Check for a service record to verify the odometer reading, which will be 100,000 to 130,000 on average.

Look for

Smart European style

Roomy interior and lots of luggage space

Robust mechanical package

Relatively high brake wear