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Mike McCarthy12 Jun 2006
REVIEW

Holden Astra CDTi

Holden is the first local maker to climb aboard the booming diesel bandwagon, albeit with imported Opel-based Astra. Euro origins suggest the Astra diesels must be good. Understand, however, that the manual and automatic are not created equal

Launch Review

2006 Holden Astra CDTi

What we liked
Manual model's excellent performance and driveability
Manual model's competitive fuel economy
Both models' keen pricing

Not so much
Automatic's comparatively tepid performance
Automatic's nothing-special fuel consumption
Diesels' extra weight, extra cost

OVERVIEW 
The new Astra diesels are Holden's first foray into the compression ignition world since importing Isuzu's 1.8-litre diesel Gemini in 1981. The 'oiler' Gemini was kept around until 1984 without much impact on the Australian small-car market, and even less influence on buyers. Perhaps its gravestone should have been inscribed . . . Ahead Of Its Time.

Fast forward 20 years and diesels are on a roll because rocketing fuel prices have attached new, if not overdue, importance to the question of consumption. Suddenly, it's cool to be economical, and more people are turning to diesels as a means of stretching each tankful. Diesel's downsides of higher initial cost and messier refuelling (than petrol models) tend to be overlooked in the new-age rush. And to their credit, contemporary diesels such as Astra's have become increasingly refined and socially acceptable with improved smoothness, friskier performance and reduced noise to accompany their inherent fuel efficiency.

Which brings us to the CDTi Astras. Yes, that's plural. Because although the manual and automatic CDTi versions look the same and sound the same, they are much more different cars than their transmissions might lead you to think. Six speeds feature for both units, but their significant disparities extend to the respective engines and suspension. The manual has the more advanced engine design, the appreciably zippier performance, the measurably better fuel economy, and the all-round sportier driving dynamics. The automatic's appeal revolves round ease of operation.

FEATURES
Priced at $29,990 the Astra CDTi manual has a spirited 1.9-litre twin-cam, 16-valve turbodiesel offering with same torque and slightly more power than its more expensive immediate rivals, the 2-litre Golf TDI and Peugeot 307 HDI which cost $32-something thousand, as will the similarly specified and imminent Citroen C4 HDI. However, while the Astra CDTi automatic costs $1500 more than the manual, its engine specification is lowered with a single-cam eight-valve cylinder head and substantially reduced outputs. Regardless of which, the only option for either version is $350 metallic paint.

Their competitively buxom equipment/features list includes tinted power windows, power mirrors, keyless central locking, cruise control, air conditioning, single CD player, seven-speaker Blaupunkt radio, remote audio controls on steering wheel, front and rear fog lamps, multi-function trip computer, headlight level adjuster and service schedule reminder. And not least, a full-size spare wheel.

MECHANICAL
The big news under the bonnet is that the engines are just as different as the transmissions. That's acknowledged by the CDTi badge on the tail; all silver for the auto, where the manual emphasises Ti in red.

The engines share the same 1910cc core and feature a variable-vane Garett turbocharger, an air-air intercooler, common-rail fuel supply pressurised up to 1600 bar (near 23,500psi), and in-chamber direct injection with variable multiple squirts of fuel for smoother running  with reduced noise, emissions and consumption.

Beyond that, the manual version (designated DTH) has its own high-performance top-end with two overhead cams and four valves per cylinder, contributing to a perceptibly sporty nature with 110kW maximum power at 4000rpm and 320Nm maximum torque delivered from 2000 to 2750rpm.

The automatic edition (coded DT) has simpler design with a single overhead camshaft and two valves per cylinder, the effects of which are seen (and felt) in its modest 88kW maximum power at 3500rpm and 280Nm maximum torque over the 2000-2750rpm range. To its credit, the DT engine includes an exhaust particulates filter (to reduce soot emissions) which the manual model lacks.

Like Astra's familiar four-speed automatic, Holden's first six-speed automatic engages neutral when the car is stationary at idle, with the brake pedal applied. But besides providing Economy and Winter operating modes, the six-speed's Sports setting allows sequential manual selection of the gears.

The manual gets quicker steering than its automatic sibling (2.5 turns lock-to-lock, versus 2.75), and firmer, 15mm lower sports suspension. The diesels' ventilated front disc brakes have 28mm larger diameter than the standard Astras.

COMFORT
Given its pleasant mid-toned ambience, the five-door Astra's roomy, comfortable, cloth-trimmed cabin is a very hospitable place to occupy. The instrument panel is simple yet functional and attractive. While the vertical centre stack also has imposing silver-sheened appearance, crowned by an orange information-display panel, some people find the positioning or identification of  some switches a touch confusing at first.

Similarly, the presence in a European-sourced car of proper right-hand drive lights-and-wiper stalks is praiseworthy, but their unusual self-repeating action can be disconcerting until familiar.

The driver's seat includes height adjustment (which the passenger's does not), to complement the two-way adjustment of the steering wheel. Together they ensure that the most commanding, most comfortable driving position is available to all shapes and sizes.

The rear seat has three height-adjustable headrests and 60:40 split-fold backrest, but not a centre armrest. Conveniently, the rear child-seat retaining belt anchorage points are on the seat-back.

SAFETY
The Astra CDTi scores commendably well on safety issues. Dynamically, for example, it offers particularly arresting brakes which are enhanced by anti-lock and brake-assist systems.

Unlike regular Astras, the diesels include sophisticated electronic traction control (to prevent wheelspin by modulating the throttle and/or brakes), and ESP or electronic stability program to counteract any tendency towards pronounced oversteer or understeer.

The diesels also include not only front and front-side airbags, but also full-length curtain bags. The front seat belts incorporate load limiters and pyrotechnic pre-tensioners as well as height-adjustable B-pillar anchors. All five belts are three-point retractables. Not least of Astra's safety features, the brake pedal (and manual's clutch pedal) release to move aside in event of serious impact.

COMPETITORS
The diesel field is expanding at unprecedented rates in all directions, and Astra CDTi goes head-to-head with several five-door rivals, toughest of which is Volkswagen Golf.

Priced from $27,990 the Golf 1.9-litre TDI (77kw/250Nm) is offered on two levels with manual or DSG sequential automatic transmissions, both six-speed units. At the next level, the 2.0TDI Golf (103kW/320Nm) costs $32,490 or $34,790, again with the two six-speed transmissions.

Peugeot's 307 five-door comes as the $29,490 1.6-litre XS HDI with 80kW/240Nm and five-speed manual only, also as the six-speed manual XSE HDI 2-litre with 100kW/320Nm at $32,290. Touring (wagon) versions of both models cost $1700 more.

Citroen's $29,990 C4 hatchback HDI diesel currently has the same 1.6-litre drivetrain as Peugeot, but will soon add the 2-litre model.

ON THE ROAD
Although the manual and automatic Astra diesels may look the same and sound the same, they sure don't run the same. Use the manual's easy-shifting gears to advantage, while remembering that there's no point in driving the tachometer needle much beyond 4000rpm, and you're rewarded with solidly punchy acceleration. Very sporty. Exhilarating even, up steep hills particularly. In contrast, the automatic's pick up, while not at all unwilling, is noticeably less exuberant. 

We've yet to run the Astra diesels against the clock, but European sources credit the spritely manual CDTi with 0-100km/h in low to mid 8s, where the auto needs high nines at best.

There's also a wider than expected gulf between their official ADR 81 fuel figures. Where the manual rates just 6.0L/100km, the automatic scores an unspectacular 7.4L/100km. For perspective, the equivalent 1.8-litre petrol Astras (which weigh about 100kg less) achieve 7.8 and 8.2L/100km lab-test results. On those basis, there's much stronger case for the CDTi manual than the automatic.

The driving impressions aren't uniform either. While the automatic handles competently without ever putting a wheel wrong, it just doesn't feel as encouraging as the overtly sportier sibling. On entertainingly winding roads and through corners of all sorts, the manual makes no secret of the body-control and directional benefits stemming from its lower, firmer suspension and quicker steering.

However, although the manual CDTi has acceptably supple ride quality over most bumps and other disturbances, sometimes bobbling but rarely inflicting harshness, the automatic is the more comfortable twin for overall bump absorbency and isolation.

So, if you want an excuse to join the diesel boom, the Astra CDTi automatic will certainly do the job. But for keen drivers, the manual is the way to get your jollies and be fuel savvy at the same time.

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Written byMike McCarthy
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