The 2008 Saturn Astra is meant to bring European style and refinement to America's most sensible car company when it arrives here this November. But why stop at sensible when you could have this turbocharged, 240-horsepower Astra from the crazy Australians instead?
If you're man enough for a little crocodile wrestling like they do down in Oz, then the 2007 Holden HSV Astra VXR is for you. The turbocharged engine has hair-trigger throttle response, and you have to wrestle with the steering wheel as the power tries to fight its way to the ground through the front tires. Oi, it'll make a man out of you.
Ever since GM announced plans for the 2008 Saturn Astra, we've been putting together all the news about this car that we can find, and we'll bet that the Lotus-engineered bits from the 2007 Holden HSV Astra VXR are on a boat headed our way right now.
From the Harley-Davidson of Oz
In just 20 years, Holden Special Vehicles (HSV) has built a messianic following in Australia with a merchandise-moving power approaching that of Harley-Davidson. Now almost exclusively identified with Holden's rear-wheel-drive V8 models, HSV knows a few things about limited-production specialty vehicles.
Prompted by the runaway Australian success of the Volkswagen Golf GTi (which has had an eight-month waiting list since its introduction in 2005), HSV began scouring the catalog of General Motors vehicles from around the world for a suitable turbocharged candidate from which to create a huffed hatch.
In the midst of a frenzy that has created the Ford Focus XR5 Turbo, Mazda 3 MPS and Renaultsport Megane 225, HSV fingered GM Europe's Lotus-tuned Vauxhall Astra VXR. Officially, there's no "Astra" in this model's local designation, as it's 19 percent more expensive than the standard Holden Astra SRi Turbo. HSV's major contribution has been to apply its badges to the hatch and Vauxhall-derived grille.
This price disparity against the mainstream Holden Astra SRi actually highlights the value in the HSV's engine, chassis and interior tweaks. Against the 197 horsepower and 193 pound-feet of torque produced by the standard Astra SRi Turbo, the heavy-breathing VXR version develops a rather lustier 237 hp at 5,600 rpm and 236 lb-ft of torque at 2,400 rpm.
Let it not be lost that this amounts to roughly 40 hp and 30 lb-ft more than the Golf GTi's 2.0 turbo, if still some way shy of the Mazda 3 MPS with its 255-hp turbo inline-4.
Humble Origins With High-Tech Details
The coupe's A-pillars are necessarily thick due to the presence of side curtain airbags, but the cabin's cloistered feel is also heightened by the high beltline and vision-robbing C-pillars. Despite plenty of driving position adjustment, headroom remains less than generous. The Astra's roots as a renter-spec car are fairly successfully masked by the cabin's pièce de résistance, a pair of superb Recaro sport seats, plus luscious leather for the seats, doors and the thick rim of the steering wheel.
The VSX's humble Astra origins are also betrayed by its torsion-beam rear suspension. To complement a 0.4-inch lower ride height and firmer spring and damper rates, the VRX gets a suite of electronics called IDSPlus, in which the stability control, traction control and ABS are supplemented by continuous damping control. The IDSPlus system includes a Sport switch, which sharpens the steering, firms up the ride and increases throttle sensitivity.
The wheel-and-tire package boasts beautiful, spidery-spoked 19-inch alloys with 235/35R19 Continental SportContact2 rubber. The brakes feature vented (but not cross-drilled) rotors front and rear, while blue-painted, sliding-type, single-action calipers are also part of the package.
Loose Torque
The VSX's boosted, 2.0-liter, inline-4 engine is more than adequately useful at low rpm, though it really begins to get into its turbocharged stride beyond 2,500 rpm. Around then, you'll sense an extra pair of hands being laid on the wheel. Some reports portray the VXR as a torque-steering monster, but while some Aussie-style strength is required to hold the car straight and true, there's nothing like the croc-wrestling that's required when you unleash the aggressive Mazda 3 MPS.
Of course, neither does the HSV Astra deliver the subtle sophistication of a Golf GTI or Honda Civic Type R. One can still steer the VXR one-handed in a straight-line drag through the gearbox's cogs, although you can expect occasional visits from an otherwise unobtrusive traction and stability control. The 19-inch rubber does, however, add to the steering's distractions as it responds to changing contours in the road.
If all you're doing is nailing it hard through the gears in a reasonably straight line, you'll love this Astra's pleasant and positive gearshift action, and the full-bodied wave of engine torque that scoops you up. While the bulk of the turbocharged thrust is higher up in the rpm range than the power delivered by the Mazda, the VXR begins to run out of puff before its redline at 6,500 rpm. Within this narrow band, the engine's note is a rousing mix of hard-edged mechanical menace and roaring industrial vacuum cleaner.
Oi, Turn It Up!
This car is no Nilfisk, however. Its 6.4-second run to 100 kph (62 mph) puts the VXR on the front row with the Mazda, and it's at least a half-second quicker than the turbocharged Mini Cooper S, and 6/10ths faster than a DSG-equipped Golf GTi.
As curb weights go, the 3,071-pound VXR sits near the upper end of huffer hatch, some 44 pounds lighter than the Mazda, yet 110 pounds heavier than the Golf.
But perhaps your driving involves more than full-throttle blasts on airport runways. And that's where the VXR loses the fluency and cohesion that could make it more than just another hatchback on crack.
The throttle action always feel artificial, and it's apparently more a matter of mapping than of more easily predicted turbo lag. Though the responsiveness isn't great to begin with, it's oddly inconsistent, and it frustrates one's efforts to keep the engine on song. In city driving, this just gets to be tiresome.
Hatchback Go-Kart
In tight, twisty going, the unpredictable power delivery blots the handling, making the VXR more of a point-and-squirt proposition. This sadly undermines the electrohydraulic steering which, on smooth surfaces, is a pleasant surprise. Even in the normal setting that we prefer, the steering is razor-quick with just 2.4 turns from lock to lock, yet its response is muted enough on-center to contain the external distractions from torque and terrain.
The steering's kartlike quickness loses very little in translation through the grippy and solid-feeling front end. Equally reassuring are the brakes which, despite being vanilla-tech, offer a wonderfully grippy pedal feel and strong, stable and consistent retardation. With all this riding on supremely sticky Continental rubber, we'd love to have had the VXR on a racetrack.
Kart comparisons sadly also carry through to the ride, and to the VXR's composure on rough — hell, normal — roads. You know those kids that you see cruising in their slammed, subwoofing Japanese hatchbacks? Their heavily gelled hairstyles bobbing back and forth and voices raised into their cell phones as the car buckboards its way over lane markers? On its Sport setting, the Astra VXR is a window to their world.
Joining the Brand Wagon
The Vauxhall VXR's popularity in Britain, where it's usefully cheaper than the Golf GTi, means that HSV can only import 250 examples per year for Australia. The VXR's looks, straight-line performance and perceived value suggest HSV will sell every one, though it'll be interesting to see who the customers will be.
It'll also be interesting to see if this hyperaggressive spin on the Astra will, in fact, come to America. The VSX has plenty of turbocharged eccentricity to give Saturn a worthwhile personality. If it does, we'd bet that it'll be priced like the Mazdaspeed 3 or Subaru Impreza WRX, in the neighborhood of $23,000. Of course this 2007 Holden Special Vehicles Astra VXR might have more personality than Saturn has bargained for, with its tire noise, a ruthless ride on poor roads, annoying throttle response and torque steer.
But maybe a little crocodile wrestling would be good for a company like Saturn.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
If you're man enough for a little crocodile wrestling like they do down in Oz, then the 2007 Holden HSV Astra VXR is for you. The turbocharged engine has hair-trigger throttle response, and you have to wrestle with the steering wheel as the power tries to fight its way to the ground through the front tires. Oi, it'll make a man out of you.
Ever since GM announced plans for the 2008 Saturn Astra, we've been putting together all the news about this car that we can find, and we'll bet that the Lotus-engineered bits from the 2007 Holden HSV Astra VXR are on a boat headed our way right now.
From the Harley-Davidson of Oz
In just 20 years, Holden Special Vehicles (HSV) has built a messianic following in Australia with a merchandise-moving power approaching that of Harley-Davidson. Now almost exclusively identified with Holden's rear-wheel-drive V8 models, HSV knows a few things about limited-production specialty vehicles.
Prompted by the runaway Australian success of the Volkswagen Golf GTi (which has had an eight-month waiting list since its introduction in 2005), HSV began scouring the catalog of General Motors vehicles from around the world for a suitable turbocharged candidate from which to create a huffed hatch.
In the midst of a frenzy that has created the Ford Focus XR5 Turbo, Mazda 3 MPS and Renaultsport Megane 225, HSV fingered GM Europe's Lotus-tuned Vauxhall Astra VXR. Officially, there's no "Astra" in this model's local designation, as it's 19 percent more expensive than the standard Holden Astra SRi Turbo. HSV's major contribution has been to apply its badges to the hatch and Vauxhall-derived grille.
This price disparity against the mainstream Holden Astra SRi actually highlights the value in the HSV's engine, chassis and interior tweaks. Against the 197 horsepower and 193 pound-feet of torque produced by the standard Astra SRi Turbo, the heavy-breathing VXR version develops a rather lustier 237 hp at 5,600 rpm and 236 lb-ft of torque at 2,400 rpm.
Let it not be lost that this amounts to roughly 40 hp and 30 lb-ft more than the Golf GTi's 2.0 turbo, if still some way shy of the Mazda 3 MPS with its 255-hp turbo inline-4.
Humble Origins With High-Tech Details
The coupe's A-pillars are necessarily thick due to the presence of side curtain airbags, but the cabin's cloistered feel is also heightened by the high beltline and vision-robbing C-pillars. Despite plenty of driving position adjustment, headroom remains less than generous. The Astra's roots as a renter-spec car are fairly successfully masked by the cabin's pièce de résistance, a pair of superb Recaro sport seats, plus luscious leather for the seats, doors and the thick rim of the steering wheel.
The VSX's humble Astra origins are also betrayed by its torsion-beam rear suspension. To complement a 0.4-inch lower ride height and firmer spring and damper rates, the VRX gets a suite of electronics called IDSPlus, in which the stability control, traction control and ABS are supplemented by continuous damping control. The IDSPlus system includes a Sport switch, which sharpens the steering, firms up the ride and increases throttle sensitivity.
The wheel-and-tire package boasts beautiful, spidery-spoked 19-inch alloys with 235/35R19 Continental SportContact2 rubber. The brakes feature vented (but not cross-drilled) rotors front and rear, while blue-painted, sliding-type, single-action calipers are also part of the package.
Loose Torque
The VSX's boosted, 2.0-liter, inline-4 engine is more than adequately useful at low rpm, though it really begins to get into its turbocharged stride beyond 2,500 rpm. Around then, you'll sense an extra pair of hands being laid on the wheel. Some reports portray the VXR as a torque-steering monster, but while some Aussie-style strength is required to hold the car straight and true, there's nothing like the croc-wrestling that's required when you unleash the aggressive Mazda 3 MPS.
Of course, neither does the HSV Astra deliver the subtle sophistication of a Golf GTI or Honda Civic Type R. One can still steer the VXR one-handed in a straight-line drag through the gearbox's cogs, although you can expect occasional visits from an otherwise unobtrusive traction and stability control. The 19-inch rubber does, however, add to the steering's distractions as it responds to changing contours in the road.
If all you're doing is nailing it hard through the gears in a reasonably straight line, you'll love this Astra's pleasant and positive gearshift action, and the full-bodied wave of engine torque that scoops you up. While the bulk of the turbocharged thrust is higher up in the rpm range than the power delivered by the Mazda, the VXR begins to run out of puff before its redline at 6,500 rpm. Within this narrow band, the engine's note is a rousing mix of hard-edged mechanical menace and roaring industrial vacuum cleaner.
Oi, Turn It Up!
This car is no Nilfisk, however. Its 6.4-second run to 100 kph (62 mph) puts the VXR on the front row with the Mazda, and it's at least a half-second quicker than the turbocharged Mini Cooper S, and 6/10ths faster than a DSG-equipped Golf GTi.
As curb weights go, the 3,071-pound VXR sits near the upper end of huffer hatch, some 44 pounds lighter than the Mazda, yet 110 pounds heavier than the Golf.
But perhaps your driving involves more than full-throttle blasts on airport runways. And that's where the VXR loses the fluency and cohesion that could make it more than just another hatchback on crack.
The throttle action always feel artificial, and it's apparently more a matter of mapping than of more easily predicted turbo lag. Though the responsiveness isn't great to begin with, it's oddly inconsistent, and it frustrates one's efforts to keep the engine on song. In city driving, this just gets to be tiresome.
Hatchback Go-Kart
In tight, twisty going, the unpredictable power delivery blots the handling, making the VXR more of a point-and-squirt proposition. This sadly undermines the electrohydraulic steering which, on smooth surfaces, is a pleasant surprise. Even in the normal setting that we prefer, the steering is razor-quick with just 2.4 turns from lock to lock, yet its response is muted enough on-center to contain the external distractions from torque and terrain.
The steering's kartlike quickness loses very little in translation through the grippy and solid-feeling front end. Equally reassuring are the brakes which, despite being vanilla-tech, offer a wonderfully grippy pedal feel and strong, stable and consistent retardation. With all this riding on supremely sticky Continental rubber, we'd love to have had the VXR on a racetrack.
Kart comparisons sadly also carry through to the ride, and to the VXR's composure on rough — hell, normal — roads. You know those kids that you see cruising in their slammed, subwoofing Japanese hatchbacks? Their heavily gelled hairstyles bobbing back and forth and voices raised into their cell phones as the car buckboards its way over lane markers? On its Sport setting, the Astra VXR is a window to their world.
Joining the Brand Wagon
The Vauxhall VXR's popularity in Britain, where it's usefully cheaper than the Golf GTi, means that HSV can only import 250 examples per year for Australia. The VXR's looks, straight-line performance and perceived value suggest HSV will sell every one, though it'll be interesting to see who the customers will be.
It'll also be interesting to see if this hyperaggressive spin on the Astra will, in fact, come to America. The VSX has plenty of turbocharged eccentricity to give Saturn a worthwhile personality. If it does, we'd bet that it'll be priced like the Mazdaspeed 3 or Subaru Impreza WRX, in the neighborhood of $23,000. Of course this 2007 Holden Special Vehicles Astra VXR might have more personality than Saturn has bargained for, with its tire noise, a ruthless ride on poor roads, annoying throttle response and torque steer.
But maybe a little crocodile wrestling would be good for a company like Saturn.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
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