Holden Astra Gtc Sport 2015 – Holden has entered the super hatch segment and now holds the current record for offering the most powerful front-wheel drive in the local market. Introducing the 2015 Holden Astra VXR.
You may recognize the curved sunroof from a few years ago. And you’d be right to assume it’s a reboot of an old car. This is the Holden-branded version of the Opel Astra OPC. But from the perspective of performance car enthusiasts, it gives Opel another chance to show what it’s made of. Let’s face it, Opel Australia just didn’t take long enough to establish itself in the Australian market.
Holden Astra Gtc Sport 2015
The base Astra is already an attractive package, but now in VXR form some sporty styling cues have been added, resulting in a sharper and more aggressive offering. The little VXR looks solid, low to the ground and focused from every angle and is, in our opinion, one of the best cars in the segment despite its age.
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It’s powered by the same 2.0-litre four-cylinder turbo engine as the Opel, producing 206kW and 400Nm, but the starting price has dropped to a respectable $39,990. When Opel launched the OPC, it retailed from $42. 990. Like the Opel, the Holden version is only available with a six-speed manual gearbox.
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Inside, you immediately notice the Recaro bucket seats. They were designed specifically for this car. There’s also VXR stamping, as well as badging on the steering wheel and gear lever. Other than that, the cabin is the same as the Astra GTC. That’s not a bad thing at all, as the VXR also gets all the luxuries of the GTC Sport, with a few additions on top.
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It’s a very well-equipped car for just under $40,000, which comes standard with some luxuries that other manufacturers would make you tick a few points and shell out extra dollars for. The VXR gets eight-way adjustable Recaro sports seats, fully automatic perforated Nappa leather upholstery, dual-zone climate control, parking sensors, stop/start, daytime running lights, six airbags, satellite navigation and Bluetooth connectivity with USB support.
The 7.0-inch MyLink infotainment system is carried over from the GTC and most of the Holden range and remains an ergonomic disaster. There are simply too many buttons, no touchscreen, and it feels dated, especially compared to European competitors.
Sitting in the back of the Astra, you’re trapped between the sloping rear roofline and the huge seats up front. But overall, it’s a satisfactory space, and there are no major headroom issues, even for taller passengers. There are even handrails in the seat openings for passengers to grab onto to avoid tipping over if the driver gets a little restless around corners. The process of getting in and out of a three-door car can sometimes be as graceful as a bull chasing a bottle of tequila. However, with the Astra’s large doors, tall passengers won’t have much of a problem.
The sloping rear roofline, although it looks great from the outside, makes it difficult for the driver to see from behind. Rear visibility is limited by the small rear windshield, and the bulky rear pillars don’t help, so it’s difficult to get around. Unfortunately, there is no rear view camera. At this price, the absence is a negative point for the car as a total package.
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While you might think the designers have prioritized style over practicality, the VXR remains an Astra at heart and quite practical. There’s a range of nooks and crannies to store things big and small, with deep double-tiered cup holders on the center console, a 380-litre boot and rear seats that can be split 60:40 to open up more space.
GM threw everything but the kitchen sink at the VXR to create a hot hatch for a human. Let’s not forget that the VXR has been developed and tuned on the infamous Nürburgring for over 10,000km to ensure it can handle the massive demands.
Around town and on less-than-ideal roads, the VXR never lets you forget that its core focus is purely on performance. Driving right in the upper echelon of the firm to the point of discomfort, but if you are looking for a smooth and comfortable Astra, there are two other options that are more basic.
The VXR’s softer, milder ‘Eco’ mode is satisfactory for around town and navigating bumpy B-roads, but there’s a noticeable difference in chassis and damper stiffness compared to the Astra GTC Sports.
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Putting the VXR into Eco mode at speed is like going to a steakhouse and ordering a salad. The steering is too light and lacks feedback; the same can be said for throttle response and suspension calibration. In the city, though, you’ll no doubt want to be just that.
Sport mode adds some spice, firming up the dampers, throttle response and adding more weight to the steering. There’s a noticeable difference in damper calibration when you switch to Sport mode, and it makes the Astra feel really firm.
When you really want to relax, the “VXR” mode turns all of the above up to 11 and, most importantly, makes the dials glow a menacing red. The Sachs-designed electronic dampers are upgraded to a level more suitable for the track, and the steering is well-weighted and full of feedback.
Once you crack the 3,000 rpm mark, you’ll quickly understand why this thing has Recaro seats to keep you in place. Take off like a jet when this huge turbocharger cranks up to 21 psi. And the noise of the engine makes you feel like you are piloting.
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This is the VXR polarization point; noise. Even though the little 2.0-liter four-cylinder engine has a lot going on, it sounds very…characteristic. The noise at full power is unique to the VXR and fills the cabin with a jet engine-like roar. While this may turn off some purists, it’s sure to make another segment of the car-buying demographic fall.
According to tests, the VXR accelerates from 0 to 100 km/h in 6.0 seconds. Despite its heavy weight (1,543 kg), the engineers did a commendable job of hiding it. He feels strong and energetic. Maximum torque of 400 Nm is stretched between 2,400 rpm and 4,800 rpm, and maximum power is reached at 5,300 rpm. Thanks to the gears, it accelerates like a very serious sports car.
If we have an absolute compliment, it’s the level of grip the VXR produces from those 20-inch alloy wheels wrapped in Michelin Pilot Super Sport 245/35ZR tires. With over 200kW going through the front wheels, you can expect full throttle off the mark to be nothing more than a cloud of tire smoke. It is not necessary. In fact, it takes a lot of revs and tentative clutch movements before you hear any chirping.
The six-speed manual gearbox can be a little picky in urban conditions. Gear speeds may be too wide for some. But who are we kidding, in a world dominated by dual clutches and automatic transmissions, we’ll keep our minor complaints to ourselves and instead thank GM for offering the VXR with a manual.
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The VXR has some serious competition, and all of those competitors have very clever front axle systems. Ford has RevoKnuckle, Renault has PerfoHub and the Astra VXR has GM’s HiPerStrut suspension system. It was designed to improve grip and handling by allowing the front wheels to turn without a strut. This, combined with Drexler Motorsport’s mechanical limited-slip differential, gives the VXR a set of dynamic skills on par with its toughest competitors.
On a narrow road at moderate to high speeds, the VXR feels nailed to the road. He can carry an almost frightening level of pace on the curve. We say scary because when you really push the VXR, it can lock up a bit in the rear, and there’s some torque and steering feedback when you really do.
In VXR mode, we were able to hit more than 1.2G in corners, and for a front-wheel-drive car, how the VXR can turn left to right while remaining in control is a real feat of engineering. side. … or Vauxhall … or Opel … Listen, to whom we will thank, we will.
When approaching a turn and it’s time to anchor, the VXR is equipped with 355mm front and 315mm rear cross-drilled Brembo brakes, a big step up from the brakes fitted to the GTC Sport. There is a strong initial bite,
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