What is better Opel Astra or Golf 6. Opel Astra III or Volkswagen Golf V - which is better? Power unit and transmission

01.10.2019

Many Russian motorists were faced with a choice: Opel Astra or Volkswagen Golf. But if earlier the first was exclusively a shadow of the second, today the situation has changed radically. Here, in fact, you don’t need to prove anything - just look at the dynamics of sales volumes.

The modern vehicle is a means of information. Not massive, but useful enough. A fleeting glance at him is more than enough to draw preliminary conclusions about the nature of the owner of the car. Especially when it comes to Golf. Experts are confident that a person who acquires it can immediately be diagnosed. Why? Because ignoring a wide range of analogues of various stripes and the desire to buy a new model that differs from the previous one only by the numbers in the title is the lot of men with a reputation. An established and adult person is usually not inclined to be guided by such criteria as trend, fashion, style. Relationship traditions are what is more important to him. Such car owners are constant and reliable in their desires. Just like Golf itself.

About success

The personality of the buyer described above can be safely classified as a Mohican. Tellingly, today they are in the minority, because the car they choose is not as popular as his sworn friend. It is not surprising if you look at Astra in more detail. The current generation of this model has changed a lot. And for the better. And her audience, which was not particularly old anyway, literally became younger at times. It is presented more and more by creative people who are ready to keep up with the times, no matter what. But they are not devoid of rationality. In any case, they are definitely not going to lay out money for a foppish look.

Although, let's be honest, no one calls for this. Because besides the design, Astra has something to please. In particular, the basic equipment is a set of very useful baubles and chips. Opel, which will later be compared with Volkswagen, has climate control, a parking assistance system, a multifunction steering wheel, cruise control, a stabilization system and side airbags. In a word, the fact that Golf is only available as an option.

Even such a trifle as a USB connector will cost a tidy sum. The manufacturer provided for its implementation exclusively as part of an audio system, whose cost starts from 7,000 rubles. On the other hand, the base Golf is equipped with seats with amazing lateral support. Astra owners will still have to look for them. And these searches will be crowned with additional expenses at the level of 20,000 rubles. But some believe that chasing them is not worth it. To say that they are wrong would be wrong.

About management

If you drive calmly, then Opelek accelerates perfectly. Even a six-speed automatic can't stop it. However, the power unit reacts to the accelerator pedal with a delay. Therefore, it just needs to be pushed through. In turn, the "machine" also falls into some confusion. This is expressed in his throwing in order to find a transfer appropriate to the situation. After that, the car makes a somewhat nervous jump.

I really want to achieve mutual love from the steering wheel, but with an increase in the speed limit, the effort grows somehow rather weakly. The Astra handles corners just fine. If there is slipping of the front pair of wheels, then it is completely predictable. In this regard, Opel and Foltz are equal.

The steering wheel of the latter begins to become heavier with increasing speed. From this management becomes only more pleasant. It should also be noted that the brake system is quite sensitive, which allows you to dose the applied force very well. And if only a light pressure is enough for Golf, then Astra “loves harder”. But it's easier to get used to the latter, because at first the former tends to slow down the speed more sharply than you want.

From the "similarity" can also be noted the work of the suspension. Although both models under consideration are equipped with fundamentally different systems. In particular, the Astra has a semi-independent suspension (+ Watt mechanism), and the Golf has a standard multi-link. Both of them absorb the flaws of the canvas well, without particularly informing the driver and passengers. True, if a “lying” law enforcement officer comes across, then the Volkswagen shock absorbers work “on rebound”, but it is unlikely that it will be possible to “break through” the Opel ones.

Despite the fact that the Astra seems to be out of the shadows, the Golf still keeps half a length ahead. At one time, the slogan was especially pedaled, which stated that it makes no sense to drive something similar to Golf, because there is Golf! And today it is difficult to disagree with this statement, invented, by the way, by Volkswagen manufacturers. Summarizing the above, we can conclude: the classic still drives, gentlemen.

Whom to prefer for joint life? Beautiful, smart, with excellent manners, but with great demands, or modest, quiet, but very reliable? We are talking about used VW Golf 4 and G.

Evolution and Revolution
Golf 4 appeared on the market in 1997. The model, compared with its predecessor Golf 3, is evolutionary. There were no cardinal changes in design, and in technology, by and large, too. But this did not prevent the car from being successfully sold all over the world.

A big step forward for the company. A completely new design that has nothing to do with the previous Astra, and most importantly - a 12-year warranty against through corrosion of the body.
Both cars sold well in Russia, so the number of "our" copies on the market is quite large.

The Golf was produced in three- or five-door hatchback and station wagon variants. A guarantee against through corrosion of a body - 12 years. On a paint and varnish covering - 3 years. These terms are quite real, and there are no problems with the body. On some cars, water flows into the taillights, but a tube of sealant and skillful hands can easily cope with trouble. Salon Golf looks very luxurious for a small class car. So far, no one has outdone the quality of the fit of the panels and the materials used. You can play the game "find 10 differences from VW Passat". Difference number 1 is the cramped rear seat. Despite the assurances of the designers, sitting there is worse than in its predecessor. There is not enough legroom, tight shoulders ... Even the VW Polo is more "friendly" to the rear passengers!

Visibility is not bad, but the right mirror was created at the request of "set up" on the roads. It is small, and it is almost impossible to see the interference on the starboard side. The undoubted advantage of the Golf is the equipment. Buyers both here and in Europe rarely ordered basic Golfs. Climate control, all kinds of heating - the norm rather than the exception. And at night, VW pleases with a stylish blue-red illumination of the instrument panel. What can be broken inside? The cup holder and rear ashtray rarely last more than a year, and it doesn't hurt to check their operation upon inspection. As well as the serviceability of door locks. They often "buggy", and branded service stations treat them only with a replacement ($ 70 - a lock, $ 45 - a replacement). Golf suffers from the fact that the filter in the ventilation system is too good. It needs to be changed ($50 filter, $10 replacement) twice a year, in autumn and late spring. One Russian summer clogs it completely, and instead of a powerful hurricane, miserable breezes walk in the deflectors. Washers of glasses and headlights do not belong to centenarians. In the wiper mechanism, the lever axes turn sour, which leads to a breakdown of the electric motor or drive parts. To prevent trouble, it is better to disassemble and lubricate the mechanism once a year. A couple of years ago, gray dealers imported a batch of cars intended for the Turkish market. It is best to avoid them and check the body VIN before buying. It can be used to determine for which importer the car was made.

With the Astra model, Opel for the first time gave a worthy answer to the VAG concern. The same 12 year warranty against corrosion and 3 years for paint. And the same confidence in the fulfillment of these norms. Even the oldest cars show no signs of corrosion. It's not just about galvanizing the body. Opels rarely rot on the outside, usually they rust on the inside and along the welds. At Astra G, all hidden cavities are treated with anticorrosive at the factory, and the welds are carefully sealed. If the car does not get into a serious accident, it will live for 20-25 years before being scrapped.

Salon Astra is also good, but after the Golf is not impressive. There is no chic in it, brilliance in trifles. And the finishing materials are inexpensive. In addition, over time, in some machines, a genetic code called a "rattle" reminds of itself. Not Kadett, of course, Golf's will be quieter. But the back seat of the Opel is much more comfortable. There are more places, and two people will not dream of any Vectra and Omega.

On a stubby "golf" Astra mirror responds with limited visibility. Wide rear pillars make you nervous when reversing. Astra wins in trunk volume. Station wagon Astra, perhaps, the best "freight carrier" in this class.

The weaker the better
The engine range of the Golf 4 has little in common with the Golf 3. The base engine is an aluminum 1.4-liter, but the most popular has a volume of 1.6 liters. Most of these cars. Much less with 1.8 and 2.0 engines. "Five" 2.3 and "six" 2.8 - from the category of exotic, but there are many diesels. On cars in this class, VW diesels are the best in the world. And this conviction cannot be spoiled by any Russian diesel fuel.

There is no problem with petrol engines. If you do not replace the air filter in time ($25 - filter, $10 - work), there is a chance to get acquainted with the price of an air flow sensor ($300). The lambda probe ($245 - part, $20 - work) and candles ($45 - kit, $25 - work) suffer from our gasoline.

The 1.8T engine is close to replacing the turbine in 50% of cases ($1400 - part, $165 - labor). Pleasure is not cheap, so when diagnosing, special attention should be paid to this node. If the machine is less than three years old, the manufacturer pays the full cost of the part. Such a gift is called post-warranty support and is valid for all branded service stations.

An oil change for gasoline engines is recommended every 15,000 km, a timing belt ($ 140 - belt and rollers, $ 110 - work) - 90,000 km. It is better not to reach this period, but to replace it a little earlier. There have been troubles in the form of “kisses” of valves with pistons, and you should not repeat other people's mistakes. Engines 2.3 and 2.8 have a camshaft chain drive.

Diesel engines are only 1.9-liter, but there are a lot of power options. The base atmospheric develops 68 hp. With. He does not have a turbine, the degree of forcing is small, so he is not as picky about the quality of fuel and oil as his powerful brothers. VW turbodiesels are fantastic units in terms of acceleration dynamics and fuel efficiency. However, they need to be monitored. Daily checking of the oil level is a must. Motors do not complain about the lack of oil appetite even in infancy, and topping up between maintenance is not a sign of a "tired" unit. The fuel filter ($25 - filter, $10 - work) is changed every 30,000 km, but it is possible and necessary earlier. Air ($ 30 filter, $ 10 - replacement) it makes sense to change every 10,000 km. Otherwise, you will need to replace the air flow sensor ($300 sensor + $30 work). Any VW turbodiesel is critical to the quality of oil and fuel. And don't forget about oil changes! In our conditions, the manufacturer recommends doing this every 7500 km. For comparison, in Europe, "oil maintenance" is sometimes extended to 50,000 km. Our miserable 7500 km testify to the fact that there is too little fuel in our sulfur at gas stations.

A separate topic is "fresh" diesel engines with pump nozzles. For them, there is a special permit for the quality of the oil, and for fuel it would not hurt to introduce it. One injector pump costs about $1,000. Conclusion: refuel only at "targeted" gas stations and keep receipts. Typically a TDI from Europe has crazy mileage. 300,000 km for a three-year-old car is a matter of course. Gearboxes on the VW Golf are the simplest. Either a manual transmission or a conventional automatic. "Under the curtain" a 6-speed manual was installed on the car. They do not have characteristic malfunctions, only on a 1.6-liter engine a mechanical gearbox sometimes fails. Symptoms: increased noise, vibrations.

The power units are no less. From a weak 1.2-liter to a powerful 2.2-liter. All of them are four-cylinder, there were no six-cylinder engines in the range. The base 1.2-liter was not in demand in Russia. But on cars from Europe it is found. There is no need to be afraid of him. As a women's version on three-door hatchbacks, it looks convincing. Fuel consumption is low, there is a chain in the timing drive, and as for the dynamics ... you need to be calmer, calmer.

The most popular engine on the Astra is a 1.6-liter 16-valve. But popular doesn't mean best. From our gasoline, candles often fail ($ 12 per set), the injection system is weird. By the way, to change the candles (every 40,000 km), you need to remove the intake manifold. Sometimes there is an increased oil appetite, which is eliminated by expensive (up to $ 800) repairs. Its 8-valve counterpart is not as powerful, but much easier to operate. Of the common diseases, the exhaust gas recirculation valve ($145 - part, $25 - replacement) and the idle valve ($110 - part, $25 - work) were noted.

They get clogged from our fuel, so experienced owners remove and clean them every 20-30 thousand. Then you can not think about replacement.

Untimely replacement of candles on all engines threatens with the failure of the ignition coil ($165 coil + $15 replacement). Timing belt replacement ($150 parts, $65 labor) - every 60,000 km. It is necessary to change with rollers, at the second replacement - with a water pump. And do not forget about flushing the injection system every 40-50 thousand.

Fans of diesel engines Astra pleases with two options: the Japanese Isuzu with a volume of 1.7 liters and the native two-liter. "Japanese" - the most traditional design. This engine has its pedigree from "Kadet" motors, and over the years the design has been worked out "to the ring". The engine is soft in character: good traction "at the bottom", smooth spin up to maximum speed. Its power is small, but reliability, resource - is beyond praise. And he is picky about fuel. The timing belt and rollers are more expensive than for gasoline engines, but replacement is required every 100,000 km. The "Opelevsky" 2.0-liter turbodiesel is technically more difficult, but it has a camshaft chain drive. At about 50,000 km, the air flow sensor fails ($ 250). If you change the air filter on time or a little more often ($ 16 - filter, $ 4 - replacement), its life can be extended. Turbine activation valve ($250) dies after a decent run on our roads. Oil change in diesel engines - every 10,000 km.

In the exhaust system, after two Russian winters, the rear bank ($ 130 part + $ 20 work) of the muffler rusts. However, the Golf suffers from the same ($240 part + $20 work).

The classic dies last
The sweetest thing about all used car descriptions is the suspension. The music of broken ball joints and silent blocks on our roads will be eternal. But with regard to the Golf and Astra, there is not much to talk about. It's all about the design schemes and materials. There are no fashionable multi-links, no aluminum. Familiar steel, McPherson front, rear beam.

But even this "stove" has something to "dance" from. Let's start with Golf. Racks ($40 parts + $25 replacement) and stabilizer bushings ($30 parts + $25 replacement) anti-roll bars live about 40 thousand km. By 80 thousand km, tie rods ($275 parts + $60 work) usually develop a resource, and by 100 thousand km - wheel bearings ($213 parts + $55 replacement), ball bearings ($110 parts + $45 work) and shock absorbers ($340 parts + $100 labor). Silent blocks are quite tenacious. There are often unfounded claims to the steering. Reiki leak or knock is a popular phenomenon. A new rail costs $720 plus $100 labor. With diesel engines, the suspension dies faster. They weigh more, hence the wear.

Astra has always been better than Golf in terms of suspension reliability. So it is in this generation. The resource of parts of the "opel" suspension is higher. For those wondering why: the ball joint for the Astra G is identical to that of the Omega B! Comments are superfluous. In general, the picture is similar to the "golf". Every 30-40 thousand - replacement of stabilizer struts ($20 parts + $20 labor), to 100 thousand - steering rods ($40 for 1 piece + $65 replacement), tips ($35 for 1 piece + $17 labor) , after 120-130 thousand - ball bearings, shock absorbers and wheel bearings ($ 250 for 1 piece + $ 50). The common misconception about the unreliability of the rear springs is not entirely true.

The steering mechanism uses an electric power steering. A barely audible howl during his work is the norm, and there is nothing wrong with that.

On the Astra, as well as on the Golf, there are replacement steering racks ($1000 + $100). But less often.

The brakes were once a bad story. The Bosch rear calipers turned sour after a short run, so they were urgently replaced with Lucas. If the car for some reason did not pass the replacement campaign, get ready to carry it out yourself.

"Sweet" options
For lovers of exotic Opel releases two options: Astra Coupe and Astra Cabriolet. Both machines are assembled at the Bertone factory in Italy. They are distinguished by rich interior decoration, an extensive list of standard equipment and a spectacular appearance. Efficiency meets efficiency: the 2.0-liter Turbo develops 190 hp. This is enough to accelerate the Astra Coupe to 245 km/h.

There was another extreme: Astra Eco 4. A 1.7-liter diesel engine develops 75 hp. and is content with 4.4 l / 100 km in the combined cycle.

The Golf has many more interesting modifications. For example, a sedan based on it has a proper name: Bora. The original optics and the nuances of the equipment "bring" both cars into different classes. Bora is not just a Golf with a trunk. Bora is a small sedan in its own right with very big ambitions. Therefore, the interior trim is richer, and it is better equipped.

There is a Bora station wagon. Rarity on the market: most buyers did not see the difference between Bora Variant and Golf Variant. There were few people willing to overpay for nameplates.

Four-wheel drive is a long and very good VW tradition. Instead of a visco clutch on the Golf 4, an electronically controlled Haldex clutch was used. From this Golf 4Motion did not go like Subaru Impreza, but added to the predictability of reactions. There is no need to be afraid of the all-wheel drive system. It is much more important that the rear suspension on all-wheel drive modifications is independent and has nothing to do with the usual one in design. Spare parts for it are more expensive, and there will be problems with the search.

The Golf GTI is another equally successful VW tradition. Cars in the GTI version are distinguished by a sports suspension, seats and decorative details. The car drives and looks great.

But the fastest Golf is the Golf R32. V6 3.2, 240 HP Behind these reductions are hidden 250 km / h and 6.5 s. up to 100 km/h. "Cannon", from which VW fired towards Alfa GTA and other "charged" ... There was another athlete. The one at the gas station is in the same row with the trucks. 150 HP from diesel 1896 cm3 - only VW achieved this.

level of nuance
Choosing a used car is always like racing. You can bet on a proven leader, but the winnings will be small. Or you can take a chance, bet on a dark horse and win a fortune. Astra G is the dark horse that brought Opel to victory. The previous model was no worse than the VW Golf. The only problem was in the body: it rusted quickly. Astra G is no worse than VW Golf 4. And does not rust. Any questions? Yes, I have. The high quality of Astra G is known not only to a narrow circle of Opel station workers. Therefore, it is not much cheaper than the Golf. With this factor in mind, a clear picture emerges. If you need a solid European car with a spacious interior and trunk, inexpensive to maintain and hardy to operate, this is Astra G. Especially with an 8-valve 1.6-liter engine. In addition, the prices for original spare parts and services from Opel service stations are lower than those of VW.

When the requirements for the car are higher (powerful engine, high-quality interior trim) and the comfort of the rear passengers is not very important - this is the Golf. By the way, they did not install climate control, only mechanical air conditioning. For some, this will be a big disadvantage.

As for diesels, the choice is similar here. Astra G with a 1.7-liter turbodiesel acts as an unpretentious workhorse. Golf TDI - as a street racer. Please note that the operating costs of a powerful TDI are higher.

Of all the cars that are on the market, it is better to choose those purchased at one time from official dealers in Russia. They have native mileage in most cases, and the suspension is adapted.

And finally - about the choice of class. If someone is tormented by agony: Golf / Passat or Astra / Vectra, feel free to take the "little ones". They are simpler in design and deliver much less hassle in operation.
Happy shopping!

The battle is not for life, but for death. Volkswagen marketers skillfully operate on historical facts, and journalists, in turn, scold Volkswagen Golf GTI sports cars from generation to generation for fouling with premium fat and betraying former landmarks. We, having borrowed the first Golf GTI from a good friend for an introductory test drive, came to the conclusion that the truth, as is usually the case with more prestigious supercars, is somewhere in the middle.

It’s not that the old athlete was in a tired technical state of health, on the contrary - at least send it to the branded Volkswagen museum. The owner, whom we, by the way, dubbed the German patriot, keeps his small collection of German sports cars in excellent condition. The main skepticism about the Golf GTI mk1 was caused by an overly heavy steering wheel: 3.3 turns from lock to lock without an amplifier, and enthusiastic test drives in the press of the late seventies, one must think, are due to the power supply, which is still impressive after 37 years. "Tavria with an engine twice as powerful!" - said one of the colleagues, getting out of the rarity with burning eyes.

Anyway, let's leave the historical analogue alone and turn our attention to the trio of a comparative test drive, led by the new, already seventh Volkswagen Golf GTI (VII), which will have to fight with more powerful rivals. Opel Astra OPC and Mazda3 MPS also participate in the car comparison. In order to somehow equalize the chances, we have VW in a recharged Performance version (+10 hp), which is supposed to have a mechanical differential lock. Competitors also know how to “lock” the front axle and, like the Golf GTI, have mechanical 6-speed gearboxes.

Volkswagen's rivals look faster, and understandably so, because they have to work hard to prove their sportiness. Who now remembers cars like the Opel Kadett GT/E or the Mazda RX-3? Except perhaps our full-time automotive historian-botanist ... But the Volkswagen Golf GTI is remembered, and all because the name remained unchanged. Even in the most difficult times for budget supercars, the GTI index was carefully kept in the form of a configuration name, including for the diesel Volkswagen Golf GTI. In Opel, not only has the index disappeared, not even the name of the model has been preserved: now Astra has taken the place of Kadett, while Mazda is still much more difficult. So in Volkswagen, they deservedly have the right to minimal differences from the base Golf and, as a bonus, they get the most spacious rear seats.

To some extent, the test drive Opel Astra OPC tries to win back, offering a more dynamic design and the lowest landing in the trio, which is also enhanced by a high window sill line, overhanging roof and cockpit architecture of the front panel. But not in the best way readable Opel instruments are already too much: as if in retaliation for the strict instruments of Golf in Ingolstadt, they tried to do it as differently as possible and overdid it a little.

The interior of the oldest Mazda3 MPS in the test drive is simpler: if the Golf and Astra play in the same league, then in the three-ruble note, age is felt. Needless to say, even at the time of its debut in 2009, the second-generation Mazda3 surprised with a minimum number of differences from the first generation of the model, produced since 2003. At the same time, the Japanese company tried to lower the sporty degree in sensations and awarded the Mazda3 mk2 with conventional devices instead of stylish wells a la Alfa Romeo, which is especially offensive for the MPS version. In fairness, we note that the readability of Mazda's instruments is the best in the trio, but the seats with a "lower degree" fall short of competitors in all respects: the stiffness of the filler and the development of lateral support are quite average for a sports modification.

“GTI is not the same anymore” - under such a KVN slogan it was possible to promote each new generation of an athlete. Firstly, it’s definitely not clowning, and secondly, there are enough interesting moments, and this despite the fact that accusations of degradation have rained down on the Golf GTI, starting from the second generation, when the heavier hatch received an engine of the same power from the previous version.

Now the situation with the power supply looks quite decent: the seventh generation of the model has become a little more powerful and lighter at the same time, which in general does not fall under the definition of regression or even stagnation. But when the Golf, in the synchronized start traditional for TOPRUSCAR, was a little behind the Japanese three-ruble note on a test drive, we were not at all upset. The increase in dynamics compared to the sixth GTI is really noticeable, and the loss to Mazda is not critical and is officially declared on paper in the technical specifications. The problem is different: Volkswagen has the most "stretched" gearbox. If the Mazda 3 MPS and Opel Astra OPS only reach hundreds in the second transmission stage, then the Golf GTI takes the speedometer needle beyond the mark of 110 km / h - the same difference is typical for the third speed. As a result, only the GTI rewarded with a lack of power at low engine speeds.

You fly up to a slow hairpin of a mountain serpentine, stick into second gear and feel greener than ever before. It’s nothing that the engine of the seventh athlete is not pulling now, but harmful emissions are minimal, because colleagues are rolling in from behind, the exhaust will not have time to dissipate, and a breath of fresh air will not hurt them ... Although, wait a minute: if you drive in GTI behind colleagues on more harmful Opel and Mazda , then you already want to quickly slip through the gassed area, but there is no traction. So it turns out that Volkswagen cares more about others, and not about the driver behind the wheel. So or not so?

There are two points that endow the Golf GTI with nobility inaccessible to opponents of a test drive, even for a surcharge. The combination of sharp steering with 2.1 turns from lock to lock (MPS - 2.7, OPC - 3) and the presence of the Haldex clutch from VW all-wheel drive models as a front differential lock. A similar scheme works: the output is sharpness, lightness and smoothness in one bottle. It even seemed to us that if the GTI had not lacked traction at low revs, the journalists would have started talking in unison about the handling in the style of a computer simulator. And so - there is a struggle with both power and the greenhouse effect.

In fact, none of us complained about the harder work of differential locks without hydraulic drive from competitors, and some even liked the minimal twitches. When driving really aggressively, additional information does not hurt, the car seems to say: “I am also working”, and in a tight turn this phrase inspires additional confidence. Unfortunately, the test drive shows that this statement is true only for the Opel Astra OPC, because the Mazda3 MPS prefers in most cases understeer with a minimal smack of sport. And again we are forced to return to the philosophy of the second Mazda3.

We will not unequivocally state, but all the Topruscars who traveled at one time on the first generation MPS, with respect to the new model, had the feeling that the creators wanted to increase comfort with minimal means. And to some extent they succeeded, but at what cost? Mazda, indeed, has become softer and more stable on a straight line, which is an absolute blessing on a long journey, but at the same time it has almost completely lost the enthusiasm inherent in its predecessor in sharp turns.

Against this background, Opel and Volkswagen look more advanced and modern cars in this test drive, as if their development took into account all the shortcomings of the Japanese hot hatch and applied the appropriate know-how. Opel Astra OPC won on points: the three-door from Ingolstadt tore its rivals in the disciplines of acceleration and maximum speed, and at the same time turned out to be no less comfortable than the refined Golf. Surprisingly, even 20-inch wheels (on GTI - 17, on MPS - 18 inches) could not spoil the smoothness of the ride, and this, we consider, is a great achievement. The discrepancy between the ultra-low-profile rubber and the resulting softness of the transmission of bumps to the cabin even forced us to conduct additional research.

The essence of these researches is to excommunicate as many TOPRUSCAR employees as possible from the steering wheel, because a steering wheel with a good reactive action a priori contributes to an increase in confidence, and hence the comfort of the driver, but not the passengers. Nevertheless, even after everyone had a test drive in the Astra's cramped rear seats, the balance of ride, and soundproofing, too, has not changed. Opel is fully worthy of its main competitor in the face of Volkswagen, and Mazda is a little behind.

When we asked the most titled (with the maximum racing power) colleague, who usually drives a Porsche 911, to make a final verdict on the comparative test, he started from afar. “Do you know why Volkswagen decided not to supply us with the Golf GTI in Performance version? Here in Europe, buying a hot hatch is quite common, and you can see quite a mixed crowd behind the wheel of compact lighters. In Russia, with its, to put it mildly, non-ideal road conditions, the acquisition of such equipment is an extreme act, and extreme people are creative and inquisitive people. In the vast majority of cases, the “lighter” is waiting for further improvement in the form of tuning, and there is no point in offering a GTI with a factory-tuned Performance. Instead - the basic version for minimal money. Moreover, even the most sporty Astra OPC, in my understanding, falls short of the excitement that the Renault Clio RS offers, not to mention the Toyota GT86 / Subaru BRZ.

It was also difficult for us to disagree with such logic. Hot hatches are always quite compromise options, and for a clean and even Europe, their settings do not look like something out of the ordinary. We, trying to identify the winner of the test drive in the nomination "car for every day", surprisingly came to the conclusion that it could well be the base Volkswagen Golf GTI with an even more comfortable suspension and a relatively affordable price. For those who want to get maximum dynamics with minimal hardships, the Opel Astra OPC is better suited, and the Japanese Mazda3 MPS with a 2.3-liter multi-volume engine will certainly be more reliable than German competitors.

Photos of Ford, Renault and Volkswagen

Volkswagen Golf is a real legend, because for almost four decades this model has been the most popular of the entire range of the German concern. However, other automakers do not want to remain outsiders, everyone is making efforts to create serious competition for this hatchback, some, admittedly, fail, but some, like the Opel Astra, are more lucky. But which car is better?

Let's start with an assessment of the appearance of both cars. Undoubtedly, old familiar features, conservatism of lines and forms, strict optics are visible in the exterior of the Golf, there is, of course, a touch of modernity, but it is too insignificant. What can not be said about the Opel Astra, this car can truly be called the most stylish in its class - bizarre shapes, original headlights, smooth lines and aesthetics in every detail. Of course, it is quite difficult to objectively assess the appearance, so we admit, in our opinion, the Opel Astra looks prettier.

Now it's time to look into the salon and take an expert look at the interior hatchbacks that came to us from Germany. We are the first to sit in the Volkswagen salon, it is immediately worth noting a comfortable fit and high-quality finishing materials, the interior and ergonomics are not devoid of space, which gives additional comfort.

The interior of the Opel Astra will also please you with comfort, excellent finishes and quality materials. The interior is not devoid of modern details, we are now talking about chrome inserts. And, of course, the ergonomics are top notch.

Now the fun part, then what is hidden under the hood, the inner potential that cars show only to a select few.

The Volkswagen Golf engine range includes three types of engines: 85- and 105-horsepower 1.2-liter engines, as well as a 1.4-liter 122 hp engine. The manufacturer also offers three transmissions: 5- and 6-speed manual and 7 - range machine.

Opel Astra is again available with three types of engines: a 140-horsepower 1.4-liter, as well as a 1.6-liter with 115 hp. and 180 hp. The choice of transmissions is not so great - the buyer can purchase this model with both a 5-speed manual gearbox and a 6-speed automatic.

Naturally, it must be admitted that the Opel Astra not only looks more sporty from the outside compared to the Golf, but also inside, since its dynamic characteristics exceed the parameters of this Volkswagen model at times. Therefore, if you like sports and speed, then you will like Opel, and people of a conservative warehouse who value comfort and coziness in the first place will be able to appreciate all the advantages of the Golf.

It would not be superfluous to note that Opel Astra in the basic configuration is slightly more expensive than the Volkswagen Golf in a similar design - 649,900 rubles against 599,000 rubles.

Of course, we only gave the dry facts of the Volkswagen Golf and Opel Astra, put subjective assessments, of course, the choice of the best is up to you!

VW Golf is considered the founder of the golf class to which he gave his name. Its main competitor is Opel Astra. Which of these models stands the test of time better?

Buyers of each of these models are offered a wide range of modifications - 3- and 5-door hatchbacks, 4-door sedan, 5-door station wagon, as well as coupe-cabriolet and compact car, created on their basis. At the same time, Opel also has a commercial 3-door version of the Astra Van station wagon, and VW has a pseudo-off-road version of the Cross Golf compact van. Today we will compare the most common classic versions of both models in Ukraine with a 5-door hatchback body.


Opel Astra N since 2004 from UAH 77,000 up to 116 000 UAH	VW Golf V 2003-2008 from 92 000 UAH up to 144 000 UAH

Check the slack

The bodies of both cars are distinguished by good corrosion resistance, although the Astra still has one characteristic weak point where rust can appear (see "Resource and Repair"). In addition, Opel, unlike VW, has a number of complaints about the reliability and condition of body parts. Thus, peeling of the chrome coating of the radiator grille, fogging of the rear optics (cars of 2008-2009), wear of the bushings of the front wiper mechanism, due to which the rods fly off and the wipers do not work (with strong output, the trapezoid assembly with an electric motor changes) .

Salon Golf V looks better. Both cars can accommodate five people. Despite the fact that the wheelbase of the VW is 35 mm shorter than that of the competitor, it has more legroom for rear passengers. To achieve this, the creators of the Golf V sacrificed the "marching" trunk volume. At the same time, it will be more convenient for a passenger sitting in the middle in Opel - there the central tunnel of the body is smaller. The visibility of both models does not cause complaints, and the sound insulation of the engine compartment of the Astra is worse - the hum of the engine is well audible even at low speeds.

Of the characteristic problems of Opel, we note malfunctions of the driver's airbag, and Golf V - failure of the air conditioning compressor (on cars made in 2004-2006) and malfunctions of power windows, which are often eliminated by flashing the control "brain".

With a wider boot opening and 50 kg more payload, the VW is more practical than the competition. The maximum volume of trunks of these cars is almost the same (1300 liters for Astra and 1305 liters for Golf V), and in the “traveling” state it is 30 liters more for Opel.

Reliable "hearts"

For these models, a rather extensive line of power units was intended. However, Astra with diesel engines were not officially imported to Ukraine and are classified as exotic. The "5-doors" are most often equipped with 1.4 and 1.6 liter engines, and the Golf is found with all the proposed engines, including the "solar" ones.

The most common gasoline unit of both cars is 1.6 liters. Comparing the technical characteristics of these modifications with the “mechanics”, we found out that the Golf is more dynamic - acceleration to “hundreds” takes 10.8 s, while that of a competitor takes 11.6 s. In addition, in Ukraine there are often "charged" versions of VW - GTI (0-100 km / h with DSG - 6.9 s), but it is almost impossible to find "hot" versions of Opel - OPS (7.8 s to 100 km / h). h).

The Astra's most problematic engine is the 1.4-liter. It often “eats up” oil and is picky about its quality - the use of bad oil or its untimely replacement is fraught with failure of the timing chain hydraulic tensioner (in other units - a belt). If it is not replaced in time, the chain may turn and the engine will break. In 1.4 liter engines (2008-2009), malfunctions of the intake manifold Twinport dampers were noted (at the same time, the manifold with the fuel rail is changed). When using low-quality gasoline in 1.6 and 1.8 liter engines, individual ignition coils may fail. In all engines, the oil pressure sensor loses its tightness over time.

The most reliable Golf units are the most massive, the MPI families are 1.4 and 1.6 liters. A characteristic drawback of rarer units of the same volume, but of the FSI family, is a short-lived timing chain, which can stretch out and require replacement along with a hydraulic tensioner for a run of 120-150 thousand km (in 2.0 liters FSI - timing belt). In the Golf 2.0 liter FSI engines, a break in the factory corrugations of the exhaust system was noted (2 pieces are used), and the timing belt does not withstand the interval of 180 thousand km prescribed by the manufacturer (mechanics advise reducing this period to 90 thousand km). Another problem with all FSIs is the failure of individual ignition coils. In the 2.0 liter turbodiesel, fuel injectors failed (dealers change them free of charge under warranty).

Mechanics is better

Almost all Astra and Golf V are front-wheel drive. True, VW also has all-wheel drive versions of 4Motion in its arsenal, but they are rare with us.

Most Astras are equipped with a 5-speed Easytronic automatic gearbox. But when buying an Opel, experts advise paying attention to versions with "mechanics" - it is more reliable. Easytronic is characterized by "thoughtfulness" in operation and has proven itself to be problematic. At each MOT (after 15 thousand km), the clutch must be adjusted (this procedure is also required after the car slips). If this is not done, the clutch and dual-mass flywheel can fail by 50 thousand km.

Many Golf Vs are equipped with "mechanics", and it is these cars that are desirable to choose. Although on some manual gearboxes, after 100 thousand km, wear of the dual bearing is possible. In diesel versions with “mechanics”, a two-mass flywheel wears out by a run of 150-160 thousand km. At the same time, the DSG robotic gearbox is more problematic - there were problems with the ECU with the so-called mechatronics, which is manifested by jerks when switching. In the best case, you can carry out self-adaptation of the clutch at a proprietary service station by “flashing” the ECU, and if this does not help, you will have to change the clutch package.

Harder - more expensive

The front suspensions of both cars have the same design - independent McPherson; at the rear, the Astra traditionally has a simpler semi-dependent beam, and the Golf V uses a complex multi-link design for the first time.

The chassis of both models are moderately rigid and allow you to drive actively, although thanks to the rear “multi-link”, the VW holds the road better when cornering quickly. At the same time, the complexity of the rear of the Golf V explains the higher cost of maintenance - every 80-100 thousand km you have to change the bushings and stabilizer struts, and after 140-160 thousand km - the rear breakup levers. But the silent blocks of the remaining rear levers are able to withstand about 200 thousand km.

The “rubber bands” of the Astra rear beam are considered “indestructible”, while the shock absorbers can become unusable by 40-50 thousand km, and when overloaded, the coils in the springs often break (reinforced springs are now offered).

But the front end will often have to be repaired at Opel: stabilizer rods serve 20-30 thousand km, strut support bearings - 30-40 thousand km, silent blocks of front levers - about 100 thousand km, "ball" - 150-170. At VW, the rear silent blocks of the front levers go up to 80 thousand km, the front ones - up to 140 thousand km, the stabilizer struts - about 100 thousand km, the "ball" ones - about 200 thousand km.

The fact that wheel bearings are supplied complete with hubs increases the cost of running both models. The steering of the Astra is equipped with electric power steering, while the Golf V is electric. The Opel mechanism has proven itself to be trouble-free, but less durable - steering rods can withstand 70-80 thousand km. VW tie rod ends are capable of running 150-200 thousand km, and the rods themselves - even longer. At the same time, in the steering Golf V of the first years of production (2004-2006), the gearing of the rack and electric motor wore out (knocks when driving over bumps). Later, this node was upgraded to fix this problem.

One step away from the throne

The best today was the "classic of the genre" - VW Golf. This car is ahead of its main competitor in quality, reliability and dynamics. That is why buyers more often vote for him with their wallets, overpaying a lot of money - an average of 15 thousand hryvnias. for copies of the same year of issue.

Although the Opel Astra lost to its opponent, it must be admitted - not enough to consider this car bad. If you choose more reliable modifications (with a 1.6 liter engine and "mechanics"), this will avoid a number of problems and, accordingly, the cost of eliminating them. We recommend Astra to pragmatic car owners.

History of the Opel Astra

1998-2003 The second generation of Opel Astra G was produced.
08.03 Third generation Opel Astra with body index H.
03.05 The Astra GTC 3-door hatchback and its "charged" 240-horsepower version of the OPC 2.0 L Turbo make its debut.
03.07 Restyling. New engines: petrol - 1.6 l (115 hp), 1.8 l (140 hp), turbodiesel - 1.3 l (90 hp).
09.09 The current, fourth generation Opel Astra J will debut at the Frankfurt Motor Show. The sale of Astra H in Ukraine continues.

Resource and repair

Body and interior
Affordable cost. High passive safety. At the back, the average passenger sits more comfortably due to the fact that the central tunnel of the body is lower here. The "camping" trunk volume is larger.	Possible corrosion on the trunk lid, fogging of the rear optics (auto 2008-2009), problems with the mechanism of the front wipers, driver's airbag, chrome plating on the grille. The loading opening of the trunk is narrowed.
Power unit and transmission
Engines of 1.6 and 1.8 liters are more reliable than 1.4 liters. Trouble-free manual gearbox.	The oil pressure sensor is leaking. Possible failure of individual ignition coils (1.6 and 1.8 liters). 1.4 liter engines can "eat up" oil, they are sensitive to the quality of the lubricant, and in versions 2008-2009. possible problems with the Twinport system. Problematic and "thoughtful" robotic gearbox Easytronic.
Suspension, steering, brakes
Good stability and handling.	The fragility of the stabilizer rods, support bearings of the front struts, rear shock absorbers, steering rods. Broken rear springs. Expensive wheel bearing replacement.

Resource and repair

Body and interior
High passive safety. Better value retention. More legroom for rear passengers. Better interior trim materials. Noise isolation is better. Load capacity is higher.	The market value is higher. Failure of the air conditioning compressor (auto 2004-2006). There may be a problem with the power windows.
Power unit and transmission
The best dynamics. The choice of engines is more diverse - there are both petrol and diesel versions. There are also "charged" versions of the GTI. The 1.6 liter MPI and 1.9 liter TDI engines are the most trouble-free.	The fragility of the timing chain (FSI 1.4 l and 1.6 l). Ignition coil failure (all FSI engines). Breakage of the corrugation of the exhaust system (2.0 l FSI). Fuel injector failure (2.0L TDI). Problems with the DSG “robot” are not ruled out in some manual gearboxes after 100 thousand km.
Suspension, steering, brakes
Better stability during active driving. The front suspension is more durable. Greater resource consumables steering.	The cost of maintaining the rear suspension is higher. Expensive wheel bearing replacement. Accelerated steering wear (auto 2004-2006).

Average prices for new non-original spare parts, UAH*
Front/Rear brake pads
Air filter
Fuel filter
Oil filter

Shock absorber front/rear
Front bearing with hub
Rear bearing with hub
Spherical bearing
steering tip
Front stabilizer bar
Clutch kit
timing belt
Timing roller
*Prices may vary slightly depending on their manufacturer and vehicle modification
Prices provided by AutoNova-D www.autonovad.com.ua
A wide selection of spare parts on the site http://zapchasti.avtobazar.ua


Total information
body type	hatchback	hatchback
doors/seats
Dimensions, L/W/H, mm	4250/1755/1460	4205/1760/1485

Equipment weight / full, kg	1190/1740	1240/1850
Trunk volume, l	380/1300	350/1305
Tank volume, l
Engines
Petrol 4-cylinder:	1.4L 16V (90HP), 1.6L 16V (105/115HP), 1.6L 16V Turbo (180HP), 1.8L 16V (125/115HP), 140 HP), 2.0 L 16V Turbo (170/200/240 HP)	1.4L 16V (80HP), 1.4L 16V FSI (90HP), 1.6L 8V (102HP), 1.6L 16V FSI (115HP) s.), 1.4 L 16V TFSI (140/170 HP), 2.0 L 16V FSI (150 HP), 2.0 L 16V Turbo (200/230 HP)
Diesel 4-cylinder:	1,3 l16V Common Rail (90l. With.), 1,7 l16V (80l. With.), 1,7 l16V Common Rail (100l. With.), 1,9 l16V (120l. With.)	1.9 L 8V (90 HP), 1.9 L 8V (105 HP), 2.0 L 16V (140/170 HP)
Transmission
type of drive	anterior	anterior or full
	5- and 6-st. fur., 5-st. robot. fur., 4-st. ed.	5- or 6-tbsp. fur. and 6 st. author, 6-st. robot. DSG
Chassis
Brakes front/rear	disk. vent./drum or disk. vent./disk	disk. vent./disk
Suspension front/rear	independent/semi-dependent	independent/independent
	195/65 R15, 205/55 R16, 215/60 R16, 225/55 R17	195/65 R15, 205/55 R16, 225/45 R17

Performance evaluation
Category	Maximum rating	Evaluation of participants, points
Category	Maximum rating	Opel Astra	VW Golf
Price
spare parts
car

Body
Corrosion resistance
Condition of parts, availability of spare parts

Salon
Quality
Convenience
spaciousness
Visibility
Equipment reliability
Equipment level

Trunk
Volume in the "traveling" state
Volume with unfolded seats
Practicality/functionality
load capacity

Engines
Possibility of choice
Dynamics of the most common versions
Reliability
Cost of service/economy

gearbox and transmission
Possibility of choice
Reliability

Suspension
Durability
Maintenance cost
Stability and comfort
Ground clearance

Steering
Durability
Maintenance cost
Efficiency

brakes
Durability
Efficiency

Overall score	500	376	393