Vauxhall Astra Mk2 GTE and GTE 16V (1984 – 1991) Review

Vauxhall Astra Mk2 GTE and GTE 16V (1984 – 1991) At A Glance

Driving Vauxhall Astra Mk2 GTE and GTE 16V (1984 – 1991)

There was obviously untold technological progress between 1975 and 1990 – because on the evolutionary scale, a 1990 Astra feels as removed from a Chevette as a Bakelite radio does from your plasma screen TV.

By 1990 Vauxhalls had become re-badged Opels, and the Astra was as European as they came. If you wanted a Chevette, you had no choice – excluding the HS homologation special, it came with one engine, and it was up to you to take it or leave it. By the time the second generation came along, you had a choice of four body styles, five engines and countless trim permutations.

One look at the Astra’s stats soon reveal where all of the advances had been made in the intervening 15 years. Mechanically, the Astra GTE 16V’s technical armoury looks refreshingly modern and the 16V twin cam engine delivers power and performance which holds its own today. They’d learned a lot in the wind tunnel too, and the slippery bodyshell meant a high top speed and hushed motorway cruising,

The coal-hole interior of this top-spec version boasted a fair few creature comforts – electric windows, power steering and central locking were the stuff of dreams for a ’75 Chevette driver. Even in 1990, you had to be quite high up the company ladder to find a car that featured these toys – and the mid-range Astras retained a feature list that differed little from its ancestors.

Climbing in and taking the GTE for a spin is a revelation compared with the Chevette.
Lighter, more direct power assisted steering give it a far more contemporary feel, and although the ride is little better than the older car’s its roadholding is of a different order. Make full use of the performance on twisty roads, and you’ll become intimate with torquesteer, something the Astra is legendary for, even today.

That 150bhp power plant is pretty special, though – it sounds crisp and pulls hard, delivering a 0-60mph time of less than 7 seconds, hushed motorway cruising. It’s easy to see why every white socks wearing sales rep wanted a GTE – performance was delivered in thick dollops, and any rival GTI was fair game.

Obviously, by 1990, car producers had made huge leaps in performance, refinement and economy, but there was still a long way to go…

Vauxhall Astra Mk2 GTE and GTE 16V (1984 – 1991) Buying Guide

Good

• Not a bad car in its day. Well liked. (Lived on from 1995 to 1997 as the Daewoo Nexia.)
• 3,988mm long x 1,651mm wide. (Estates 4,216mm long.) Weighed 840kg to 1,032kg.
• Range of engines included 54bhp 1,196cc OHV four, 75bhp 1,297cc OHC four, 88bhp 1,598cc OHC four, 112bhp 1,796cc OHC fuel injected four and 54bhp 1,598cc OHC diesel.
• From March 1987, 115bhp 1,998cc OHC fuel injected four introduced in convertible and GTE hatchback.
• From May 1988, 1,998cc GTE engine got 16 valves and developed a very healthy 150bhp, making the GTE a quick car. Had advanced thinking including a large display digital speedo and still drives surprisingly well. Top speed 134, 0-60 7.7.
• October 1989, 1.3 replaced by 75bhp 1,389cc OHC four and 1.7 diesel replaced by 57bhp 1,699cc OHC diesel engine.
• 3-door hatchbacks, 5-door hatchbacks, a convertible, 3-door and 5-door estates, and a 4-door 'Belmont' saloon.
• Nicely judged end-of-the-line SX and SXE hatches and estates.
• Could do the distance.

Bad

• Belmont saloon was truly hideous.
• Solid blue and solid red paint both oxidise. Lacquers on metallics peel off.
• Hard, jiggly ride not matched by good handling and road feel.
• ABS pumps very expensive to replace.
• Pretty convertibles suffer severe scuttle shake.
• Getting old now and rusting.

Watch

• Could have done 500,000 miles, particularly diesel estates, so look for all the signs.
• Clutches stick (may need a cheap new cable or may have damaged bulkhead).
• Suspension bushes wear.
• Main problem is camshaft wear, which can be terminal for the engine. Listen for thrashing noises and look for signs of oil weeping from top of engine.
• Fuel evaporation problem with all late injected models.
• Check for driveshaft wear by doing reverse-turns in both directions. Split driveshaft boots are common and an MOT failure point.
• Regular 3,000-mile oil changes essential. If not, engines will sludge up and rattle.
• Cambelts must be changed every 35,000 miles; tensioners every 70,000 miles.
• Always lift the boot carpet and look for signs of accident damage repairs because bodyshells are very difficult to pull back into proper alignment. Check the floorpan of convertibles for rust caused by leaks.
• Still worth buying a good 150bhp GTE, but make sure the digital instruments still work.

Vauxhall Astra GTE 16V