I’d like to think that you get three types of drivers. There are those that prefer sideways, oversteer action from rear-wheel drive cars; those that enjoy the washed-out understeer challenge of front-wheel drive cars; and those convinced that all-wheel drive is motoring’s guardian angel.
Personally I’ve always felt that power losing grip through rear rubber separates the boys from the men, and in terms of both flair and adrenaline offers the most satisfying catch-that-slide experience.
But there’s also lots of enjoyment to be had from strong front-wheel drive turbo cars, using dollops of boost to pull you out of corners while dabbling on the wrong side of understeer.
The Astra OPC has always been a fine example of the latter, offering handfuls of torque-steer and bucket-fulls of wheelspin off the line. The legend started with the Superboss, which weighed virtually nothing and though naturally-aspirated started a new performance chapter in Opel’s history.
The TS and subsequent Opel Performance Centre products flew the force-fed flag, with the latest Astra OPC the strongest version yet.
POWER AT A PRICE
The 2-litre direct-injection turbo engine pushes 206kW and 400Nm, which makes it the strongest front-wheel drive hot hatch in our price guide, pipping snarlers like the Focus ST, Megane RS, as well as the soon-to-be-launched Golf GTI.
The latest OPC is 12 percent more powerful than its predecessor with torque up by 25 percent – but at R435 000 it’s also the most expensive of this hot-hatch brigade.
So let’s cut to the chase – the numbers.
Opel claims its latest OPC will hit 100km/h from standstill in six seconds flat, which on paper is completely plausible – but the best time we got was 6.8 secs, and 15.1 for the quarter-mile. For the power output those figures are disappointing, and the OPC’s slower than most of its competitors.
More disappointing is that it doesn’t necessarily have to be slower, especially as – unlike many hot hatches out there – the OPC reaches 100km/h in second gear.
THE DRAWBACKS
The car has two distinct problems. The first is the software mapping, which after a gear change almost stalls the power for a tenth or two before opening the taps again.
The second lies within the synchros of the six speed manual gearbox – it’s almost impossible to hook second in a hurry. You get a spine-chilling grind, eight out of ten times, and the box will not engage. Your only option is to either hook second further away from the redline, or pause for half a breath before changing.
Throw in a dual-clutch auto transmission and sort the software and I reckon you’d have the problem licked.
Sprint-times aside the car is really very pleasant to drive, offering a nice mix between serial killer and school teacher – if you get my drift. Unlike some hot hatches, which suffer from power-on-or-off syndrome, the OPC is a well-mannered bruiser offering a smooth ride with well-spaced gear ratios. When overtaking there’s mucho in-gear grunt with minimal stirring of the ‘box.
MEATY GRIP
It’s a surgical tool through corners too, offering meaty grip and steering precision. The boys at Opel weren’t stingy with the part bins here, throwing in a mechanical limited-slip diff and hydraulic steering (unlike the electronic versions of either which seem to be the new trend), an upgraded sports chassis, and wicked 20-inch alloys with 245/35 low-profile rubber. The OPC’s torture testing at the Nurburgring obviously paid dividends.
The car encourages you to embrace your inner hooligan with three modes of electronic stability control (on, intermediate and off), and three driver modes (standard, Sport and OPC) which tweaks suspension stiffness, steering feel and throttle response. It’s not as gimmicky as it sounds, with the OPC mode giving this hot hatch an anxiety attack (clock illumination goes red in this mode, which is very “Top Gun” too).
And it all comes together quite nicely in this attack mode – with you wrestling torque steer, rubber squealing but not losing grip in the intermediate traction mode, and a lovely little turbo whistle – which becomes a howl – piercing through the cabin.
Sure, it will understeer if pushed too hard, but that LS diff with healthy doses of boost makes for fun corner-exits.
A special bouquet to Opel for the stopping power; we’re talking race-inspired cross-drilled and floating discs that work off a prod from your toe nail and never seem to fade.
I could live with the 12.3l/100km fuel consumption too.
Man, it also looks the part. Click here for more pictures.
The GTC on which this car’s based was already a sweet-looking Astra. Giving it the angry treatment has morphed it into Satan’s sleigh. The bumpers, side skirts, and tail pipes outside; and sport and OPC everything inside make for a petrolhead’s wet dream.
VERDICT
Strike one: the gearbox/engine mapping issue. Strike two: the subsequent sprint times. Strike three: the price.
Sorry Opel, but for R435 000 I’d probably throw in thirty grand more and get Beemer’s much faster M135i.
Or I’d wait for the Golf 7 GTI, which will be here in a few months time and should be much cheaper. -Star Motoring
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