Driven: Vauxhall Astra GTC



Ordinarily we would not grant much time or space on PistonHeads to what amounts (no matter how you dress it up) to little more than a sleek(ish) three-door shopping hatch. But Vauxhall must be confident of the innate sportiness of its new Astra GTC, because it's tempted us along to the launch of the new three-door Astra (call it a coupe if you want, Vauxhall; seems like a hatch to us) with the promise of some competitive runs up a couple of hillclimbs. Sold.

Go, Astra, go!
Go, Astra, go!
But what else does the Astra GTC have to offer your common or garden keen-driving PHer? More than you'd imagine, actually. For a start, and despite our moderately curmudgeonly moans about it not really being a proper coupe, the GTC is really rather different from its five-door brethren. In fact, only the door handles and roof aerial are shared between the two bodystyles. The result in the GTC's case is a low, wide, chunky car, and one that definitely sets itself up as something a little different, a little sportier.

Fortunately for the GTC there is more than just looks to this. The clever GM HiPer Strut suspension is standard across the range (it's like a MacPherson set-up, only with many of the benefits of a much more expensive double wishbone arrangement). The effect of the system - which has until now only been used on GM's larger, high-end models such as the Insignia VXR - is that the GTC has a more 'planted' feel than it would otherwise be blessed with, a wider track and a more distinctive, aggressive stance.

Looking good, Riggers... (Oh. Dear.)
Looking good, Riggers... (Oh. Dear.)
On the road it's pretty effective. The GTC is secure, eager and responsive, and feels a clear notch or three more fun than its more humble cousins. The driving position is good, too, with plenty of adjustment and the gearbox is fairly slick and decently short of throw, although the slightly rubbery pedals take a bit of getting used to.

Inside, the GTC is well specced - DAB radio is standard across the entire range, for example - and £21,480 seems a reasonable-ish price for the top-spec 1.6T SRi, but the layout is a little confusing, and the perceived build quality can't quite live with the best that, say, VW has to offer. It's not a bad place in which to spend time, however.

And the hillclimb? Suffice it to say that the combination of Riggers and turbocharged Astra GTC won't be challenging the current outright record of 22.58secs, set by Martin Groves in his Gould single-seater. It took us rather longer, at over 41 seconds, but that and the time at Loton did make us the third-quickest publication on the day, but bested by Autocar and Top Gear mag (curses, etc etc). But Shelsley Walsh, the oldest continuously used motorsport venue in the world (and the more involved, longer and dare we say more satisfying run up Loton Park) did reveal that there is genuine sporting fun to be had with the GTC. And that the narrow, twisting nature of your typical hillclimb actually mirrors the demands of a gnarly B-road quite effectively.


If we had been taken to a conventional circuit, we would have no doubt decried the GTC's soft set-up, and felt its 178bhp 1.6-litre turbocharged motor to be severely lacking in power, while at the same time killing the car's brakes, tyres and gearbox. But the hillclimbs proved that there is plenty of fun to be found in the new GTC, despite the sprint from 0-62mph taking 7.8secs and a relatively modest top speed of 137mph.

When pushing on the road, we did feel that we had to be a gear lower than we ought to have been at any given time, but then we were working in the 1.6T with a modest 170lb ft of torque (albeit spread between 2200rpm and 5400rpm). The top-end 163bhp 2.0-litre turbodiesel we also tried, with its 258lb ft of shove, definitely felt more muscular. Even so, the GTC has proved itself fleet of foot and fun to drive. Its low-ish rent interior and that badge (apologies to Vauxhall fans, but there are plenty of haters out there) perhaps make it less appealing than rivals with a touch more class. But the GTC is a likeable car, and bodes well for the forthcoming VXR version...





 

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Comments (91) Join the discussion on the forum

  • badboyburt 04 Nov 2011

    Absolutely stunning and out to cause havoc with its rivals.

  • badboyburt 04 Nov 2011

    ALL-NEW 155MPH ASTRA VXR REVEALED

    First pics released of most powerful production Astra ever built.

    Trailblazing 280PS and 400Nm outputs trounce those of key rivals

    Bespoke chassis with limited slip diff and Brembo brakes















    ALL-NEW 155MPH ASTRA VXR REVEALED

    First pics released of most powerful production Astra ever built

    Trailblazing 280PS and 400Nm outputs trounce those of key rivals[/FONT][/FONT][/SIZE][/COLOR]

    Bespoke chassis with limited slip diff and Brembo brakes

    On sale in 2012

    Hot on the heels of the recently launched GTC, these are the first official pics of the new Astra VXR, which goes on sale next year and is set to become one of the most powerful cars in its class and the fastest production Astra in Vauxhall’s history

    Based on the GTC’s platform and powered by a 2.0-litre turbocharged direct injection engine, the Astra VXR produces 280hp of power and a mighty 400Nm of torque, enough for it to achieve a top speed of 155mph

    But while the Astra VXR is based on the new GTC, it has benefited from a raft of bespoke chassis modifications, transforming it into a focused, high-performance coupe. Setting it apart from all other current Astras is a specially developed mechanical limited slip differential, which works on the front wheels. In conjunction with the GTC’s sophisticated HiPerStrut (High Performance Strut), the LSD provides the Astra VXR with exceptional lateral grip and traction through bends.

    Further changes to the chassis include brakes developed by competition supplier, Brembo, and standard fitment of Vauxhall’s fully adaptive FlexRide system. In the Astra VXR, FlexRide features not only a Sport button, but a VXR button, offering drivers the choice of two, more focused stages of damper, throttle and steering control


    Much of the chassis sign-off was done at the Northern Loop (Nordschleife) of the Nürburgring, and was overseen by Le Mans 24-hour race winner, “Smokin’ Jo” Winkelhock. “We have devised a great package that will convince even the most experienced and enthusiastic drivers – and not just on the Nürburgring!” said Winkelhock


    Visual identifiers for the Astra GTC comprise a set of specially sculpted front and rear bumpers, side skirts, an aerodynamic roof spoiler and two exhaust tail pipes in a trapeze shape. Inside, the VXR’s cabin gets bespoke performance seats with embossed logos in the backs, a flat-bottomed VXR steering wheel and upgraded instruments


    The UK is by far the Astra VXR’s biggest market in Europe, so sales interest in the car is set to be strong. More details, including pricing and on-sale dates, will be revealed early next year.


    Edited by badboyburt on Friday 4th November 09:49

  • badboyburt 03 Nov 2011

    Out of curiosity has anyone test driven the Astra J ?

  • badboyburt 02 Nov 2011

    willisit said:
    I quite like it - and it IS nicer in the flesh (like the new 1-series which is FAR nicer than it's pictures would have you believe). Spec'd up with some decent trim, it's okay and (unfortunately) it needs the 19s to look like it "fits" the body it's wearing. The VXR gets 20s too, which is crazy for an Astra.. a bleedin' Astra! My old Mk2 had 13s.. heh.

    The thing that lets it down is the price - it's just not worth that new.
    the upcoming VXR version will be comparable in price to the Scirocco R.

  • willisit 02 Nov 2011

    I quite like it - and it IS nicer in the flesh (like the new 1-series which is FAR nicer than it's pictures would have you believe). Spec'd up with some decent trim, it's okay and (unfortunately) it needs the 19s to look like it "fits" the body it's wearing. The VXR gets 20s too, which is crazy for an Astra.. a bleedin' Astra! My old Mk2 had 13s.. heh.

    The thing that lets it down is the price - it's just not worth that new.

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