Vauxhall takes on premium rivals and
shows off a past master
Most people who see a new Vauxhall Cascada
won’t have any idea about a much earlier open-top Vauxhall whose model line is
a century old this year. Of course, nothing is shared between a Cascada and a
30/98 beyond elements of the badge and a coalescence of fresh-air, fast-touring
purpose, but that didn’t prevent the opportunity to try both in quick
succession from being an intriguing exercise.
Most
people who see a new Vauxhall Cascada won’t have any idea about a much earlier
open-top Vauxhall whose model line is a century old this year.
The name might be too glitzy to appeal to
someone who might otherwise consider an Audi A5 cabriolet, but the comparison
is relevant. Ignore the badge-snobbery that people ignorantly apply and you’ll
discover that the Cascada offers much of what an open A5 offers including a
beautifully engineered, multi-layered fabric roof for a lot less money.
That’s provided you don’t go mad with
options. The 1.6 Turbo Elite, with 170bhp and automatic transmission, lists at
$42,907.5 and is pretty well equipped, but as tested it reached nearly $55,500,
mainly via extra electronic gadgetry. That’s hard to swallow for a Vauxhall. It
would be yet harder were this just an open-top Astra but, although it replaces
the Astra Twin-Top coupé-cabriolet, it is a separate car in its own right.
The
name might be too glitzy to appeal to someone who might otherwise consider an
Audi A5 cabriolet, but the comparison is relevant.
It has ‘HiPer Strut’ front suspension (the
wheels steer on a separate axis outboard of the strut), quite an
expensive-looking cabin with a stitched facial and door coverings, and a roof
free of wind noise at speed and whirring sounds during its 17-second fold. The
roof sits flush with the rear deck when folded, with no gaps or visible
mechanisms.
This is a handsome convertible with
remarkably crisp body pressings, but no sports car claims are made for it. The
200bhp manual version may edge closer to that idea; certainly the 170bhp
engine’s horses don’t seem at full strength, partly because this is a heavy
car. Surprisingly, the 165bhp, 2.0-liter turbo diesel version ($38,242 as an
SE) is more enjoyable thanks to its ample torque, and suits the Cascada’s
scenic-route touring potential well.
This
is a handsome convertible with remarkably crisp body pressings, but no sports
car claims are made for it.
Either way, you get a slick cabriole with
an impressively rigid structure, a comfortable ride and an ability to nip round
corners rather more tidily than you might expect. The only downsides are the
letterbox-like slit of a rear window and the annoying electric parking brake.
Best of all, the Cascada shows the products of the ‘premium’ brands to be the
emperor’s-new-clothes creations they so often are.
This fresh-air, grand-touring ability does
reflect nicely that of its distant, and somewhat indirect, ancestor. Vauxhall’s
own 30/98 is a late example, built in 1926 and so just qualifying as a General
Motors product. It took part in the Cascada drive event from the Geneva show to
Monte Carlo, and once I had re-acquainted myself with its center throttle,
reverse-gated synchrony-less gearbox and the need to do most of the braking
with the rear wheels via the handbrake, it proved a torque, loping delight.
This
fresh-air, grand-touring ability does reflect nicely that of its distant, and
somewhat indirect, ancestor.
A 60mph cruise is easy – its sleeker-bodied
sister cars could do 100 and on its new tires it both rides with almost-modern
control and steers with surprising precision. Two open-air Vauxhalls, 87 years
apart. I’d give garage room to either of them.
