I had to run a couple of errands in the OPC and for the
majority of the test drive was spent pottering around town. Not the best place
to test a hot hatch but considering that most of us are going to be driving our
vehicles in an urban landscape anyway, the premise proved to be more than
ideal. And it was along the busy streets of our tiny island that the Astra OPC
sprung its first big surprise on this editor.
The cabin is
equally dressed in an all black fashion with chrome trim highlights on the door
handles
Despite being developed as a high performance vehicle with
280hp and 400Nm of torque, the OPC was a joy to drive around in heavy traffic.
The clutch was light without having to train your left foot while gear shifts were
silky smooth and the throttle when left in Normal mode didn’t have the response
rate of a Jack Russell fed on Red Bull.
A track-tuned suspension did little to spoil the ride
quality over our sometimes rather poorly maintained roads that were littered
with construction and minor potholes, a miracle considering that my test car
was fitted with the massive 20-inch wheels – similar to the ones found on the
GTC. True the drive might be on the firm side, but unlike other track-ready hot
hatches, the OPC displayed impeccable road manners over humps and won’t initiate
a slip disc for the driver.
Additional biplane
rear spoiler not only improves aerodynamics, but also gives the Astra OPC an 'I
can fly' look
Drive ability wise, the Astra OPC proves to be more than a
match for the competition. Leave the suspension mode in Normal and there’s
ample comfort and grip. Switch to either Sport or OPC and the driver will get
progressively more steering weight, higher damper rates and a sharper throttle response
– though this comes at the expense of ride comfort.
OPC mode gives the driver a circuit prepped stiffer damping
and should be only engaged when you’re pretty sure the tarmac is properly
smooth. However, whatever mode you choose, the Astra OPC’s grip is just
immense. Tip the car into a corner with a flick of the wrist and the nose will
instinctively track in with an almost supernatural resistance to under steer.
The optional
racing-style sports seats come with 18-way adjustable lumbar and bolster support
The trick here is the OPC’s Hi Per Strut front suspension
that resembles a union between a double-wishbone setup and a conventional
MacPherson Strut. The setup allows the front wheels to maintain an optimum
camber angle throughout the drive and also reduces torque steer at the same
time. The Focus RS had a similar system called the Revoknuckle too.
At the rear is a torsion beam rear axle, which might put
purists off, but its simplicity doesn’t mean the car isn’t any good. After all,
the suspension has been heavily modified by OPC and further validated on one of
the world’s most punishing proving grounds, the Nurburgring Nordschleife.
Compared to the GTC, the OPC’s torsion beam is made from thicker steel and has
higher durometer rubber within its bushings. The springs are stiffer and the
Watts linkage is also different.
Luggage
compartment and storage areas are also generous, with a boot capacity of 1,165
litres when all seats are folded down
Specific to the OPC are large 4-piston Brembo calipers with
two pieces 355mm cross drilled ventilated rotors up front while the rear gets
315mm cross-drilled solid rotors and a conventional sliding caliper.
