VAUXHALL has a strong record in the fashionable coupé class. The Calibra – revealed in the late eighties – was the first in a string of stylish models from the company that have managed ro combine head-mrning looks with surprising family friendly versatility. The latest addirion to this line-up is the Astra GTC.
One glance at the newcomer is all ir takes to realise it has the visual ingredients to succeed. The Astra takes its cues from the stunning GTC concept car that debuted at the Paris Motor Show in 2010, and is an incredibly sleek and stylish design.
Vauxhall Astra GTC
When viewed from the front, it looks very similar to its five-door hatchback brother. However, the GTC’s bodywork is all-new, with only the door handles and rocf aerial carried over from the regular model.
Move around to the side of die car andyoull notice the steeply risingwaistline, muscular shoulders and bold creases cut into the flanks. The range- topping SRi model gets iS-inch alloy wheels as standard, but our test car was equipped with huge 19-inch rims, which are a L565 option.
VW Scirocco 2.0 TDI
No matter what wheels you select, the GTC easily rivals the stylish Renault for visual impact, although its looks don’t have the stand¬out appeal of the Scirocco.
Sadly, Vauxhall’s designers haven’t put in as much time or effort on the interior, as the dashboard and major controls have been lifted straight out of the five-door. There’s no real sporty focus to match the exterior.
Even so, you get a solidly constructed and smartly styled layout that has the same upmarket feel as the VW. Neat touches on the SRi include the ambient lighting package, which bathes the interior in a moody red glow at night. There’s also a chunky, leather-wrapped, three-spoke steering wheel and extremely supportive front sports seats.
Renault Megane Coupe 2.0 dCi GT Line TomTom
And while some of the audio controls are confusing to use. the rest of the cabin is logically laid-out,and all the switchgear works with slick precision.
But what really impresses is the GTC’s practicality. The rear bench will seat three adults, all of whom will find they have more head and legroom than in the other cars in this test. What’s more, there’s plenty of storage, with useful cubbies and compartments scattered all over the interior.
Vauxhall Astra GTC Interior
Annoyingly, you can only open the tailgate by using a button on the keyfob. However, it lifts to reveal a generous 380-litre boot – thats 68 litres more than the Scirocco. And if you need even more space, vou can fold the rear seats flat to free up a family hatch-rivalling 1,165 litres.
On paper the Vauxhall should also hold an advantage when it comes to straight-line pace. Its 163bhp 2.0-litre diesel is the most powerful engine here and the 350Nm torque output promises strong mid-range urge.
Yet the Astra’s hefty 1,495 kg kerbweight blunts performance, with the sprint from o-6omph taking 8.9 seconds. That’s only two-tenths quicker than the much less powerful Scirocco.
VW Scirocco 2.0 TDI Interior
What’s more, the CDTI engine sounds gruff at idle and feels breathless when worked hard. At least there’s lots of overtaking pace, plus the six-speed manual gearbox has a weighty and precise action. Away from the test track, Vauxhall has worked hard to boost the Astra’s driver appeal. The GTC uses the clever HiPerStrut front suspension from the Insignia VXR, while at the rear the set-up has been lowered and stiffened. Engineers have also fine-amed the steering to meet the tough demands of UK roads. Plus, our test car was fitted with the L790 optional FlexRide adaptive damping system.
As with the similar set-up on the Scirocco – which is included as standard – you can select a Sport mode for sharper handling. However, the Astra goes further, as it also sharpens the throttle response, adds extra weight to the steering and turns the instrument backlighting a menacing red. What’s more, you can manually adjust all these settings to your personal preference.
Renault Megane Coupe 2.0 dCi GT Line TomTom Interior
Sadly, none of the combinations makes the GTC more engaging to drive. There’s a huge amount of grip and excellent po se, but the controls offer little in the way of feedback. And while Tour mode softens the suspension, the Astra still suffers from a firm low-speed ride.
At least it should be a cost- effective choice, rhanks to low C02 emissions of 127g/km and respectable fuel economy on test of 33.5mpg. Add in the stunning looks, upmarket cabin and family friendly versatility, and it’s clear the desirable GTC is in with a real shout of victory.
Vauxhall Astra GTC
The boldly styled VW Scirocco has always been an Cars VW favourite. With its striking looks, hot hatch handling and decent practicality, it sets the class standard. Add the recently introduced BlueMotion eco tweaks, and this is as close as it’s possible to get to a zero-compromise coupé.
Parked alongside its hatchback-based rivals, the Scirocco’s wide and low stance is much more obvious. An aggressive low nose, bulging shoulder line and upright rear end add to the car’s considerable visual impact.
VW Scirocco 2.0 TDI
And while the three-year-old VW has become a familiar sight on UK roads, it still manages to turn heads – although it’s worth noting that the distinctive 18-inch Interlagos alloy wheels on the car in our pictures are a L445 optional extra, to replace the standard 17-inch rims.
As with the Astra and Megane, the Scirocco is a bit of a letdown inside. There’s nothing wrong with the robust build and upmarket materials, but the cabin takes too much of its design from mainstream models. The dashboard is from the Eos, while other fixtures and finings come from the Golf.
Renault Megane Coupe 2.0 dCi GT Line TomTom
Still, the wide range of seat and wheel adjustment makes it easy to get comfortable, while there are plenty of gadgets and gizmos on offer. An iPod cable, Bluetooth connection and auto-dimming rear view mirror are all included as standard.
Unfortunately, the Scirocco takes the wooden spoon when it comes to practicality. Unlike its rivals in this test it’s a stria four-seater. And while those sitting in the back get more head and legroom than they’ll find in the Megane, the high-backed seats limit rearward visibility for the driver.
Behind the upright tailgate is a deep and well shaped boot. However, it trails the Vauxhall and Renault in the space race, as it can only swallow 312 litres of luggage. At least the rear bench can be folded flat, liberating a healthy 1,006 litres of space.
The Scirocco was also left behind by its rivals at the test track. Its 140bhp 2.0-litre TDI engine is the leas: powerful here, and that’s reflected in the car’s weaker straight-line pace. It needed 9.1 seconds to complete the o-6omph sprint – a full half a second more than the Renault. Yet in the real world, the differences are hard to detect.
Vauxhall Astra GTC
The VW’s common-rail engine is smooth and keen to rev, allowing you to make the most of the available performance. But it’s the chassis that shines brightest. Standard adaprive dampers allow you ro stiffen rhe suspension for sharper handling, or soften it for a more relaxing ride. Perfectly weighted controls, dcccnt fccdback through the steering wheel and a crisp gearshift all add to the Scirocco’s dynamic advantage.
What’s even more impressive is that these talents won’t cost owners the earth. The addition of VW’s BlueMotion technology results in incredibly low 118g/km CO2 emissions, while rock-solid residuals make the car a sensible long-term bet. On this evidence, the Scirocco is going to be tough to beat.
THE Renault Megane takes some beating for sleek coupe appeal. In rakish three-door guise, it combines head- turning looks, terrific value for money and family friendly versatility. What’s more, a punchy 2.0-litre diesel and sharp chassis make it as good to drive as it is to look at.
Despite having been on sale for nearly three years, the Megane still packs plenty of kerb appeal. In fact, with its steeply rising waistline and high-set tail, it could have been used as a template for the Astra. Our top-of-the-range GT Line model was given a visual boost by 2 neat bodykit and eye-catching 18-inch alloy wheels.
VW Scirocco 2.0 TDI
Climb aboard and the cabin is pure Megane. Apart from the long doors and smallerglass area, you could easily be sitting in the five-door. That means you get the same attractively designed dash, decent-quality materials and low-set driving position.
It’s packed with standard kit as well. Sat-nav, Bluetooth and dual-zone climate control all feature; add all this to the Astra and you’ll have to fork out an extra L1,380. There are some frustrations, though.
The radio is fiddly 10 use, plus the ugly sat-nav housing on top of the dashboard looks like an afterthought. And while the plastics have a classy look, the interior doesn’t feel as solidly put together as either rival’s. And the dials look cheap.
Still, we have no complaints about practicality. The Megane isn’t quite as spacious in the rear as the GTC, but it will accommodate five adults at a pinch. There’s also plenty of useful storage, including hidden lidded compartments in the front foctwells. Plus, while the boot is held back by a high loading lip, it offers 32 litres more space than the Scirocco, at 344 litres.
Renault Megane Coupe 2.0 dCi GT Line TomTom
Performance is more important than practicality for many coupé buyers, though, and in this respect the Mégane doesn’t disappoint. At the test track, its slightly gruff 158bhp 2.0-litre diesel provided superior pace. The car was three-tenths quicker than the Astra in the sprint from 0-60mph, recording a time of 8.6 seconds. The Renault was even more dominant in our in-gear tests, where its terrific mid-range punch translates into strong overtaking pace.
With a chassis tuned by the legendary Renaultsport department, the Megane is an engaging companion on twisting tack roads. Well weighted steering, excellent body control and strong grip combine to make it a composed and agile choice, with its notchy gearshift the only fly in the ointment. But the trade-off for this sharp handling is an extremely firm ride – unlike its rivals, there’s no adaptive damper option.
And the problems don’t end there. High C02 emissions make the Renault a costly company car choice, plus weak residuals will hit private buyers. So, will these flaws halt the car’s charge for the top of the podium?
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