Make no mistake: the difference between GTC and OPC is colossal. Chassis engineers were hard at work, on the brake system for instance. The Brembo components are beyond criticism. I never switch off driving aids before I fully trust the car reactions, and I never got there with the OPC. Weather not cooperating, I never even switched the “competition” ESP mode. I experienced pronounced understeer at multiple occasions, even at moderate speeds. Even with straight wheels, you need to be on your game. I only got a full afternoon of relatively dry road conditions and was pleasantly surprised by the amount of grip available. This however does not make up for the lack of feel. No matter which mode is selected, the steering feedback remains soft and vague, telegraphing too little information from the front wheels. The work of the limited slip differentrial is perceivable, especially powering out of country side roundabouts at good pace, but the amount of grip left is hard to sense.

Damping has been significantly improved, but weight must be factored into the equation, we measured 1577kg on our scales, or 100kg more than the GTC. The other significant factor is the tires, a set of 245/35R20 Pirelli Sottozeros on this test car, designed to perform in wet and snow conditions. While 19” rims are standard equipment, rumor has it that the 20” alloys would be lighter. The tire walls are however so thin that lateral work becomes symbolic. This trend towards ever larger wheels leads to counter-productive results. Some will be attracted to the gratifying visual impact, but it does not come at a price in the handling department, to the extreme of falling prey to far less ambitious cars.

I resolved myself to brave biblical rain conditions, I invited an Impreza STI on suitable playground. Turned out that the man behind the Subaru’s wheel had a pleasant and relaxing time following me as I sweated abundantly in the Astra OPC. I piled on the next day with a Megane 3 RS, a direct competitor, with interesting findings. In spite of a shortfall in torque and power, the Renault catches up on the Astra OPC from fourth. The tall gearing of the Astra is the clear culprit, the ratios of the Astra are immensely long, at the detriment of acceleration. The Megane has a better gearbox, with a precise stick and shorter throw and it is overall far more communicative than the Opel. It also has a more vivid upper rev range, with a second surge from 4000 rpm that sends you straight to the limiter. The Astra seems to run a bit out of steam in the last 500 to 1000 rpm in comparison. The steering wheel of the Megane is however far too large and the gap in perceived interior quality is enormous in comparison with the Opel.

In conclusion, as with many sports cars, you can’t have it all. Every car is a compromise, and choice all too often comes down to your priorities and preferences. If exterior styling, gorgeous seats and a magical exhaust note rank high in yours, and that you favor occasional track outings to play in safe conditions, go for the Astra OPC. It is worth it on these grounds alone.