Key considerations
- Available for £8,500
- 2.0-litre turbo four-cylinder, front-wheel drive
- Fast, stylish, and surprisingly roomy
- Very good reliability and build
- Knobbly ride in VXR mode
- Probably the last of the old-school VXRs
The last three Buying Guides have been on an Aston, a Ferrari, and a £1.1 million Porsche. Nice work if you can get it, but this week we're coming in to land in the Vauxhall Astra GTC VXR. And not with such a bump as you might think.
VXR. Depending on the model, those three letters could sometimes signify disappointment, but the Astra VXR was one of the better examples of the sub-genre. As such there was an agreeable amount of excitement when Vauxhall announced that it was going to be issuing a follow-up to the Mk5 'H' Astra VXR of 2005-10.
The Mk6 'J' Astra-based car was going to be based on (and renamed after) a GTC coupe concept shown in Paris motor show. Official PR leaks on the production VXR (for ease of reference we'll stick to calling it the VXR from here) at the beginning of 2011 revealed that Vauxhall was benchmarking the Renaultsport Megane 250 in the key areas of power, handling, and style. Ford's Focus ST was in the offing too. The high-fiving scuttlebutt on that only added to Vauxhall's worries.
The 2011 rumour mill suggested that there would be a boost of 50hp over the old 240hp Mk5 to lift maximum power to 290hp. There would also be a properly sorted model-specific chassis, developed at the Nurburgring and in the UK on both track and road, and aided by torque steer-reducing HiPerStrut front suspension. A mechanical Drexler limited slip diff replaced the previous electronic unit.
In the end, when the car hit the showrooms in mid 2012, the power hike was 40hp, but that still made it the most powerful front-wheel drive hatch on sale at the time and put it around 30hp ahead of the Focus ST. The Ford was nominally five grand cheaper than the VXR, but the price gap was nowhere near as big once you'd specced the Ford up to the level of the Vauxhall.
All in all, the GTC VXR hit its brief. It went well, it handled neatly, it was surprisingly comfortable, it looked really good (if not in such as in your face way as previous models), and spec for spec it was good value against the opposition. It was only in production from 2012 to 2015, which was hardly any time at all. Now that early 2012/13 cars carrying under 80,000 miles are on dealer forecourts for under £8,500, with lower prices than that potentially available privately, is it equally good value as a used purchase? Let's see what's what.
SPECIFICATION | VAUXHALL ASTRA VXR (2012-15)
Engine: 1,998cc inline four 16v turbocharged
Transmission: 6-speed manual, front-wheel drive
Power (hp): 280@5,500rpm
Torque (lb ft): 295@2,400-5,500rpm
0-62mph (secs): 5.9
Top speed (mph): 155
Weight (kg): 1,475
MPG (official combined): 34.9
CO2 (g/km): 189
Wheels (in): 8 x 19
Tyres: 245/40
On sale: 2012 - 2015
Price new: £26,995
Price now: from £8,500
Note for reference: car weight and power data are hard to pin down with absolute certainty. For consistency, we use the same source for all our guides. We hope the data we use is right more often than it's wrong. Our advice is to treat it as relative rather than definitive.
ENGINE & GEARBOX
Turbocharging a 2.0-litre inline four is a tried and tested format. Vauxhall's offerings in this area have historically been more rumbustious than refined, but what they've lacked in some areas they've generally made up for in user-friendliness and robustness. The iron-block Z20LEH motor in the old VXR was tough. Its K04 turbo didn't take that kindly to being ignored but if it really had failed (often it was just the actuator, a £100 part) it was cheap to replace.
The Insignia-derived A20NFT 2.0 in the GTC VXR was an all-new, all-alloy design. Timing was by duplex chain, there was variable valve timing, and the direct injection system was fed by a high-pressure fuel pump, and the twin-scroll turbo ran at a healthy 20psi. Independent tuners found that most VXRs were producing the advertised 280hp, with only the odd one falling into the low 260hp bracket. On the plus side they also found Vauxhall's torque claim of 295lb ft to be quite pessimistic, with anything between 320 and 335lb ft regularly coming up on the dyno in standard trim. All class-leading stuff.
The publicised acceleration figure of 5.9sec sounded impressive, but initially at least that seemed to be relating to the old 0-60mph run rather than the 0-62mph one, which as we all know can take quite a bit longer than the 0-60, especially if the gearchanges don't fall in the right place, which they often don't. In May 2012 Vauxhall issued a statement to the effect that the 5.9sec claim was applicable to the 0-62mph rather than the 0-60. In the real world, however, it was moot as you needed a surfeit of special skills and a deficit of mechanical sympathy to achieve anything significantly under 6.5sec. More than one road tester wondered if they were going to make it home after detecting the unmistakeable pong of melting clutch while attempting to match the claim. There was a service alert put out for that.
In terms of the smoothness of its delivery the engine was more semi-skimmed than double cream. It didn't have the top-end zing of a Honda. Indeed, despite the presence of balance shafts, more revs seemed to equate to more harshness. That straining sensation contributed to it not feeling massively fast, but in fact the motor did supply enough torque to knock off fourth gear 50-70mph increments in under four seconds, which was quick. Plus, you could sharpen up the throttle response by applying your digit to the VXR dash button. The factory-fit Remus exhaust made a good deal of whooshing above 3,500rpm which could have you wondering if you'd somehow strayed onto the deck of an aircraft carrier during a full alert.
There has been the odd report of sticky starter motors in cold conditions but, generally speaking, the new engine seems to be just as tough as its predecessor. The six-speed F40 manual gearbox (no auto option) wasn't the tightest or snappiest, but thankfully nor has it suffered from the old M32 gearbox's bearing failure problems that blighted the lives of many a Vauxhall owner.
If you were planning on tuning up one of these gen-seven VXRs - and a stage 1 remap wasn't a bad idea as it should smooth out the standard car's turbo lag at engine speeds below 2,000rpm - then a good quality aftermarket clutch and flywheel kit was practically a must at £1,000 of so. A stage 2 tune (induction kit, cat-less downpipe, ECU software upgrade and before/after rolling road printouts) would lift the numbers to 310-325hp and 380-405lb ft on premium fuel and typically cost around £1,200 including VAT and fitting.
Parts prices generally are not high and nor are servicing costs. The fuel tank held 56 litres and the official combined fuel consumption of around 35mpg was quite attainable on a run - so you could get more than 400 miles from a tankful - but something beginning with a 3 was more likely.
CHASSIS
At the beginning of this story, we mentioned that the GTC VXR was intended to be Vauxhall's Megane 250-beater. To help it fulfil that ambition they fitted it with HiPerStrut, Vauxhall's version of Renault's (and Ford's) front suspension that was designed to maintain optimum geometry by allowing the wheels to turn independently of the struts. The VXR sat 10mm lower than the straight GTC and as standard it had three-stage FlexRide adaptive dampers to keep body movement in check by increasing resistance during braking and cornering. The old electrically-assisted steering made way for a VXR-bespoke electro-hydraulic arrangement, and to cut down on unwanted steering adulteration the Drexler mechanical diff was set up for 45 per cent lock under the cosh and not much interference elsewhere.
It all worked rather well. The ride was remarkably cushy for a hot hatch, thanks to both the FlexRide dampers and the shearing of 30kg of unsprung weight. The new diff hauled the car hard out of bends, grip was strong and the steering precise. Torque steer was still a lurking presence that could get your attention when you were attempting an overtake in poor conditions, but it was nowhere near as nasty as it had been in previous VXR iterations.
Overall, the VXR was very well balanced, especially on smooth roads, and more than safe even with the stability control turned off. Some might consider it to be almost too safe, if there can be such a thing. It didn't quite have the on-its-toes delicacy that was the sporty Megane's trademark.
Braking was strong but replacement Brembo discs weren't cheap at £800 a pop. The OE Pirelli tyres weren't as good in the wet as Michelin Pilot Sports. Not many enjoyed the electronic handbrake, which was slow to release. A whining noise at or near the limits of steering lock was generally not a problem with the power steering pump but a normal foible of the mechanical diff.
BODYWORK
For stalwart VXR fans, lairy looks were not just desirable but expected, so the smoother lines of the GTC went down like a lead balloon among some of the party faithful. More objective observers thought it looked the bizzo.
Bright colours, big bumpers and side skirts were of course provided, and for an extra £995 you could make the bodykit parts even bigger with more attractive 20-inch diamond-cut wheels and a big old bi-plane roof spoiler thrown in. At launch Vauxhall said it expected more than eight out of ten buyers to go large, and that expectation does appear to be backed up in the cars that are on sale today, with relatively few non-Aero Pack examples on offer. Bumpers and skirts on all models were vulnerable to kerbing damage; and, of course, you should always make a special point of checking panel fit on cars like this as they're often driven in a barmy fashion with the expected results.
Don't write off the slopey-backed three-door VXR just because you have a family. The GTC was both longer in the wheelbase and wider than the five-door hatch on which it was based. The rear compartment is therefore easier to access and roomier than you might think, even for two adults, and there's a lot of space up front too. The boot will do most of the jobs you ask of it. At 380 litres, it's bigger (by 30 litres) than that of the five-door hatch. Fold the back seats down and you've got an unlikely sounding but true 1,165 litres.
The shutting action of the doors didn't feel that premium despite their weight and size (which made getting out of tight parking spaces difficult). Some owners have had problems with water collecting in the tailgate channel. The standard headlights aren't as good as you might expect for a car with this performance.
INTERIOR
If you were coming to any gen-six J Astra from a gen-five H you'd probably notice the improved quality and ambience of the cabin. If you were coming to the new VXR from the old one you'd probably appreciate its lower seating position and the comfort of its high-backed Recaro-designed 'performance' seats, which had heat and electric bolster adjustment. Unfortunately, they also acquired a bit of a reputation for failure of the seat back release cable, which was potentially a big issue because the design of the seat required a whole new frame and Vauxhall was wanting over £2,100 for that. The seat heaters could conk out too.
What you might not notice or necessarily appreciate was the absence of much in the way of VXR differentiators. Sure, the dials turn red when you press the VXR button, and you do get small badgery on the gearknob and steering wheel, but other than that (and the excellent seats) it's all slightly underwhelming.
Some owners found it difficult to nail down a perfect driving position and the thick A-pillars did intrude on your view going into right-hand bends. The view out of the back wasn't spectacular, either, and there were no reversing camera options, though you did get rear parking sensors along with Bluetooth and a didgie radio. Cruise control wasn't available, and you had to pay extra for sat-nav. Not having that last item wasn't such a hardship because the controls for it (and for the stereo) weren't very nice. In fact some drivers found them to be downright annoying. If you preferred physical buttons to virtual ones, you'd probably like the VXR's interior as there were a million of them to choose from on the centre stack.
PH VERDICT
At the end of 2019 there were news stories in the UK specialist press predicting that there would be a new Astra VXR in 2021, but there was nothing about it in the announcement of the gen-eight Astra L last July, and as of January 2022 there's still no sign of it. If you look at VXRs on Vauxhall's website today you'll see them being referred to in the past tense.
So, this looks like being the last of the old-school Astra VXRs. Looking ahead, that 'end of the line' thing, plus the fact that they were only part of the Vauxhall new car range for three years, could give the GTC VXR more than a sheen of classic desirability. That's looking through a pretty long telescope, admittedly, but right now eight and a half grand will get you into a dealer car and you'll have no trouble finding GTC VXRs that folk are struggling to bid over £8k for on auction sites. This time last year the GTC VXR entry price was £10k, so values are still dropping even in these weird times.
In exchange for that you'll get a car that is undoubtedly less 'VXR-y' than previous models, certainly in its styling if not in the rawness of its engine. It's not the last word in agility or driving enjoyment compared to some of the truly superb rivals in this class (with more coming immediately after it too, like the Focus ST and the Mk7 Golf GTI) but the compensation for that was a welcome degree of do-it-all practicality and a good reputation for reliability.
For some, the mere mention of maturity in the same sentence as 'VXR' might be an alien concept, but if you're secure in your own maturity it's a car that should definitely be on your short list. Some will decry the car's rough edges, but others will positively enjoy that side of its personality, and anyone who is in the market for this kind of car will surely be looking at that continuing depreciation with interest.
The most affordable GTC VXR available on PH classifieds at the time of writing was this 2014 car in white at £9,995. Looking at the interior you'd never know it had done 90,000 miles, which bodes well for anyone thinking of buying one as an only car.
They stopped making these cars in 2015, but some were still being registered in 2016 like this red 31,000-miler. It has the high-backed performance seats and a stage 1 remap that should fill in the low-rev lagginess. Yours for £16,750, which is pretty near the top end of what you'll be asked for a GTC VXR. In between those two extremes there are plenty of cars in the £10-11,000 price range, like this 68,000 miler in the rated colour of Arden Blue at £10,798.
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