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As you can see, we’re once again at the race track
though this time it’s not one of Drive’s usual venues
but the Istanbul Formula 1 circuit in Turkey.
The Istanbul track opened in the summer of 2005.
It's 5.3km long, it has 14 turns in total
the start-finish straight is 650m long,
it's 15m wide in average
and it can host 125,000 visitors.
Along with Malaysia, it’s probably the best example
of modern F1 circuits designed by Herman Tilke
under instructions by Bernie Ecclestone
to make the sport more interesting.
Both feature slow corners at the end of very long straights
that, in combination with the width of the track
makes overaking easier.
The Istanbul circuit may not be entwined with the sport’s history
in the same way older tracks such as Monza and Spa are
but its incline differences and the demanding Turn 8,
that’s inspired by certain Nürburgring curves, comprise a demanding drive,
both for Formula 1 cars as well as the much humbler cars we’ve brought along.
To get acquainted with this exhilarating circuit we have two cars at our disposal.
They both sport a 2.0-liter, four-cylinder engine,
a six-speed transmission and a limited-slip differential.
That’s where the similarities between them end.
A 280PS turbocharged unit drives the front wheels in the Opel Astra OPC
while the Toyota GT 86 is powered by a flat-four, normally aspirated engine
that powers the rear wheels and the main priority
was to keep the weight as low as possible.
Thus, they essentially represent two completely opposing philosophies
about how a relatively affordable sports car should be.
The previous-generation Astra OPC was far from a driver-friendly car
that was defined solely by its explosive engine.
The new one is completely different and much more composed
even with the front wheels at an angle.
The engine still remains its highlight; if anything, it’s now even more powerful
with an output of 280PS and 40,8 kgm of torque.
The twin-scroll turbocharger, though, means that throttle response is linear
even from low revs and the power can be exploited more easily by the driver.
As far as its handling is concerned, Opel has put great emphasis on three key areas.
The first of them is managing the weight – which, at 1,450 kg, is not inconsiderable.
Thanks to the electronically-controlled FlexRide suspension
they have achieved their goal to a high degree,
especially in the sportiest OPC setting that practically eliminates roll.
The second is the camber angle of the front wheels.
Opel’s engineers wanted it to remain unaltered in turns
even during high lateral loads.
Their solution is the HiPerStrut front suspension
and the addition of a Watt linkage in the rear torsion beam.
The final, and perhaps more important, area
is the limited-slip front diff that is the catalyst to the new Astra OPC’s handling.
Not only because it works miracles while exiting slow corners
but, more importantly
because it allows you to adjust the balance of the chassis even in fast turns.
So, is everything perfect?
Certainly not: the steering needs a lot of fettling
in order to offer the feedback you need in a fast track like this;
and I’d surely appreciate a quicker gearbox with shorter throw.
Then again, I may have cut the OPC some slack if the current point of reference
as far as steering feel and handling balance are concerned: the Toyota GT 86.
After the euphoria of an affordable rear-wheel drive coupe subsided
and the motoring press got to drive the car,
there was a small whining about the performance of the engine.
It was entirely justified as the magnificent chassis begs for more power.
Toyota, on the other hand, didn’t focus on sheer numbers in creating the GT 86.
Its aim was to make a sports car that would stimulate the driver’s senses.
The engine doesn’t use forced induction, to produce its 200PS and 20,8 kgm of torque.
Something which, I hope, will be rectified soon.
It is a flat-four developed by Subaru and it was chosen
because it helped the engineers lower the car’s center of gravity by 1 cm.
Thus, the GT 86 isn’t about power but about the way it handles,
when you reach or exceed its limits, and its interaction with the driver.
The weight is just 1,250 kg and its distribution is almost perfect
at 47/53 percent front/rear respectively.
It takes just one corner to understand that you’re dealing with a thoroughbred
that faithfully obeys each and every steering and throttle input.
The steering and throttle response is explosive. Nearly instinctive.
In this car you feel important. You are a link in the chain of its DNA.
It would not be an overstatement to say that the production of a GT86
is not completed before a driver takes position behind the wheel.
This interaction is what makes it so special.
And what makes it our choice for this and every track.