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Triple D
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LIST PRICE: £18,995 from Thurlby Motors
INSURANCE GROUP: To follow
C02 RATING/COMPANY CAR TAX BAND: ?gm/?%
With the Astra VXR, Vauxhall had finally come up with the goods and created the hot hatch they’d threatened to produce since the brutal but wayward GTE 16v (the Mk3 GSi looked the part but Vauxhall, for reasons best known to themselves, fitted rubbish suspension and the Mk4 GSi arrived three years too late to have had the impact it should). Whatever your stance on the VXR its been impossible to ignore the publicity generated over the past year. It was official: Vauxhall now had a hot hatch capable of sparring with the very best in the market place.
So, when we heard that Triple 8 Race Engineering was turning their attention to the new Sport Hatch we were intrigued. Were they out to beat Vauxhall at their own game? No. This new car certainly has the performance to match anything in the sector but there’s a twist. The base of the new 888 is a SRi Sport Hatch 120 diesel. Our initial reaction to finding this out was surprise but it makes a lot of sense when you think about it. Vauxhall has been fairly shy so far in experimenting with high performance diesels. The technology has leapt so far in the last ten years (1.7 TD anyone?) that choosing diesel is no longer a compromise and in many cases actually provides better real world performance than a petrol. There’s a gap in the market for a hot diesel Vauxhall and 888 have identified it. We spent a day on a Lincolnshire airfield with the 888 and an Astra VXR to see how it measured up.
EQUIPMENT
The question then is: What exactly is it you’re getting for your money? Well, for the price of £17,995 you get a SRi Sport Hatch which has been tuned with a twin engine map to either 160 or 200bhp and is controlled by way of the Sport button on the dash. The suspension has been lowered and uprated with 888 springs and dampers while the brakes have been upgraded to specially developed 888 four pot callipers and whopping 335mm grooved discs. Anthracite 18 inch BTCC wheels wrapped with 235/40 Toyo Proxes sit snugly in the arches. There’s an uprated exhaust too.
As an optional extra there are Recaro seats which cost £1200 + vat. SRi specification also brings you leather seats, air con, CD player, exterior styling pack, privacy glass, electric windows and mirrors. It’s not loaded to the hilt with luxury items but then neither is the VXR and they’re probably not necessary in this kind of car.
EXTERIOR
From the outside the 888 sits squat with its wide wheels, fat rubber and lowered suspension. The striking shape of the Mk5 is still as fresh as it was in 2004 although familiarity has dulled the impact slightly. The car we had was finished in white, which is unavailable on the VXR, and we think it looks great, very lean and purposeful with the optional exterior styling pack. One of these would look really smart in full police livery – unless it pulled you of course.
INTERIOR
From the inside, the car is stock SRi, which is perfectly OK but doesn’t feel special at all – our car was not equipped with the optional Recaros but the standard seats are good anyway and have the advantage of being heated too. Start the engine and you get the usual diesel rep-mobile clatter. All this is in stark comparison to the VXR which comes with standard Recaros, colour screen, fancy dials and a different steering wheel. Just starting the VXR lets you know you’re in something a little special with that rumbling exhaust note. At this point the 888 gives away no clues as to its sporting pretensions.
PERFORMANCE
Pulling away from a standstill and at low speeds the 888 feels exactly like any other Astra, although the suspension is a little more firm. There is the standard 160bhp map, which I assume would come in handy for day to day use but I can’t comment on it as I did the righteous thing and had it running 200bhp right from the off. And boy, can this thing shift. The big selling point on diesel cars is usually the in gear acceleration times, as the huge reserves of low down torque allow rapid overtaking. This is usually at the expense of having a wide power band, with most of the engines work being done before 4000rpm. That’s not the case here: the 888 pulls like a train through every gear, right up to the 5000rpm redline, but there isn’t really much point in revving it that high, you’re better changing at 4500 and getting back in amongst that phenomenal mid range surge.
Flexibility is definitely one of the big selling points with a broad spread of power and perfectly spaced gear ratios. Shift the slick six speed box up a cog and - bang – it’s back on boost and reeling the horizon in at an almost indecent rate. I (unscientifically) timed the 30 – 70 through gears sprint at 6 maybe 7 seconds. In second or third gear the 888 will dispense of slow traffic with pleasure, put your foot down wait 2 seconds tops for the revs to hit 2000rpm and the surge pins you back so much so that it quickly becomes addictive. On the runway we were using we could ‘only’ get the car up to 120mph and it was still showing no signs of giving up. Apparently Triple 8 have had the car doing 145mph which sounds totally realistic.
We had an informal drag race between the VXR and the 888 down the runway up to almost 120mph and up until 100mph there was maybe six car lengths in it in favour of the VXR which in the real world isn’t much at all.
As far as engine noise goes, the diesel clatter soon fades and is replaced by a vaguely menacing roar/whoosh combination, it’s not the same as the howl of the VXR’s popping exhaust but then again, the lowest we could get the MPG on the trip computer to go was 37.1mpg, while the VXR was sitting on 18mpg.
HANDLING
All this power would be wasted if the chassis wasn’t able to cope and Triple 8 have paid close attention to the set up on the Astra. The uprated springs and dampers, as mentioned previously, give a firm ride quality but it’s not harsh by any means. It works well too. The 888 will hold on for dear life when pushing on through a corner, it sits flat, never loses composure, and when you do over step the mark the car understeers gently and never feels skittish on the limit: one of the criticisms levelled at the VXR. The huge amounts of torque do mean, however, that moderate control of the throttle is necessary and it’s much better to feed the power in coming out of a bend as opposed to just flooring it, which causes the traction control to get involved and makes the nose run wide. The traction and ESP will occasionally intervene but it’s not overly intrusive and you can switch it off by holding in the Sport button for five seconds anyway. In all honesty you’d need to take this car to a race track to explore the full capabilities. The braking performance is superb too, those four pots and big 335mm discs hauling the car up just as quickly as the turbo shoves it forward. This set up really puts the VXR’s to shame and it’s not exactly bad in the first place.
RATING: ***** In 888 spec the Sport Hatch is fantastic. The braking and chassis set up is first class.
Triple 8 have taken a sound base car in the diesel SRi and extracted every last bit of performance potential from it. Many people suspected that the newest generation CDTi Astra could be tuned well but that’s only half the story. The chassis and brake set up on the car really does work. Any debates over the Astras handling capabilities end here. We reckon this car could quite easily give a VXR (or Focus ST, Golf GTi whatever other names you choose to chuck in there) a hard time round a race track. The SRi interior trim and equipment isn’t really that special but the car has been built to a competitive price and the Recaro seats are rightly left on the options list to keep the price down. If you’re in the market for a new hot-hatch there really is a persuasive argument for choosing one of these especially if you’re going to be racking up the miles. The fuel economy averages 40-45mpg and there is just no way you’re going to see anything like that on a petrol car. Although it loses out to the VXR ultimately in the ‘grin-factor’ stakes – you get a feeling that you’re sitting in something special the minute you get in the VXR while the 888 only comes alive on the move – but the 888 does beat it in terms of handling and braking. The new 888 is a fine package, it’s relaxed and refined enough for day to day use and can be turned into a tyre smoking monster at the touch of a button. Good work Triple 8 and Thurlby Motors, more of the same please!
SPECIFICATIONS
ENGINE
1.9 DOHC 16v common rail fuel injected diesel, turbocharger with variable nozzle turbine. Twin re-map to 160bhp or 200bhp / 330lb ft torque activated via Sport button.
TRANSMISSION
Standard six speed gearbox and clutch
SUSPENSION
Triple 8 specially tuned and uprated -30mm springs and shock absorbers.
BRAKES
Triple 8 four pot callipers, 335mm grooved discs, standard rear discs and callipers.
WHEELS AND TYRES
18x8 inch BTCC wheels designed by Triple 8, 235/40 Toyo Proxes tyres.
EXTERIOR
SRi exterior styling pack, privacy glass.
INTERIOR
SRi heated leather seats, CD player, electric windows, mirrors, air con.
INSURANCE GROUP: To follow
C02 RATING/COMPANY CAR TAX BAND: ?gm/?%
With the Astra VXR, Vauxhall had finally come up with the goods and created the hot hatch they’d threatened to produce since the brutal but wayward GTE 16v (the Mk3 GSi looked the part but Vauxhall, for reasons best known to themselves, fitted rubbish suspension and the Mk4 GSi arrived three years too late to have had the impact it should). Whatever your stance on the VXR its been impossible to ignore the publicity generated over the past year. It was official: Vauxhall now had a hot hatch capable of sparring with the very best in the market place.
So, when we heard that Triple 8 Race Engineering was turning their attention to the new Sport Hatch we were intrigued. Were they out to beat Vauxhall at their own game? No. This new car certainly has the performance to match anything in the sector but there’s a twist. The base of the new 888 is a SRi Sport Hatch 120 diesel. Our initial reaction to finding this out was surprise but it makes a lot of sense when you think about it. Vauxhall has been fairly shy so far in experimenting with high performance diesels. The technology has leapt so far in the last ten years (1.7 TD anyone?) that choosing diesel is no longer a compromise and in many cases actually provides better real world performance than a petrol. There’s a gap in the market for a hot diesel Vauxhall and 888 have identified it. We spent a day on a Lincolnshire airfield with the 888 and an Astra VXR to see how it measured up.
EQUIPMENT
The question then is: What exactly is it you’re getting for your money? Well, for the price of £17,995 you get a SRi Sport Hatch which has been tuned with a twin engine map to either 160 or 200bhp and is controlled by way of the Sport button on the dash. The suspension has been lowered and uprated with 888 springs and dampers while the brakes have been upgraded to specially developed 888 four pot callipers and whopping 335mm grooved discs. Anthracite 18 inch BTCC wheels wrapped with 235/40 Toyo Proxes sit snugly in the arches. There’s an uprated exhaust too.
As an optional extra there are Recaro seats which cost £1200 + vat. SRi specification also brings you leather seats, air con, CD player, exterior styling pack, privacy glass, electric windows and mirrors. It’s not loaded to the hilt with luxury items but then neither is the VXR and they’re probably not necessary in this kind of car.
EXTERIOR
From the outside the 888 sits squat with its wide wheels, fat rubber and lowered suspension. The striking shape of the Mk5 is still as fresh as it was in 2004 although familiarity has dulled the impact slightly. The car we had was finished in white, which is unavailable on the VXR, and we think it looks great, very lean and purposeful with the optional exterior styling pack. One of these would look really smart in full police livery – unless it pulled you of course.
INTERIOR
From the inside, the car is stock SRi, which is perfectly OK but doesn’t feel special at all – our car was not equipped with the optional Recaros but the standard seats are good anyway and have the advantage of being heated too. Start the engine and you get the usual diesel rep-mobile clatter. All this is in stark comparison to the VXR which comes with standard Recaros, colour screen, fancy dials and a different steering wheel. Just starting the VXR lets you know you’re in something a little special with that rumbling exhaust note. At this point the 888 gives away no clues as to its sporting pretensions.
PERFORMANCE
Pulling away from a standstill and at low speeds the 888 feels exactly like any other Astra, although the suspension is a little more firm. There is the standard 160bhp map, which I assume would come in handy for day to day use but I can’t comment on it as I did the righteous thing and had it running 200bhp right from the off. And boy, can this thing shift. The big selling point on diesel cars is usually the in gear acceleration times, as the huge reserves of low down torque allow rapid overtaking. This is usually at the expense of having a wide power band, with most of the engines work being done before 4000rpm. That’s not the case here: the 888 pulls like a train through every gear, right up to the 5000rpm redline, but there isn’t really much point in revving it that high, you’re better changing at 4500 and getting back in amongst that phenomenal mid range surge.
Flexibility is definitely one of the big selling points with a broad spread of power and perfectly spaced gear ratios. Shift the slick six speed box up a cog and - bang – it’s back on boost and reeling the horizon in at an almost indecent rate. I (unscientifically) timed the 30 – 70 through gears sprint at 6 maybe 7 seconds. In second or third gear the 888 will dispense of slow traffic with pleasure, put your foot down wait 2 seconds tops for the revs to hit 2000rpm and the surge pins you back so much so that it quickly becomes addictive. On the runway we were using we could ‘only’ get the car up to 120mph and it was still showing no signs of giving up. Apparently Triple 8 have had the car doing 145mph which sounds totally realistic.
We had an informal drag race between the VXR and the 888 down the runway up to almost 120mph and up until 100mph there was maybe six car lengths in it in favour of the VXR which in the real world isn’t much at all.
As far as engine noise goes, the diesel clatter soon fades and is replaced by a vaguely menacing roar/whoosh combination, it’s not the same as the howl of the VXR’s popping exhaust but then again, the lowest we could get the MPG on the trip computer to go was 37.1mpg, while the VXR was sitting on 18mpg.
HANDLING
All this power would be wasted if the chassis wasn’t able to cope and Triple 8 have paid close attention to the set up on the Astra. The uprated springs and dampers, as mentioned previously, give a firm ride quality but it’s not harsh by any means. It works well too. The 888 will hold on for dear life when pushing on through a corner, it sits flat, never loses composure, and when you do over step the mark the car understeers gently and never feels skittish on the limit: one of the criticisms levelled at the VXR. The huge amounts of torque do mean, however, that moderate control of the throttle is necessary and it’s much better to feed the power in coming out of a bend as opposed to just flooring it, which causes the traction control to get involved and makes the nose run wide. The traction and ESP will occasionally intervene but it’s not overly intrusive and you can switch it off by holding in the Sport button for five seconds anyway. In all honesty you’d need to take this car to a race track to explore the full capabilities. The braking performance is superb too, those four pots and big 335mm discs hauling the car up just as quickly as the turbo shoves it forward. This set up really puts the VXR’s to shame and it’s not exactly bad in the first place.
RATING: ***** In 888 spec the Sport Hatch is fantastic. The braking and chassis set up is first class.
Triple 8 have taken a sound base car in the diesel SRi and extracted every last bit of performance potential from it. Many people suspected that the newest generation CDTi Astra could be tuned well but that’s only half the story. The chassis and brake set up on the car really does work. Any debates over the Astras handling capabilities end here. We reckon this car could quite easily give a VXR (or Focus ST, Golf GTi whatever other names you choose to chuck in there) a hard time round a race track. The SRi interior trim and equipment isn’t really that special but the car has been built to a competitive price and the Recaro seats are rightly left on the options list to keep the price down. If you’re in the market for a new hot-hatch there really is a persuasive argument for choosing one of these especially if you’re going to be racking up the miles. The fuel economy averages 40-45mpg and there is just no way you’re going to see anything like that on a petrol car. Although it loses out to the VXR ultimately in the ‘grin-factor’ stakes – you get a feeling that you’re sitting in something special the minute you get in the VXR while the 888 only comes alive on the move – but the 888 does beat it in terms of handling and braking. The new 888 is a fine package, it’s relaxed and refined enough for day to day use and can be turned into a tyre smoking monster at the touch of a button. Good work Triple 8 and Thurlby Motors, more of the same please!
SPECIFICATIONS
ENGINE
1.9 DOHC 16v common rail fuel injected diesel, turbocharger with variable nozzle turbine. Twin re-map to 160bhp or 200bhp / 330lb ft torque activated via Sport button.
TRANSMISSION
Standard six speed gearbox and clutch
SUSPENSION
Triple 8 specially tuned and uprated -30mm springs and shock absorbers.
BRAKES
Triple 8 four pot callipers, 335mm grooved discs, standard rear discs and callipers.
WHEELS AND TYRES
18x8 inch BTCC wheels designed by Triple 8, 235/40 Toyo Proxes tyres.
EXTERIOR
SRi exterior styling pack, privacy glass.
INTERIOR
SRi heated leather seats, CD player, electric windows, mirrors, air con.
You can spec up the Leon Cupra in a real nasty milky blue colour
Don't know what it's called but its really mingin
Don't know what it's called but its really mingin
I think SEAT have c**ked up their site slightly - because if you look through the specs the Ibiza isn't available in white above Sport trim and the Leon Cupra's only available in the usual colours, but if you click the 'spec my SEAT' link it jumps to the .com site which offers a lot more options - which I don't think are actually available over here....
You can spec up the Leon Cupra in a real nasty milky blue colour
Don't know what it's called but its really mingin
Brisa blue
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