But, having won over many buyers with the Astra’s combination of style and practicality, local manufacturer Delta Motor Corporation promptly left the fans dangling when the new range came in minus a wagon derivative. So, although a successor has finally arrived in the form of Caravan featured here, it has been left some ground to make up, particularly given the plethora of rivals now available.
Incidentally, the change from Estate to Caravan is something of a return to roots. The nameplate appeared on Kadett and Rekord wagons in South Africa during the 1960s (as Car-a-van). Since then, although the Caravan moniker continued in Europe, Opel’s ‘local option’ policy allowed Delta to use a name it considered to be appropriate for its PE-built wagon. However, tooling up for local production of the new model was deemed uneconomical, so as it is a full import, South Africa has fallen into step with the rest as regards nomenclature.
Whereas its predecessor kicked off with a 1,6-litre engine and later added a two-litre, the Caravan is offered only in 1,8i CD specification. It certainly doesn’t lack for features, though. Only option on our well-equipped test vehicle is metallic paint, which adds R850 to the cost.
Interior trim in a variety of greys creates a generally airy ambience. The jacquard upholstery looks serviceable, but seems to mark easily. Although the plastics used on the facia and controls are a mite glossier than the matt look associated with a ‘top quality’ appearance, overall the finishes are satisfactory.
Among the standard items are air-conditioning with pollen filters, power windows and
mirrors, in-facia information display, front and rear foglights, and remote central locking with transponder/immobiliser ignition key. The radio/CD frontloader is, unusually these days, just a two-speaker unit. Convenience features include instrument lighting dimmer, remote headlight angle adjustment, and cupholders.
Most should achieve a satisfactory driving position thanks to front seats that adjust for height, and a tilting/telescoping steering wheel (the adjuster lever is cleverly integrated into the steering column surround).
Standard safety features include driver and front passenger airbags, side impact beams, pre-tensioned and height-adjustable safety belts, and high-level brake light. Adjustable head restraints for five occupants are supplied.
Tacking the extra estate bodywork onto the previous Astra saloon’s somewhat blobby lines actually created a surprisingly sleek look. The newcomer has an altogether chunkier appearance, with crisp edges and a taller stance. How has this impacted on carrying capacity?
Opel claims the most generous cargo space in this category. However, if anything, the new model has cut down on the predecessor’s available internal room for loading. Measured by our ISO block method, the Caravan’s boot space actually comes out at 360 dm3, marginally less than before. Similarly, dropping the 60:40 split folding rear seatbacks also liberates not quite the same amount of total load space. But for practical
purposes, the differences are – as we have said – marginal.
The Caravan retains its predecessor’s utility, with a rear seat cushion that folds up and out of the way so that the seatback can fold completely flat for a more user-friendly load floor. The standard
load area has longitudinal rubber ribs to aid in keeping luggage from sliding around. As before, there is a tough-looking removable cargo cover, featuring a superior design involving a vinyl curtain mounted on several sturdy rods sliding in a track. In addition to this, a restraining net
is supplied.
Behind the rear centre armrest, a ‘ski flap’ allows through-loading for long, narrow objects without having to drop the seats. Other stowage areas range from door bins all round to front seatback magazine pockets. And, of course, there are roof rails as well.
As mentioned earlier, only one engine option is on offer – the 1,8-litre iron block/alloy head unit with dual overhead camshafts actuating four valves per cylinder. An upgrade of the 1,8 Ecotec used in local Astra saloons, it has appreciably higher outputs. Power is up from 85 to 92 kW and, although torque seems to be only slightly up to 170 from the original’s 166 maximum
figure, it peaks 600 r/min lower. One would expect this alone to translate into noticeably
improved tractability and fuel consumption. When you factor in an overall fifth-gear ratio that isn’t the highest in the world, then the strong lugging from low revs is not surprising.
As a result, there’s not overmuch necessity for rowing the slick, light gearshift to keep the engine on the boil. On the subject of gearshifts, we noted once again the Astra’s possibly irritating ‘flywheel effect’ during changes. Declutching in the normal way, with a rapid accelerator lift-off, results in a minor engine surge that can induce jerkiness as the clutch bites with revs too high. Co-ordinating clutch and accelerator rather more deliberately and slowly smooths the gear transition. On the whole, the free-revving powertrain does exude a buzzy character that some will enjoy for its portiness, while others may find it intrusive when cruising.
Sprinting ability is fair. With the usual team of two and full load of equipment aboard we managed a best of 10,82 seconds from rest to 100 km/h and
a kilometre sprint time of 31,88. Top speed of 205 km/h is a little better what the manufacturer claims. Economy, compared with similar models, looks acceptable on paper. When hooked up to our flowmeter the Opel drank 7,36 litres/100 km at a steady 100 km/h, which calculates out to a fuel index of 10,30 (consumption at 100 km/h plus 40 per cent). This gives a good rule of thumb for overall motoring; in practice, we averaged closer to 9,0 litres/100 km between fill-ups.
The Caravan confirms the new Astra’s less compromising approach towards suspension
control. The supple ride of predecessors has been firmed up, with distinct benefits to control and stability at speed. But there is a price to be paid on less than perfect suburban roads, when bumps and thumps are transmitted to the interior, sometimes audibly. Adding some emphasis to this are the seats, which were adjudged to have less ‘give’ than the cosseting examples fondly remembered from previous higher-level Astras.
In common with other members of the new Astra family, the Caravan displays exemplary behaviour when faced with challenging situations. In on-
the-limit cornering, grip levels are high, and overall balance tends towards neutral. Steering feel through the electro-hydraulically assisted rack and pinion system is good, and the car can be placed accurately. Weighting is not over-light, either. What we like about the car is its confidence-building blend of responsiveness and predictability, which was not always the case with the somewhat less responsive chassis of its predecessors.
Braking is, by current standards, not in the leading pack. ABS-equipped cars are now
capable of pulling up from 100 km/h in about three seconds; the Caravan averaged 3,3. It exhibited a kind of sponginess and lack of feedback through the pedal in our simulated emergency stop routine. Times were also less consistent than we would have liked. However, in normal use, they are perfectly acceptable.