Opel Grandland GSe, first test for the 300 HP SUV (and 225 HP Astra GSe) | Video

The Opel Grandland GSe, Astra GSe and Opel Astra Sports Tourer GSe are the new products just launched at the Brussels motor show. For these models, the manufacturer’s enthusiasm was such that they immediately put those from Spain on the road for a dynamic preview and a first contact behind the wheel. GSe means Grand Sport Electric, a name that suggests that these are cars that focus on two aspects: a pleasant drive and the use of Plug-In hybrid technology to give more power available.

The project is not distorted, but there are some key points on which Opel has worked to improve the driving dynamics part compared to the traditional version, also in terms of mechanics, not counting the obvious advantage of the instantaneous torque of the electric to help to the thermal, for a total of system 225 HP and 360 Nm on the Astra and of 300hp and 520Nm on Grandland with all-wheel drive (power already proven when it was called “Grandland X Hybrid4” and did not have the new setup.

Sporty today is a term that must necessarily be contextualized: we are not talking about cars abundantly under the ton of the era of 205 Rallye and the like. Other times, other (poor) safety equipment. In 2023, a sports car for the mass market means having greater driving pleasure that is accessible even to those who are not professional drivers, safety that remains at the top and all the comforts to which the average customer has now become accustomed in terms of accessories .

Having said that, Opel has given a shot at the rim working on steering and chassis (with KONI FSD technology), and a shot at the barrel pleasing the eye with new rims, new bumpers and dedicated GSe seats: the look is more captivating, but the AGR certification relating to comfort and ergonomic support for the back and body remains.

KONI FSDacronym of Frequency Selective Dampening, is the damping system with variable calibration that will surely turn on a light bulb for those involved in tuning. The basic idea is to adjust the answer based on the surface we are facing: usually a shock absorber works at a frequency, determined by the cycles of movement in extension and compression, in response to the road surface (low frequency if “flat”, high frequency if bumpy) and in response to curves and the speed of approach to them.

Each shock absorber does this job and changes the response with a valve clearance by adapting the braking by working on the oil flow control (which depends on the internal valves). Koni put an extra patented one that opens up extra oil flow in specific situations. Everything is done hydraulically and without electronics: when the roughness becomes worse and the shock absorber works at a higher frequency, the valve is activated and the secondary flow allows the suspension to maintain more contact with the road. In a nutshell, the result is maintaining a rigid setup when the road is flat and the asphalt is optimal, but without breaking our backs when we are in the opposite situation.

In short, Opel has drawn on tested mechanical technology, almost “old school” given the absence of electronics (less maintenance and costs in the event of problems) and which has characterized various aftermarket preparations (or standard in other models, for example example the 595 Competizione) of tuning enthusiasts of every brand, clearly remaining in the road world and without track ambitions.

Born in the 2000s, Koni’s FSD has in fact survived 2023 with incremental improvements, without however distorting the mechanical-hydraulic basis.

The changes to the chassis set-up of the Grandland GSe and Astra GSe don’t stop at the suspension unit: work has also been done on the steering and brakes which return a more direct and effectively tangible response in this first test, without forgetting the increase in ESP intervention threshold.

On the road it is more difficult to notice, but when the curves arrive and the traffic disappears, a pinch of “cheerful” driving allows me to discover that actually the classic cut typical of invasive electronics is less incisive here at the beginning and leave room for a little more fun, while still being alert and ready.

Finally, the aesthetics are enhanced by the 18″/19″ alloy wheels inspired by the Manta GSe, a sporty front bumper, the classic logos scattered almost everywhere and the aforementioned sporty and ergonomic Alcantara seats.

After the theory it’s time for practice, and the first road test for the Astra GSe and the Grandland GSe is a tough one. Spanish roads are always a pleasure to travel on, and the journey between Malaga and Ronda is dotted with tight bends, a few hairpin bends, medium and fast bends and some passages in the city.

Grandland GSe has changed its face since last time that I had tried it: the steering improves in precision and is more direct, the body roll is clearly reduced, while the power remains the right one. THE 300hp they are fun to manage, especially when the car faces overtaking uphill without the slightest trouble thanks to the two electric motors and 520 Nm of torque.

If with a charged battery it’s a nice journey, with low batteryluckily, Grandland GSe doesn’t sit on its laurels. A decrease in performance is noted, but it is never such as to transform it from a wolf cub to a lamb: when needed, it manages to stretch its muscles for a quick overtaking without worries.

Stressed for a long time with the battery at zero (it’s never really at zero anyway), Grandland GSe continues to maintain performance and continues to make the electrics work when needed for all-wheel drive.

Finally the Koni FSDs really prove capable of define a new structure: stiffer springs, less body roll, driving pleasure and an interesting progressive support in medium-radius and high-radius corners with fast travel. The new shock absorbers can’t do miracles from a roll point of view, but they restore a feeling of confidence to the driver, even when the pace picks up.

On bumpy they cut the blow to the back of the passengers very much. It is a pity that the seats lack lateral containment, although they are very comfortable and provide good support to the hips (non-yielding but small) and to the pelvis, and that a higher center of gravity in any case makes this Grandland GSe less reactive in narrow mixes than its sister Astra GIf.

Astra GSefor its part, must be content with 225 HP for the moment and dispenses with all-wheel drive since it uses only one electric motor: here one feels the lack of that powerful torque of the Crossover, but the performances are respectable and in line with that comfortable sportiness to which the Germans of the Stellantis group aspire.

Sui consumefinally, the plug-in hybrid mounted on the 300 HP Grandland is not the most efficient of the HEV/PHEVs, but in Hybrid mode it still returns a respectable result considering the uphill route and the pace maintained: 6 liters per 100 kilometers pushing hard and often. As usual, this is a first indicative result in a path with a heavy foot and uphill.

City and extra-urban areas, at daily traffic speeds, on the other hand discharge the 12/14 kWh battery of the Astra and Grandland GSe in about forty kilometres, below the declared figure unless particularly favorable conditions are found.

The Opel Astra GSe costs 48,050 euros while the Grandland GSe costs 55,000 euros. Especially for the crossover, the price is certainly not low, but it is a top-of-the-range plug-in hybrid SUV that can become interesting if purchased by taking advantage of the incentives (there are some in Italy, but it is clear that the German market is more generous this point of view, and for this reason the success of the PHEVs in Teutonic soil is justified.

The main criticism concerns the interiors which for such figures are too sober and with too much plastic on the doors, even for the upper part. Greater care would have helped justify a higher price, it being understood that the technical contents are there and that the Grandland GSe, in this setup, is a 300 HP all-wheel drive car.

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