Holden Astra TwinTop v Renault Megane CC v VW Eos 2007 Comparison

So you sense there's more to life and driving than can be experienced while encapsulated in a sedan or coupe? Well, now may be the time for a persuasively versatile hard-top convertible - a coupe-cabrio.

Although this genre was a slow starter in production and marketing terms, it's coming on strong, thanks to a slew of fresh designs from the big-name brands.

Nowhere is the local CC scene livelier than from $45-$50K, where Holden (Astra TwinTop), Peugeot (307CC), Renault (Megane Coupe-Cabriolet) and Volkswagen (Eos) are winning friends and influencing people with the attractions of dual-role driving. (The 307CC is regrettably absent here, however, because Peugeot couldn't get us a test car in time.)

Like all Ccs, the attractions are divided between hard-topped cabin security and comfort, with openly different sensory levels available at the touch of a button or lever. Even with distinguishing individualities, the TwinTop, Megane CC and Eos share a litany of defining coupe-cabriolet traits, including speaking the same design languages.

Visually, their lines and looks don't coincide anywhere at all, yet their mutual proportions foster overlapping resemblances, clearly evident in the turrets' profiles, especially where the side windows unanimously end ahead of the rear axle - and where the bootlid sides mimic one another by extending out and over to form the upper-rear quarter panel.

Among other commonalities are 2+2 seating and the fact that these are not sports cars. The Eos may have more squirt than an MX-5 and good driving dynamics to boot, but it isn't a dinkum sports car.

At heart, coupe-cabrios are all-seasons cruisers - feelgood, go-well lifestyle-mobeels that are at home in the 'burbs and on the highway, and not out of their depth through the bendy bits.

In many instances, a coupe-convertible will be a trendy couple's (or family's) second car, or what former sports/roadster owners adopt to keep their enthusiasm aerated when parenthood intervenes.

As a rule, convertibles owe their underpinnings to hatchback and/or notchback siblings. Platforms differ in wheelbase and width, while strategically reinforced sills and suchlike amply compensate for the lack of a fixed roof. Mechanical packages are infused with drivetrains, steering, suspension and brakes borrowed from the family parts bin.

The Eos goes further in the performance department by lifting its petrol drivetrain from the Golf GTI. The outstandingly punchy FSI 2. 0-litre turbo not only offers about 50 percent more maximum power than rival convertibles, but also delivers huskier torque over a much broader slice of its rev range.

Once the tacho needle crests 1500rpm, the TFSI pulls like a steam engine - a very quick steam engine - all the way to 6000rpm, and still has enough up its sleeve to reach deep into the red sector.

The Eos range also campaigns at a different cerebral level, with the coupe-cabrio sector's only oil-burner, the (Golf-derived) 103kW/320Nm 2.0-litre TDI turbo diesel, which undercuts the petrol version by $2K in both its manual and DSG six-speed 'box forms.

Although the Eos has a power-to-weight ratio of 'only' 95kW/tonne against the GTI's 114kW/ tonne, its vigorous, responsive performance is only tenths of a second off the littler, lighter bro's numbers. Anything that gets to 100km/h in under eight seconds and covers the 400m in the high 15s ain't whistling Dixie, especially when it's back-slappingly urgent in its gears, too.

Accordingly, while the TwinTop and Megane CC have enough performance to fulfil their job descriptions, their outright oomph simply isn't in the same league as the vroom-vroom Volksy.

Because the Astra's 2.2-litre direct-injection engine claims more power and torque than the Megane's 2.0-litre jobbie, a brief once-over of relative specifications may suggest the Holden has the Renault's measure when given the gun. However, the Astra weighs about 160kg more than the Megane, which almost equalises the respective power-to-weight factors.

Gearing comes into play, too. The CC is appropriately geared on the short side to give its engine a fighting chance, whereas most of the Astra's coggery is unusually lanky, and mostly even taller-geared than the much gruntier Eos. So what?

So, the Astra winds up more strongly from a standing start and gets through the gears quicker than its Renault rival, which, on the face of things, follows the script. But the Megane hits back convincingly in rolling response by beating the Astra from 80 to 120km/h in fourth, fifth and sixth.

Each model's gearshift quality is pretty good, with both Astra and Eos affording light and fluid travel regardless of how quickly you stab the lever from slot to slot.

Ordinarily, the Megane's gearshift asks no second thought, either. However, when charging through the gears, Megane's second-to-third throw requires slightly slower, more deliberate guidance than its competitors to avoid inadvertently reaching fifth gear's alley. Clutch action in the Astra and Megane is reasonably light, nicely progressive and bitingly positive, where the take-up of the Eos's noticeably meatier pedal is sufficiently shorter and sharper to demand some concentration in stop-start driving.

Note that the CC in the photos is an auto - the (black) manual used for the performance tests was swapped for a more photogenic platinum-white automatic for the drive session and photoshoot.

Although Renault's four-speed auto (like Astra's) has limitations compared to later five- or six-speed units, its inclusion here had little effect on the Megane's fuel consumption or driving dynamics.

Speaking of which, a brisk run through a clutch of entertaining corners quickly dispels any notion that these cars are at all left wanting in the driving department, let alone effeminate. While coupe-cabrios (a notion strongly supported by the attentions and questions received during this test), that certainly doesn't compromise the spirited driving these cars can provide.

Sure, you might expect more than mere competence from the Eos, given its Golf GTI and Passat connections in structure and running gear. Similarly, since the Holden's kissin' cousin Astra SRi coupe is no road dummy either, you can take the TwinTop's inclusion of sports suspension as a sign of good drives ahead.

That, in some minds, leaves the Megane CC as the coupe-cabrio most likely to be about grace more than pace, about geewhiz more than g-force. Absolutely not. The Renault is the least sporty in its accelerative push, its ride quality the plushest and its electrically assisted steering the least tactile. But its responsive turn-in, sure-footed grip, encouragingly disciplined body control and nicely balanced handling will surprise, then regularly delight drivers who'd rather change direction than their underwear.

The Astra takes the driving experience to a higher level - whenever its odd gearing, that is, doesn't interfere with the car's fluidity through and between corners.

When in a good rhythm, however, the TwinTop carves through corners like it's slicing and dicing, with only a hint of understeer. Its relatively direct steering has a purposeful sense of connection, and the tautly suspended chassis responds without questioning or diluting the driver's inputs.

During cornering, the TwinTop's bodyroll is tempered such that its chassis settles confidently, with a co-operative sense of front/rear balance.

With suspension overtly biased towards handling aspects, it is no surprise that the Astra's ride quality tenses enough to argue over bumps, ripples and patchworks. To its credit, however, its ride is absorbent on good-to-average surfaces.

While the Eos's suspension doesn't claim to be a sports set-up, it could have fooled us - you're left in no doubt about the firmly disciplined control it exercises in its handling and ride. Its steering is the most meatily weighted of the three, and feels the best connected, even as its wheel twitches lightly over intrusive mid-corner bumps. Its roadholding is confidently authoritative, its grip unrelentingly adhesive and its highly predictable, controllable handling about as good as you could wish for in such a brisk, plush, fairly hefty front-driver.

Ride quality can be a mixed bag, however, on optional 18- inch tyres - its suspension may be comfortably absorbent over averagely lumpy roads, but it lets nothing pass unnoticed, becomes busy across repetitive irregularities, and smacks aggressively at gaping potholes.

You'd describe none of these cars as noisy. Indeed, each cruises speedily with such a conspicuous lack of aural frenzy that it isn't difficult to mistakenly forget to engage sixth gear.

Overall, though, the TwinTop makes a shade more coarse-chip road rumble, drivetrain drone and wind-rush than either Megane or Eos. Brakes? Unanimously, they are impressive for their arresting effectiveness, consistency and pleasing pedal feel.

Personal preferences (or prejudices) aside, there is little to choose between respective cockpits for style, presentation, decor and seating. For instance, each has left-hand-drive exterior mirrors (flat-reflector on the passenger's side, wide-angle on driver's side), two-way steering wheel adjustability, and height adjustment for both front seats.

Driving positions are comparably accommodating for almost all sizes and tastes, and the seats in each offer enduringly good comfort and lateral support.

The Eos's instrument cluster sees fuel and coolant gauges separate from the speedo and tacho, whereas the TwinTop has a lone fuel gauge between the main dials, within which Renault has its gauges.

Where the Megane and Eos have LHD stalks, Holden has made the effort to convert to RHD layout, albeit with auto-repeat turn indicators which aren't to everyone's liking. The Volkswagen's other controls - mostly on the centre stack and steering wheel - offer a lesson in sensible, logical design.

Being French, the Renault's arrangements are a bit, um, quirkier, and ask some familiarity, with which their logic then becomes (in its own way) engagingly user-friendly.

While the Astra's knobs and switches appear orderly, they're so cryptically labelled and lacking in intuitiveness that mastering their functionality makes child's play of cracking The Da Vinci Code.

Why, for example, does deactivation of traction control require pressing its Sport button for four seconds?

The others ask only that their clearly marked TCS buttons be stabbed, after which the Eos's system is disengaged until you again press for re-activation, while the Megane's system automatically resumes control once the car passes 40km/h or so. However, the French electrics must be praised for including speed limitation with the cruise control function.

There is little between these contenders for rear accommodation. Each has a two-place bench with steep backrest and relatively short cushion. Headroom is limited when the roof is erect, and rear leg space is always measured by negotiation with the front occupants.

As a rule, the rear pew is ample for bubs, adequate for pre-teens and marginal for others. The Renault alone includes window switches in the rear, but omits a ski port, unlike the others. And, despite these models' 'lifestyle' theme, none is overly endowed with drink holders and oddment stowage spaces.

So, which is it to be? The Megane CC is a worthy all-rounder, offering the most comforting ride quality and refinement. It offers a fair share of equipment and features in a package that, if blazing performance isn't an overriding priority, nevertheless provides enjoyably sporty driving. Then again, the Megane costs more than the TwinTop, requires premium petrol and faces a lower resale value along the road. Also, it is at first subtly, but distinctively, French, which may be a deciding attraction, or not.

The Astra TwinTop scores solidly for lowest price, regular petrol and competitive resale prospects, and is on the pace for overall driveability, kit level and safety specification. Although the gearing is a bit odd, some of its minor controls even odder, and overall refinement not quite exemplary, the TwinTop is an honest effort and makes a persuasive case for itself on the road and in the driveway.

The Eos comes up trumps in many respects beyond massively superior performance, allied with relatively thrifty fuel consumption. It has the best build quality and interior presentation, with class-leading driving dynamics, features and safety second to none, along with top retained value potential as a bonus.

This is not to forget also that the manual turbo-FSI Eos squeaks in under 50 grand, and has a similarly enthusiastic, $2K cheaper diesel alternative. Aside from the generic luggage factor, the Eos's only disadvantages of any consequence lie in its frequently jiggly ride, turbo insurance and insistence upon 98RON petrol. But they're not nearly enough to diminish the enjoyment of this car's zesty driving and convertibly enriching character.

Astra TwinTop
Big rump hides the mechanicals required for roof folding. Rollover protection as per the opposition, comes in the form of two stout hoops. Should the car roll, they fire in a fraction of a second from behind the rear headrests.

Transorming your personal space from closed loop to open universe in the Astra TwinTop takes about 30 seconds. As with its rivals, the process involves teams of electric motors and hydraulic rams that lift, separate and stack the roof's several pieces in the boot. Roof up, the TwinTop has 440 litres to play with, then 205 litres with it down. In an attempt to make loading easier, an in-siill push button temporarily lifts the stowed roof to deepen the access slot.

Renault Megane CC
Roof up or down, these cabrio rivals inevitably sport similar profiles. Like its opposition here, the Megane CC is packed with equipment including a (fixed) glass roof panel, ignition smartcard with stop/start button and leather trim.

The CC dops its top in a group-beating 22 seconds, and attention to detail includes rear parking sensors which scan the available clearance and prevent the operation proceeding if the bootlid cannot open (backwards). Roof up, the CC boats a 520-litre boot; roof down, it manages just 190 litres. It does, however, have a full-size spare. As with the TwinTop, a roller-blind luggage cover must be extended in its boot to actuate a height-sensing trigger and let the roof down.

Volkswagen Eos
Like the CC, with the roof up, Eos's design is somewhat cab-forward. It tops the CC with a sliding glass sunroof, chilled glovebox and iPod connection, but for leather and metallic paint, you'll need to hit the options list.

Coupe-cabrios reduce vulnerability to vandalism and offer better top-up cabin insulation. Hard roofs are less affected than cloth by dust, grime and stains, and they laugh off rotary-brush car washes that would punish regular soft-tops. The Eos gets topless in 25 seconds and while it looks, arguably, the prettiest, there are trade-offs. Like the CC, it gains 200kg over its hatchback sibling (and over the TwinTop a hefty 300kg). Not grat for on-road nimbleness.

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