Official Thread: Vauxhall Insignia VXR/Opel Insignia OPC

[mikeyb]

Opel Insignia OPC unveiled - 325hp turbo V6, AWD, manual

The first official photos of Opel's high-performance Insignia OPC are finally out in the open. The new sports sedan from GM's European unit that will be sold in the UK under the name Vauxhall Insignia VXR has been designed to compete against the likes of the Audi S4 and its ilk. However, it is expected that the Insignia OPC will be priced lower than most of its rivals. The top-grade Insignia comes with a specially modified version of GM's 2.8-liter twin-turbocharged V6 engine that produces a satisfying 325HP that is channeled to all four wheels.Opel Insignia OPC - Vauxhall Insignia VXR CarscoopThe first ever four-wheel drive Opel OPC model also benefits from a new electronically controlled, rear limited slip differential (eLSD) which can transfer up to 40% of torque to whichever (rear) wheel has more grip. This is the same system that is used on the Saab 9-3 Turbo X.

Four-wheel drive system and eLSD aside, Opel's engineers have also fiddled around with the Insignia's suspension system as well as with the brakes. Stopping power is now provided by a set of Brembo vented and cross drilled discs.

Opel claims that it's hot Insignia can accelerate from standstill to 60mph (96km/h in 5.8 seconds (0 to 100km/h in 6.0 seconds) and reach an electronically limited top speed of 155mph or 250 km/h. In comparison, the Audi S4 with its 333HP 3.0 TFI V6 goes from 0 to 62mph (100km/h) in 5.1 seconds, almost a second faster than the OPC.

If you liked the standard Insignia's appereance -and we don't see any reason why you shouldn't- then you're going to love the OPC. Without going haywire, the German manufacturer's styling team beefed up the Insignia's looks with a new front bumper with tear-like air scoops at both corners that is directly inspired from the GTC coupe concept, side sills, a discreet boot lid spoiler and a new rear bumper that houses two large matte chrome tailpipes. The package is rounded off with newly designed 19-inch alloys while buyers will also be able to opt for 20-inch wheels.

Inside, the OPC gains a set of Recaro front seats, a new three-spoke leather steering wheel and a different gearknob for the six-speed gearbox plus a redesigned instrument cluster.

Sales of the new Opel Insignia OPC are scheduled to begin in Europe this summer.

 

[coolmazda5]

Great looks + V6 + Twin Turbo + AWD + 6MT = Christmas in Summer

 

[mikeyb]

I would love to see this car make it here.

 

[coolmazda5]

I would love to see this car make it here.

+236. Problem is which GM brand?

• Saturn (yupnope)
• Pontiac: G8, G8 GXP has their hands full
• Chevy (headshake

 

[mikeyb]

Opel Announces Insignia OPC Nurburgring Final Testing on Bonnet

If you take a close look at the bonnet of this Opel Insignia OPC, you'll see the message the financially struggling automaker wants to get out. This car did 10,000 kilometers of testing on the Nrburgring Nordschleife, with zero errors or mistakes. The outline of the track is emblazoned on the car, with the names of all fifteen test drivers and mechanics who worked on the car.

The last name written on the car is of Opel Motorsport chief Volker Strycek. Also a driver, Strycek told our photographer that they had completed a new record for most kilometers on the Nordschleife in a single day: over 1,000. All that testing was not for nothing. The Insignia OPC rides 10 mm lower than the Vauxhall Insignia SRi.

Powered by a 325 hp 2.8-liter V6 engine with a twin-scroll turbocharger, this car reaches 100 km/h in 5.8 seconds. Speed is electronically limited to 250 km/h. Sitting in a Recaro seat, the driver can maintain control thanks to the adaptive four-wheel drive with electronic limited slip differential. This new cool car rides on 19-inch wheels, with the optional 20-inch upgrade.

No pricing details have been made public, but we should get the official word soon. All three models (four-door, five-door, and tourer) of the Opel Insignia OPC should get their debut at next month's Barcelona Motor Show.

 

[BlackCherry06]

That is a sweet looking car. They managed to roll design cues from Audi, BMW, Lexus and a little bit of Saturn all into one car. If I could change one thing, I'd delete or re-position the diagonal character line in the front doors. It seems to come out of nowhere. But overall, Bravo. Bring it!!!

 

[mikeyb]

Steinmetz Insignia SportTourer Announced

Insignia SportsTourer by STEINMETZ

• The Ideal Tourer
• World Premiere at Tuning World Bodensee 2009

After the world premiere of the Insignia 5-door by Steinmetz at the Essen Motor Show 2008, the duo was completed with the world premiere of the Insignia SportsTourer by Steinmetz at Tuning World Bodensee 2009.
Components already available include the front spoiler, front grille, kit for lowering by approx. 25mm and the wheel/tyre combination in 20" with 245/35/R20. The 20-inch ST7 is available in polished black or white.
For the roof of the Insignia SportsTourer by Steinmetz, a two-piece spoiler has been developed which, in conjunction with the signature Steinmetz exhaust tailpipe, gives the rear a more muscular appearance.
The current Steinmetz range for the two vehicles comprises:

• Alloy wheels ST7 20", in polished black & white
• Lowering
• Front grille
• Front spoiler to pedestrian protection directives
• Roof spoiler (SportsTourer only)
• Left tailpipe trim
• Left/right tailpipe trims
• Foot mats

A diesel performance upgrade for the 2.0 CDTI will be presented at the Opel Meeting in Oschersleben on 04.06. - 07.06.09.
The new Klasen-Motors performance upgrade product range:
Klasen-Motors in Oberhausen has developed a real power punch for the 2.0l turbo. The standard performance of 220 HP/162 kW is brought to an awesome 295 HP/216 kW at 5200 revs, with torque of 420 Nm at 2500 - 3200 revs.This is achieved by an intercooler, 3" exhaust from the turbo back, sports catalyst and reprogrammed engine electronics.

 

[mikeyb]

Opel Insignia OPC Sport Tourer Caught Uncovered

This Opel Insignia OPC Sports Tourer was spied without any cammo whatsoever. Not that there is much to hide anymore since the sedan is already in the public domain. The Insignia OPC/ VXR Sports Tourer will be the third body style in a range that includes a 4-door sedan and a 5-door hatch.

Powered by a 2.8-litre ECOTEC V6 with a single twin-scroll turbo, the car makes 325hp (239kW) and has a 6-speed manual gearbox. Its 0 - 60 sprint time will be close to the sedan's 5.8 seconds and so will the top speed. These cars have been honed at the Nurburgring so their handling attributes should at least match segment rivals.

The sedan is fitted with 19-inch wheels in standard garb while the 20-inch rim is optional. Because this is the high-performance Opel, the most powerful car in the lot, "sports" items are all over the show. There are Recaro seats, OPC/ VXR labels on the gear lever and steering wheel, and colour-combinations that are exclusive to the model.

Opel starts selling the Insignia OPC/ VXR sedan this coming autumn. Pricing will be announced then. Fans of the Sports Tourer version will not have to wait too long for their cars after that.

 

[mikeyb]

To bad it will not make to our shores.

 

[mikeyb]

Opel Insignia OPC Sports Tourer Breaks Cover















The fastest ever Vauxhall estate car will be unleashed on a highly anticipating UK public this coming autumn. The Insignia VXR Sports Tourer seen in these pages is the complete real deal, nothing left to uncover except the price. That comes later with the official launch. Most other world markets will know it as the Opel Insignia OPC Sports Tourer.
Over 10,000 kilometres of testing was done to make sure the VXR Sports Tourer not only gets to grips with reliability very easily but that it performs beyond any normal estate when it comes to dynamics. Part of its extensive training was done at the Nurburgring Nordschleife where our spies snapped it a few times.


It's the first Vauxhall to use and Adaptive 4x4 system with an electronic limited slip differential. To improve handling further the car sits 10mm lower than the standard Insignia Sports Tourer. In regular trim it gets 19-inch alloys but there are 20s available at an extra cost. Brembo has supplied the colour-coded brakes that are fitted.


As far as performance is concerned the VXR Sports Tourer can run with the best of them and leave some in its wake. It has a 2.8-litre V8 engine with a turbo that spews out 325PS (239kW). The 0 - 60mph time is 6 seconds and top speed is a limited 155mph (249km/h).


Vauxhall gives potential buyers the option of one of six exterior colours, any of which should sit quite well with the deep bumpers, the front mesh grille and the dual matt chrome exhausts.


Inside there are Recaro seats, VXR still plates, different instrument graphics, a VXR steering wheel and gear shifter. Despite its sporty nature, the VXR also fits in with the image of family transport. The maximum load space with the rear seats dropped is 1,530 litres.


Vauxhall is confident that people who had previously only bought cars like the Audi S4 Avant and the BMW 335i M Sport Touring would seriously start considering getting into the Insignia VXR Sports Tourer.

 

[mikeyb]

Press Release:

• Fastest ever Vauxhall estate with 6-second 0-60 time
• 1530-litre load capability combined with Adaptive 4x4 chassis and 325 horsepower
• Third and final body style to be offered in Insignia VXR spec

Luton – With 10,000 kilometres of gruelling validation at the world’s most fearsome and demanding test track now under their belt, the Vauxhall Insignia VXR hatch and saloon are set to raise the bar in their sector with a heady mix of high performance, practicality and sophisticated dynamics.
And now, adding even greater versatility to the range, Vauxhall can confirm that the Insignia VXR Sports Tourer will be the third body style to join the line up and will be available in UK dealerships this autumn, after enduring the same rigorous testing at the notorious Nrburgring Circuit.


Combining all the technical highlights of the VXR hatch and saloon with best in class-matching luggage capacity (rear seats up), the VXR Sports Tourer is not only the fastest estate car Vauxhall has ever produced, but also the first to incorporate Adaptive 4x4 and an electronic limited slip differential (eLSD).

Like its saloon and hatch siblings, the VXR Sports Tourer sits 10 millimetres lower than the regular Sports Tourer, and features the unique HiPerStrut system, which reduces torque-steer and maintains negative camber during cornering, thereby improving wet and dry grip levels.
Complementing these features are standard 19-inch alloy wheels (20-inch lightweight forged alloys are a cost option) with bespoke tyres, revised bushing and damper settings on both axles, and Brembo brakes with colour-keyed callipers and vented/cross-drilled discs.


And with 325PS, the Brembos are a must. Using a modified version of the 2.8-litre turbocharged V6 engine that’s standard in the Insignia Elite model, the Sports Tourer VXR will hit 60mph from zero in 6.0 seconds and a limited top speed of 155mph.


Inside, the Sports Tourer’s performance credentials are laid bare, with its front Recaro seats, VXR steering wheel and gearknob, as well as different instrument graphics, VXR sill plates and black headlining.


But where the VXR Sports Tourer really scores is in its versatility. With 540-litres of load space with the 40:60 split rear seats up, the SportsTourer matches the best in class. Drop the 40:60 split rear seats and you have a maximum load volume of 1530-litres.


Accessing this area has never been easier, thanks to the Sports Tourer VXR’s standard electronic tailgate, which can be operated off the driver’s key fob, or via a rotary knob on the inside of the driver’s door. Using these functions, not only can the opening height of the tailgate be restricted, but it can also be pre-set at a lower level if you frequently park in a garage with a low ceiling.


Deeper bumpers, front mesh grilles and dual matt chrome exhausts are among the Sports Tourer VXR’s visual armoury, complemented by a colour palette comprising Arden Blue, Power Red, Carbon Flash Black (pictured), Silver Lake, Olympic White and Technical Grey.


‘The Insignia VXR Sports Tourer will be a compelling alternative for buyers in the premium sector who may currently be considering an Audi S4 Avant or BMW 335i M Sport Touring,’ said Andy Gilson, Vauxhall’s Marketing Director. ‘We’ve already seen a swing to the Insignia from premium buyers who’d never before ticked the Vauxhall box on their wish list, and we expect to see the same buying pattern emerge with all versions of the Insignia VXR.’


Prices for the Insignia VXR range will be announced early summer.

 

[mikeyb]

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[mikeyb]

Vauxhall Insignia VXR (2009-) Review

 

[mikeyb]

Assets

Good looks, superb traction, surefootedness, space.
Drawbacks

Price too close to premium rivals, not exciting enough, engine needs working.
Verdict

Promises much but fails to deliver, especially when compared to premium German players.



Vauxhall has big ideas for its Insignia VXR: the Luton firm thinks it's got the measure of cars like the Audi S4.



That's quite a claim and the VXR certainly has plenty of on-paper promise to back up the company's posturing. Its turbocharged 2.8-litre V6 pushes out 321bhp and 320lb-ft of torque at 5,250rpm, which is enough to allow it to easily trouble its 155mph electronic limiter and reach 60mph in 5.6 seconds.



Helping maximise all the potential from that engine is a lowered chassis with bespoke VXR settings, Brembo brakes, a variable damper system and a four-wheel-drive transmission with an electronic limited-slip differential.



It's a credible-sounding package, so long as you ignore BMW's 335i and Audi's S4, something that's very difficult to do given the Insignia, at 30,995, is a mere couple of thousand pounds cheaper.



So is the Insignia VXR good enough to trouble the German performance cars it's aiming at? Read on to find out.



the VXR's workaday relatives might not have the performance of this range-topper, but since their introduction they've proved relatively fuss- and trouble-free. Considered good enough to be the European Car of the Year, the Insignia is a solid foundation for the VXR to build on.



Inside and out, it's clear that Vauxhall has learned lessons from the Insignia's predecessor, the dowdy and cheap-feeling Vectra. As the range-topper, the VXR's cabin is appropriately well appointed: the firm, heavily bolstered Recaro seats offering excellent comfort and support - although leather is extra, if you want it. And you'll never forget you're in a VXR: the three letters visible all over the place, from the rather bulky steering wheel, to the weirdly proportioned gearknob. If you look closely at the instruments, even the grey background effect is made up of lots of VXR logos next to each other.


Outwardly, the VXR benefits from the usual air intake and vented bumpers, big exhausts and massive alloy wheels. It's not subtle, but it actually works rather well.



VXRs should be a bit unhinged - at least that's our expectation after driving the Corsa and Astra VXRs.



The Insignia feels pretty grown-up in comparison and, despite the big figures on paper, it never feels as quick as its claimed 5.6 seconds to 60mph. There's not much urgency below 4,000rpm and the engine's peaks for both torque and power up at 5,250rpm. That's bound to mean that around the Nurburgring or any long track it's fun, but on the roads with speed limits, it means second and third gear need big revs to make progress.



There's little incentive to do so either: the V6's sound is muted at all but the extremes of its rev-range. You do get a bit of crackling and popping on overrun but otherwise it sounds merely OK rather than intoxicating. The steering wheel feels huge in your hands, the chunky rim not loaded with feel but pleasingly accurate and quick. It's quicker still if you push the VXR button, which sharpens up the throttle and steering response, while also reducing body roll and pitch with stiffer damper settings.
Even in its most focused VXR setting - the instruments glowing red to remind you of its devilish intent - the Insignia rides with surprising composure for a sports saloon. Those big, colour-coded Brembo brakes deliver decent stopping power. However, the transmission lacks the sort of clarity of the best out there: its notchy shift not made any better by the fact the gearstick is topped by a gearknob that needs hands like shovels to operate.



There's plenty of grip, with high levels of traction levels thanks to the four-wheel-drive system, although the VXR never feels like it's driving anything other than its front wheels.



What's missing is fun. The VXR is competent but it's never likely to leave you yearning to drive it. But it needs to do that especially when you consider that premium rivals such as the BMW 335i and Audi S4 provide exactly that level of entertainment for much the same outlay.



The Insignia was never going to score anything less than a full five-star safety rating in the Euro NCAP crash tests - its 94% score in the adult protection ratings are very impressive. And if you're unlucky enough to need the Insignia's safety kit, it should protect you well.



Being the most sporting model in the line-up, the VXR is sure to attract unwanted attention from crooks so it has a five-star rating from Thatcham for theft protection. Don't be surprised if your insurer asks for a tracker system to be fitted, though.



t might have a Vauxhall badge on the bonnet but that doesn't necessarily mean pocket-change running costs.


Any car with a 321bhp turbocharged V6 is going to be an expensive habit: so the VXR proves, with its less-than-parsimonious 24.7mpg appetite for fuel on the combined cycle. It'll get less than that in real life, too: expect late teens if you drive it as it should be driven.



CO2 emissions of 268g/km places it in the highest bracket for vehicle excise duty (road tax).



Given both its key premium rivals can deliver at least four miles more per gallon, and slip in under 225g/km of CO2, it won't take you too long to spend the couple of thousand you saved by buying the VXR over a BMW or Audi in fuel and taxes.



Press the VXR button to its most extreme FlexRide adaptive damper setting and the Insignia still manages to deliver decent ride quality, despite its added sharpness. In Sport or normal modes it's almost possible to forget the VXR rides 20mm lower than its mainstream family, and does so on 19" (20s optional) alloy wheels.



The Recaro bucket seats up front are supremely comfortable, holding you in tightly, but not pinching. The rear seats also offer decent, if not overly generous space.
Kit levels are as extensive as you'd expect in a flagship model: the only options available are leather, sat nav and those 20" alloy wheels. Otherwise, pretty much everything you could want comes as standard.



Expect the VXR to rocket down the residual value charts as quickly as it laps the Nurburgring.



With little real cachet among used buyers, the VXR will make a good value buy for savvy second owners. Those buying it new will be punished more for their purchase than they would have been had they opted for the more obvious German premium competition

 

[Kymerik]

Don't know if i like the look, there seems to be too much trim work going on...

 

[mikeyb]

Road Test: Vauxhall Insignia VXR

Vauxhall is aiming squarely at the Audi S4 with its hot 4wd saloon. And it’s rather good.

 

[mikeyb]

The Insignia VXR seems to move well on the road. Not much body movement, little evidence of slippage on the drenched tarmac – it looks unflustered, even though it’s clearly being driven with some brio. But not by me. I’m behind in my Lexus IS-F, trying to keep pace with some hotshoe test pilot as he leads me to GM’s Pferdsfeld proving ground.

It’s an instructive trip – for instance, I now know that the VXR’s brake lights flash vigorously when stamped on, that the exhaust is burbly through town but dies away at higher speeds and that, subjective though this is and based only on a rear view, it’s a handsome, well proportioned saloon. Or hatchback. Or even estate. In fact, confronted with a line of them at this ex-US air force base, I reckon the Sports Tourer (estate) is the best looking.

Vauxhall, or rather Opel, has brought us here to demonstrate how its latest VXR model handles traffic cones – they’ve marked out a handling course round the back of some hangars. Chris Rutter has bagged us our own car – a Power Red saloon – and my head is bubbling with information gleaned from the press conference.

What struck me most was just how much effort has clearly been put into this car. It’s the first ever four-wheel-drive VXR, has an electronic LSD for the rear axle and perhaps most importantly is equipped with a totally new front suspension design: HiPerStrut. Familiar with Revoknuckle? Good, then I don’t have to explain how this works.

Vauxhall has also managed to lower the unsprung weight by 25 per cent (lighter wheels, brakes, even tyres), redone all the engine software, fitted a bigger turbo and reduced exhaust back pressure. In short it’s a comprehensive reworking and what we’ve been hearing on the grapevine has been encouraging, too.

Unfortunately that doesn’t tally with my first impressions. An open airfield is never the best place to get to know a new car, but after a few laps of the dusty handling circuit I’m disappointed. The VXR appears to have little steering feel, the Brembo stoppers start to fade after two laps and there’s no question of any power oversteer. Above all it feels remote and soft. Not very VXR at all.

But then Alain Visser, Opel’s vice-president, had hinted that this car takes the VXR brand in a new direction, saying, ‘we want this car to be understated, sophisticated, not with the big spoiler’. The anti-chav backlash, I hope you’ll agree, is not altogether a bad thing, unless of course the character, ability and excitement have leached out too.

So it’s just as well the test track stuff isn’t the end of our stint with the new, mellow VXR. Not by a long chalk – via autobahn and autoroute we’re driving this one back to Blighty. Thirty minutes later I know it’s good for its limited 155mph top whack and is entirely unruffled in the process. Stability, tested by a mild crosswind, is exceptional and even with the adjustable FlexRide suspension in its most extreme setting, the ride is bordering on the serene. I’m very comfortable in the car, too. The giant Recaro seats initially feel firm on buttock and back, but you soon get the sense they’ve been ergonomically contoured. I can’t find fault with the driving position either – apart from the over-sized steering wheel with its garish plastic inserts which ape the ‘tiger’s teeth’ nose design. Crass. Anyway, carry on like this and we could be back in Calais in four hours.

Funny how the Nrburgring exerts a magnetic pull. It’s signposted off the autobahn, and under the pretence of photography I lead Chris into the Eifel mountains. This is home territory for the Insignia VXR – it was signed off with a final 10,000km, 487-lap test on the Ring. Unfortunately I’m unable to add a 488th today, but we park up and watch some brave soul wrestle a Corvette ZR1 through Brnnchen and let passers-by take in the new VXR – which a surprising number of them seem keen to do. It’s a soft shape, plump and rounded, almost tubby from some angles, yet has clean, Audi-esque lines and generally looks pretty desirable, a Vauxhall to be proud of. The spangly 20in wheels (a 1100 option) are a must as far as I’m concerned.

The cabin is a bit more subdued, but provided you look past the steering wheel, it’s well organised and nicely constructed. This car is battling to be part of the junior executive sports saloon market and you have to say it’s a more convincing effort than the newly ‘upmarket’ Evo X.

We track down the roads we used for last month’s road racers story – great sections minutes from the circuit. Time to really get to grips with the VXR. Turbocharged the engine may be, but it drives as if it were naturally aspirated – there’s not much low-rev thump, just an insistent, swelling thrust once past 2500rpm, accompanied by a V6 thrum that steadily becomes higher pitched. Pleasing rather than thrilling. But it’s the numbers that are impressive: not 321bhp or 321lb ft, but the ones appearing on the speedo. The VXR never acts or feels 5.6-to-60 fast, but the needle’s rapid progress makes that look perfectly feasible. The main thing holding it back is long gearing and a less-than-crisp six-speed manual gearshift (it baulks when hurried).

The brakes have now regained their composure but still have too little bite and too much travel, and FlexRide doesn’t need its middle Sport setting. Press the more extreme VXR button and you get the usual: stiffer suspension, sharper steering and throttle, plus a little more rear bias for the 4wd. And it drives in a very 4wd-ish manner, with power distributed to where it’s needed. This, combined with the new HiPerStrut means it handles very neutrally – the nose stays high through corners and understeer is rarely an issue. The steering is perhaps a heartbeat slower than you want it to be and still has little natural feel, but it’s accurate and weighty enough.

In spite of the supple ride and new-found maturity, the Insignia has a confident chassis, one that turns in smartly and responds more swiftly and eagerly to mid-corner throttle adjustments than I expected. On these roads it’s highly accomplished. And when we get back to the UK late that night it becomes even more impressive, as if it relishes the challenge of our slap-dash surfaces. Here there’s real evidence of the huge engineering effort that’s gone in, of genuine driving enjoyment and a hint of personality.

It’s aimed at the Audi S4 and costs over thirty grand – the price still sounds a bit rich, but I reckon the Insignia VXR would have done very respectably in this month’s group test. Vauxhall has built a decent driver’s car. Round these parts that’s cause for celebration.

 

[mikeyb]

Insideline First Drive: 2010 Vauxhall Insignia VXR

Europe Builds a Brand-New Buick

 

[mikeyb]

There's a small plastic button on the fascia marked "VXR." Give it a prod and the throttle response quickens, the suspension stiffens and the steering becomes more direct. This is the moment when the 2010 Vauxhall Insignia VXR casts off its humdrum, mainstream persona and becomes a genuine rival to the Audi S4 and the BMW 335i.

This car is not short of ambition, and its claims are not without substance. The turbocharged 2.8-liter V6 has been tuned to provide 321 horsepower, there's all-wheel drive, and a revised front suspension system for better cornering grip has been introduced.

Imagine a revitalized Saab 9-5. Oops, you can't because Saab isn't under the General Motors umbrella anymore. Then maybe a toughened Pontiac G6. Nope, that brand is history. How about a serious Saturn Aura? Nope, another goner. Well, what about the 2012 Buick Regal?

The Opel Connection
The 2010 Vauxhall Insignia VXR is a derivative of the Opel Insignia OPC introduced in Europe earlier this year, itself the high-performance version of the Opel Insignia. The Vauxhall Insignia became the U.K.'s 2009 Car of the Year by a single vote over the Ford Fiesta. Built on the same GM Epsilon II platform familiar to us in the Buick LaCrosse and Chevrolet Malibu, the Insignia rides on a 107.8-inch wheelbase and measures 190.2 inches overall, 73.1 inches wide and 60 inches high.

By the standards of the VXR tuning division, the Insignia's aesthetic makeover as a high-performance car is modest. The most obvious tweaks are at the front, where twin intakes surrounded by chrome appear like walrus tusks below the headlights. There are extravagant new cast-aluminum wheels. A discreet spoiler is integrated into the trailing edge of the trunk deck and the matte-chrome exhaust tips are prominent. These changes are meant to enhance the Insignia's silhouette, rather than render it anew.

This is a reflection of the Insignia's character. In the U.K., Vauxhall already offers the VXR8 with a 425-hp 6.2-liter V8, the muscle car equivalent of our 2009 Pontiac G8 GXP, and it seeks to make up for in bravado what it lacks in sophistication. The Insignia is different. This car is at the vanguard of GM's global product offensive and is supposed to compete technologically and philosophically with the best of the here and now. It is supposed to be a sophisticated product to tempt Europeans away from the premium German alternatives like the Audi A4 and BMW 335i.

You can feel a bit of this in the interior, where lightweight, plastic-frame Recaro front seats, a unique steering wheel and a leather-wrapped shift knob get your attention. When you engage the VXR button, the car calibrates itself to performance mode and then warns you by making the instruments glow red. There's no shortage of space or electronic gizmos, but the quality feels like a stretch at this price and the VXR logos that smother the instruments are excruciatingly naff.

Turbocharged Power by Holden
The 2010 Vauxhall Insignia VXR employs a retuned version of the Holden-engineered 2,792cc V6 turbo with a forged-steel crankshaft, forged-steel connecting rods and variable valve timing. By increasing the boost pressure of the single twin-scroll turbo to 13 psi and substantially reducing the backpressure from the stainless-steel exhaust system, the VXR technicians have managed to liberate 25 percent more power and 9 percent more torque. The headline figures now stand at 321 hp at 5,250 rpm and 321 pound-feet of torque at 5,250 rpm, output that compares well with the Audi S4's 328-hp V8 and the BMW 335i's 302-hp twin-turbo inline-6.

At idle, there's a nice V6 woofle from those extravagant exhausts, but on the move, the engine is disappointingly muted, save for a whistle from the turbo's wastegate.
Nor does the VXR ever really feel as fast as the outputs suggest. Vauxhall claims zero to 60 mph in 5.6 seconds with top speed limited to 155 mph, yet when you're cruising along, this car never feels more than satisfyingly brisk. At 4,023 pounds, it is 395 pounds heavier than the S4 and 474 pounds heavier than the 335i, so you really have to work the engine hard to get the car to deliver its best. The final-drive ratio has been shortened to 3.76:1 from 3.90:1 to help out, but the long throws of the six-speed manual transmission work against you.

All the Right Stuff
GM deserves credit for investing in hardware. This might be the Epsilon II platform, but it has all the best stuff from the big worldwide bin of parts.

It starts with the Haldex all-wheel-drive system introduced by the 2008 Saab Turbo X. An electrically driven hydraulic pump ensures torque is directed to the rear wheels, even if all four wheels are stationary. Like the Turbo X, the 2010 Vauxhall Insignia VXR adds an electronically controlled rear differential, which can actively transfer up to 40 percent of the torque reaching the rear axle between the rear wheels. With the ability to transfer torque front and rear independent of wheel-speed variations and also across the rear axle, you can manage understeer and oversteer situations more effectively.

Coupled with these mechanical changes is a reworked FlexRide system. FlexRide's electronic logic recognizes 11 different types of driving dynamics, and the console button offers a choice among modes that adapts the car's damping, steering and throttle mapping. There are three modes — standard, Sport and VXR — with ascending levels of hyperactivity/stiffness. The VXR mode even turns the dials from white to red to emphasize the urgency.

The Insignia also incorporates "HiPerStrut," which stands for high-performance strut. The VXR engineers have reduced the kingpin inclination angle of the front steering geometry, which promotes better front tire grip by reducing camber change. More important, it also reduces torque steer and improves resistance to steering kickback — important issues in a car with so much power being delivered by the front wheels.
Compared with the AWD version of the Insignia, the VXR sits 0.4 inch lower both front and rear. The spring rates are increased by 5 percent at the front and 12.5 percent at the rear, while the antiroll bars are softer in front and stiffer in the rear, an overall combination that promises much livelier handling responses.

And Yet Not Just Right
We found ourselves frustrated by our inability to tune FlexRide to our preferences, as all such systems do not allow you to isolate the parameters for an ideal setup. It's impossible, for example, to achieve the most aggressive throttle response without choosing the most aggressive damping, which on badly surfaced roads can feel much too stiff. It's hard to complain about a system as sophisticated as FlexRide, yet we're still intrigued by the latest systems that let you change all the variables.

An even bigger issue, though, is the steering, which is utterly devoid of meaningful feedback. Its self-aligning action has increased due to the reduced kingpin offset, so stability has improved at the price of communication. As a result, you feel removed from the action, even though the general chassis setup is pretty lively. When you're up against a BMW 335i, this simply isn't good enough.

The 2010 Vauxhall Insignia VXR's braking system is very high tech, with Brembo calipers matched with floating brake rotors (fade-resistant iron discs carried by lightweight aluminium hats, much like those of the Nissan GT-R). There's lots of braking power, with four-piston front calipers complemented by 14-inch front rotors, but the high-performance brake pads don't make for a very communicative pedal feel.
There's plenty of cornering grip in any case, as these optional 20-inch wheels come with 255/35R20 Pirelli P Zero tires.

A Better Buick Is on the Way
As much as the 2010 Vauxhall Insignia VXR lacks the quality and sophistication to fight head-on with the Audi S4 and BMW 335i, this car will represent an entirely different sort of American car when it arrives here as the 2012 Buick Regal. This mix of Holden, Opel, Saab and Vauxhall parts represents a worthwhile international approach to the highway that should represent something new from Buick.

But when this car does arrive in America — probably with styling developed by GM's China-oriented studio in Korea — it still might not have the performance or handling chutzpah to pose as an intriguing alternative for the committed enthusiast. It is a swift, spacious and competent sedan, but it doesn't yet belong in the exalted company of the premium German competitors.

 

[mikeyb]

Vauxhall Insignia VXR Sports Tourer

For Handsome styling, excellent seats, spacious interior, near class-leading ride.

Against Sluggish initial acceleration, inert steering, relatively high running costs.


Background



The VXR brand, created in 2003, is still in its relative infancy, but here it passes a milestone: the launch of a direct replacement for one of its models.


The VXR version of the Insignia is a car with a proper predecessor. The Vectra VXR was a large, front-wheel-drive family car with a 2.8-litre turbocharged V6 engine.


Things are slightly different this time, though. Not only is the starting point the Insignia vastly more competitive than the Vectra was when it received the VXR treatment, but this version also features four-wheel drive, which is a first for the VXR brand.


Offered as a saloon, hatchback or Sports Tourer (estate), the Insignia has some of the loftiest ambitions yet for a VXR. The Astra medium hatch and Corsa supermini compete against cars of similar status. At 30,000 (over 33,000 in estate form), the Insignia is short on rivals from mainstream manufacturers such as Ford, Renault or Nissan.


No, Volkswagen Passat R36 aside, the Insignia VXRs closest price rivals are (admittedly smaller) premium models from BMW and Mercedes-Benz. Thats a tall order.


Design


Certainly, the design changes Vauxhall has effected work to differentiate the VXR from the rest of the Insignia line-up. There is inspiration aplenty from the 2007 Opel GTC concept car that heralded the beginning of the Insignia revolution, such as the gaping front cutaways that manage to transform the standard cars relatively unremarkable face into something much more dramatic.


The rear gets twin matt silver exhausts for the same effect, and our test cars two-tone, 20-inch alloys complete the less than subtle VXR facelift.
Yes, styling is partly a subjective issue, but all our testers agreed that the estates more balanced proportions were the most pleasing of the three body shapes, at least in part justifying the 1325 premium it demands over the VXR hatch and saloon.


The Insignia VXRs basic drivetrain components are the same as other top-end four-wheel-drive Insignias, including a Haldex clutch to control the torque split front to rear and a torque vectoring differential (shared with Saab) that distributes torque between the rear wheels.


The biggest changes are to the front suspension, the VXR getting new struts (dubbed HiPerStrut) that help to reduce torque steer, in the same way as Fords RevoKnuckle on the Focus RS. Elsewhere, spring rates have been stiffened by five per cent at the front and 12.5 per cent at the rear. The anti-roll bar diameter has been reduced at the front and increased at the rear to improve handling balance, and the whole car sits 10mm lower than the next most sporting Insignia, the SRi.


This new suspension, combined with a more potent 321bhp output from the uprated turbocharged V6 engine, is intended to make the VXR feel like a significantly different model, rather than merely a fast Insignia.

On the Road

With headline outputs of 321bhp and 321lb ft of torque, both peaking at 5250rpm, the Insignia VXR is more powerful than all of its chosen rivals apart from the 328bhp Audi S4, but this isnt reflected in its performance on the road.


The turbocharged 2.8-litre V6 is a large, lazily boosted engine that gives a smooth build-up of power, virtually free from the sudden, non-linear turbo surge that afflicts the Astra VXR.


Things pick up as the turbo kicks in and you climb higher up the rev range. Performance here is strong, if not as outright quick as Vauxhall might like. Our two-way average 0-60mph figure of 6.7sec completed with two occupants lags well behind the claimed figure of 5.9sec and leaves the VXR trailing its closest rivals in a straight line.


There are three performance modes to choose from: Normal, Sport and VXR. The latter is the most sporting and stiffens the dampers, weights up the steering and sharpens throttle response, but even in this setting the amount of throttle pedal travel and revs needed for a smooth downchange makes heel-and-toeing difficult a fact that frustrates on the track.
The Insignia has little trouble deploying its considerable power and makes for a highly effective cross-country weapon. Turn-in is crisp and theres strong front-end bite in the dry, but the VXRs cornering finesse is dealt a serious blow by its sterile steering. Though quick enough, it is too light and fails to give the driver any feedback, no matter which of the dynamic modes are selected.


Although all the signs are that the VXR Insignia will have a poor ride (20-inch alloys, suspension lowered by 10mm over the SRi model and stiffer springs), it is actually admirably comfortable and a fine cruiser. Both the primary and secondary ride are among the best youll find in this class. Imperfections and undulations in the road surface are easily absorbed without fidgeting and jarring, regardless of the setting.


Living


Although there are aspects to the Insignia cabin we would like to see improved (mainly the finish on some of the switchgear), in its overall design and ergonomics it is a success. To this the VXR adds a thicker flat-bottomed steering wheel and new gear lever. The dials feature VXR logos, as do the entry side plates, and a black headlining reiterates that this is the most serious Insignia.


One aspect of the regular Insignia we particularly like is the range of seat adjustment, specifically that the driver can get nice and low. The VXR goes further still, its Recaro front seats sitting up to 15mm lower. And providing comfort and support in equal measure, the seats are suitable for both lapping a circuit and long-distance cruising.


The VXRs all-wheel drive system does nothing to reduce the Sports Tourers impressive boot space. With a minimum of 540 litres, it matches that of the Ford Mondeo estate and offers more than the BMW 335i Touring, Audi S4 Avant and VW Passat R36 estate. This rises to 1530 litres with the rear seats folded still more than the BMW and Audi, if not as much as the Ford and VW.


At 32,320, the Insignia VXR Sports Tourer is not a cheap car. Vauxhall would like you to look at it this way: that the VXR offers as much driving appeal as BMWs 335i Touring and Audi S4 Avant for several thousand pounds less. While there is some logic to the argument the Insignia is a fast, competent, comfortable and spacious car it is not watertight.
In reality, both the BMW and Audi are quicker and the 335is broader appeal justifies its extra cost. The Insignia VXR is also likely to cost more to run than its German rivals. For private buyers it will depreciate at a faster rate, and for company buyers a CO2 rating of 274g/km places it in the highest BIK band (the 335i sits three percentage points lower). The Vauxhall also has the worst claimed fuel consumption, which in our experience means an average in the low 20s.