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MAINSTREAM TACKLE

Models Covered: 4-door saloon, 5-door hatch and estate, 1.8, 2.0T, 2.2, 3.2 petrol, 2.0, 2.2DTi 1.9, 3.0CDTi diesels [Expression, Active, Energy, Exclusiv, Club, LS, Design, SXi, SRi, GSi, Elegance, Elite]

BY ANDY ENRIGHT

The Vauxhall Vectra was a car designed for its purpose in life almost too well. Vauxhall had identified that the target market were almost all company reps looking for a fast, quiet, smooth riding and inexpensive medium range car and built a very good motorway car. The press hated it and, image-wise at least, the car never really recovered from its initial critical blasting. Its successor, launched in 2002, may have looked a good deal more radical, but much of the mechanics and the feel was largely the same. Again, it was a car superbly focused on its task but which never really tugged at the heart strings. Can a used Vectra make an appealing choice for the private buyer? If you choose wisely, yes it can.

"What you’re looking at here is a phenomenon" proclaimed actor Ed Harris in the advertisement for the Vectra. " This was a car that possessed an Interactive Driving System that set ‘new rules for ride and handling’. New rules? A strange choice of phraseology perhaps designed to mask the fact that the Vectra in fact broke no new ground. While the hype machine was in overdrive, the fact was that the latest Vectra, although undoubtedly handsome, well equipped and generally pleasant to drive followed in the same vein as its predecessor. With a range of powerplants largely carried over from the previous generation car (itself no bad thing), the Vectra actually offered a very decent blend of new features, new styling and tried and tested mechanicals. Despite the mauling the old car received in the popular press, buyers were able to see through the hyperbole and the car sold in respectable numbers and the latest Vectra is no exception. Vauxhall added to the range with new engines including the 2.0-litre Turbo powerplant and the long awaited Vectra estate variant debuted in summer 2003. A long-wheelbase spin-off of the Vectra platform was also developed in the shapely form of the Signum, a car that aimed to bridge the gap between mainstream models and cash cow prestige marques. 120 and 150bhp 1.9-litre CDTi diesel engines arrived in spring 2004 to join the existing 3.0-litre CDTi in forming the Vectra’s common-rail contingent. A facelifted version of the Vectra was announced in the summer of 2005. It saw the car inherit the rakish frontal styling cues previously seen on the mkV Astra hatchback. Handling sharpness was also improved and the range-topping 3.2-litre V6 powerplant was replaced by a 2.8-litre turbocharged V6 with 227bhp. That engine was later boosted to 253bhp and installed in the VXR performance model. In the early part of 2006, the 120bhp 1.8-litre petrol engine that propped up the range was replaced by a more advanced 1.8-litre unit packing 140bhp. The newcomer offered better economy and performance at the same price. From the autumn of 2006 the VXR performance model received an upgrade to 276bhp.

A key area that Vauxhall needed to address with the Vectra was the whole driver environment. Times had changed. Smithers from Field Sales no longer automatically received a new Vectra every three years whether he liked it or not. Company car taxation schemes have moved on and fleet users are increasingly choosing their own cars. In order to compete, medium range models like this need showroom appeal. They have to feel special as soon as you slip behind the wheel. Towards the end of its days, the previous Vectra felt pretty ancient. The latest model, in contrast, has an interior with the sort of minimalist, clean lines you’d expect in a Hoxton trendy's loft conversion, all backed up by controls so simple it’s easy to underestimate the amount of thought that has gone into their conception – a sure indicator of smart design. Only the fiddly redesigned indicator stalk will infuriate: why couldn’t they leave it alone? The width of the platform allows a number of features to be built into the chunky centre console. It also means that the buttons don’t need to be the size of pinheads, something you’ll appreciate when trying to adjust the controls. Vauxhall have helped by mounting a number of controls on the steering wheel, itself infinitely adjustable. Rain sensitive wipers, parking radars front and rear, tyre pressure monitors and an electronic child seat detector that disables the airbag are features which were often previously the preserve of upmarket executive offerings. The Vectra has now followed many of its rivals in appropriating these refinements for the mainstream market. Opinions may be divided on the latest look: still recognisably a Vectra, it takes the best aspects of the chamfered Renault Laguna and combines them with bluff, industrial planes and bold styling that is distinctly Germanic. Probably more important is what lies beneath the bodywork – a structure that is 60% stiffer. You’ll feel the result in terms of sharper handling, lower levels of body roll and fewer squeaks and rattles. Equally vital of course is the space inside that shape, which is 100mm longer, 50mm wider and 50mm higher. In order to create a more airy feeling inside, the rear seat passengers sit 20mm higher than those at the front.

Prices for the Vectra open at around £5,800 for an 02 plated 1.8-litre Club saloon with hatchbacks retailing for around £200 extra. The slightly sporting SXi variant opens at £6,100 if you want four doors. The 2.2-litre petrol-engined car offers a decent blend of economy and oomph and prices start at little more than the 1.8-litre versions. You can expect to pay £6,100 for an 02-plated 2.2 LS hatch but you’ll need a little more to afford the rather more eyecatching SRi variant, £7,000 being the opening price for one of these. The diesel cars will be of more interest to those looking to log big miles and/or save on fuel bills. With CO2 based emissions becoming increasingly important when specifying company car fleets, there will already be a fair few ex-fleet DTi diesel Vectras in the used car arena. Both the 2.0-litre and the 2.2-litre are well worth tracking down. Prices start at £6,500 for an 02-plated 2.0DTi LS saloon while an equivalent year 2.2DTi LS hatch will command just over £6,700.

The reliability of the Vectra is thus far unquestioned but that's hardly surprising given the fact that its mechanicals are all well known and proven. General Motors spent an enormous amount of money developing the Vectra and the thoroughness of its effort shows. So far no significant faults have yet to be reported.

(Based on a 2002 Vectra 1.8 Club ex. VAT) Spares are priced very reasonably which is what you’d expect from Vauxhall. A full exhaust will be around ££275. A full clutch assembly will be in the region of £80, while brake pad sets will be just under £20. A replacement alternator should be about £90, a radiator around £140 and a starter motor will cost about £75.

Vauxhall identified three areas that needed emergency remedial action when it was faced with a blank sheet of paper. To start with, ride and handling had to be addressed, in order to match standards like those set by cars like Citroen’s C5. The engineers had tried – and failed – to do that with the old Vectra’s mid-term revisions back in 1999: this time, they had to do much better. And they have: this is still no Mondeo, but it gets surprisingly close. Lessons have clearly been learnt, with unsprung weight having been taken out of the suspension setup through the use of aluminium componentry. The track has been made wider to aid stability and a whole raft of electronic back-ups have been developed in the event of the driver running out of talent. Principal amongst these is the clever ESP+ stability control system: rather than just cutting the power and adding braking when you get into trouble, it senses that more gradual remedial action may be required and acts accordingly. The electro-hydraulic power steering is also a big improvement – though could still do with more feel. Where this Vectra really can’t be bettered however, is in terms of ride and refinement: it’s the sort of car you feel you could drive all day in. If you want a real dollop of power, check out the 3.2-litre V6 GSi version. This car has that same languid, expensively damped feel as a decent BMW, the steering promising great things. It feels premium, expensive and ineffably competent. You’ll feel the impish delight that comes when you’ve suddenly been granted huge and wholly inconspicuous power. With 208bhp and a rippling 221lb/ft of torque to rely upon, the Vectra GSi is rarely caught without big reserves of shove on tap. Vauxhall claim a sprint to 60mph in 7.0 seconds but it’s the sheer effortlessness of the power delivery that impresses. Best not to ask about the CO2 emissions.

Taken in isolation, the Vectra is a very good car, ideally suited to its key activity, namely pounding the UK motorway network with a bootful of samples. Unfortunately it arrived just in time to run headlong into talented all-rounders like the facelifted Ford Mondeo, the Mazda6, the Honda Accord and the Toyota Avensis. As far as desirability goes, the Vectra struggles against this sort of opposition but on more quantitative measures it’s in there with a shout. It’s mass-market badge and so-so image will doubtless mean there are some bargains to be had for the canny used buyer who isn’t concerned with petty golf club car park rivalry.

I IS FOR IMPORTANT
The Vectra SRi Has Long Been An Important Model For Vauxhall. These Days It’s Impressive As Well As Important. Andy Enright Reports

Who can forget that cringeworthy documentary of the mid nineties that highlighted the grotesque pecking orders amongst reps when it came to company cars? " Do you know what the "i" on the back stands for? Important" crowed one polyester-suited berk. These days, attitudes have changed, the Vauxhall Vectra has changed but the berk may have been right in one respect at least. The SRi model is hugely important for Vauxhall and there’s more to it than a set of injectors, some alloy wheels and a rear spoiler.

The ‘old’ Vectra SRi accounted for around one fifth of all Vectra sales, not bad going when there were Envoy, LS, Club, GLS, CD, CDX, Tourer, SXi, and GSi models also snouting the trough. The SRi models are not only significantly different from the rest of the Vectra range but they’re also vehicles unique to the UK, developed and built specifically for British driving conditions. The current facelifted Vectra even sports sleeker looks borrowed from the Astra hatchback and the SRi trim is best equipped to make the most of them. Available as a five-door hatch or an estate, the SRi versions of the Vectra are powered by a choice of a 140bhp 1.8-litre 16v, a 175bhp 2.0-litre turbo, a 2.2-litre 16v and for those who hanker after a diesel, the 1.9-litre CDTi and 3.0-litre CDTi powerplants. The engines we largely know about, familiar friends from the rest of the Vectra range but the SRi package merits further investigation. Yes there is a set of body modifications, but it’s subtle. Blink and you’ll miss the honeycomb grille, the deeper front and rear bumpers and the colour-keyed sills that run down each side. There’s even a rear spoiler that’s so small it’s almost imperceptible and 17-inch six-spoke alloys are fitted with 50-series low profile tyres.

"The steering feeling nicely weighty and expensively oiled…"

Jump inside and you’ll spot eight-way adjustable sports seats, a leather covered steering wheel, chrome ringed dials and a selection of chrome and platinum highlights on the fascia, doors and gearshift. You could almost kid yourself that this was a proper sports saloon rather than a Vectra. Then you realise quite how much work has gone into the chassis and suspension set up and you begin to realise that you may have to eat your words. In developing the SRi, the engineers from GM’s International Technical Development Centre had a number of key objectives in mind. Not only must the ride quality and refinement levels be maintained, but the chassis and steering responses had to be sharpened. The car had to sit lower to the road on lower profile tyres yet noise, vibration and harshness needed to be kept to acceptable levels. The steering is a little quicker than the standard Vectra, the ratio reduced from 16:1 to 15:1 but in truth the Vectra’s steering was already one of its strongest suits, so only a mild tweak was necessary. Lowering the ride height by 20mm gave the car a more aggressive stance and drops the centre of gravity. In order to compensate, vertical wheel travel at the front has been cut by 15mm and front spring rates increased by some 20%. Damping was also beefed up. Using the Vauxhall scale to measure the level of damping where the entry-level 1.8-litre model is V1 and the 2.2-litre 16v is V2, the SRi variants have been tuned to the level of V5. Harder bushes were used for the roll bar and suspension mounts. At the back the rear axle, damping and spring rates were also increased and a meatier anti-roll bar was fitted. Get behind the wheel of a Vectra SRi and it feels right straight away. It’s one of those cars that tells you within five seconds of pulling away that it’s about to offer up some fun, the steering feeling nicely weighty and expensively oiled. There’s a muscularity to the body control too, with no crashing or harshness being transmitted to the cabin, even when negotiating the average scabby British B-road. The 1.8-litre engine offers the least to the keen driver, its 140bhp being delivered willingly and economically, but if you’re in the market for a car that handles as sharply as the SRi you really need an engine that can give the chassis some physics to chow down on. The 2.2-litre 147bhp petrol engine is a good engine – the same in fact as that was once fitted to the VX220 sportscar and, less auspiciously, to Zafira, Omega, Astra and Frontera models. Being 200cc larger than the class 2.0-litre norm, it’s not surprising to find this car boasting class-leading performance. You don’t necessarily see that in the traditional 0-60mph and maximum speed figures (9s and 134mph) but you certainly do when it comes to a torque output of 203Nm. The 175bhp 2.0-litre engine that represents the quickest SRi is a surprisingly restrained thing, getting to 60mph in 8.1 seconds without all manner of turbo drama. The CDTi units are better for those who like to keep an eye on their fuel gauge. 0-60mph in 8.8 seconds is possible in the 150bhp version and the 120bhp unit is a little more tardy posting a 10.5s time. Combined fuel consumption of 48.6mpg and 49.6mpg respectively make these powerplants impressively economical. At the top of the range, the 3.0-litre CDTi diesel reigns supreme with masses of torque and decent economy. A word to the wise for fleet managers. Photocopier salesmen don’t need Vectra SRi models. They’d only spill the toner. Standard models will do. A Vectra for the private buyer? You read it here first…

Facts At A Glance CAR: Vauxhall Vectra SRi range PRICES: £17,225-£23,365 INSURANCE GROUP: 8E-13E CO2 EMISSIONS: 176-214g/km PERFORMANCE: [2.2 petrol] Max Speed 133mph / 0-60mph 10.0s FUEL CONSUMPTION: [2.2 petrol] (urban) 23.7mpg / (extra urban) 42.2mpg / (combined) 32.8mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ABS WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4596/1798/1460mm [4dr]

PUMP UP THE VOLUMES
Here’s What Should Prove To Be Vauxhall’s Biggest Selling Vectra – The 1.8-Litre ECOTEC Version. Andy Enright Reports…

VVT. This three letter acronym may not mean much to many, but it’s enough to transform Vauxhall’s 1.8-Litre Vectra from one of a bunch to something that’s well worth a second look. Without getting too technical, it stands for variable valve timing and this trick piece of engineering turns a 122bhp powerplant into one with significantly more about it when you press the throttle pedal. 140bhp worth of attitude to be precise.

Vauxhall face a genuinely tough time with the Vectra and needed to give it every competitive advantage they could muster. Not only was the template for the generic business user who used to make up much of the Vectra’s clientele rapidly changing, but the significant proportion of private buyers who wanted something affordable, refined and sensible had also virtually evaporated overnight. Marques such as BMW and Audi realised that buyers were prepared to swap size for badge equity. To add to this market situation, Peugeot had weighed in with the excellent 407, Volkswagen had transformed the Passat and Honda’s Accord was also suddenly loaded with so much technology it looked as if it had ram raided a local ranch of Comet. There’s an old poker player’s saying that ‘if you look round the table and can’t work out who the sucker is, chances are it’s you.’ Vauxhall weren’t keen to find themselves in that position.

"Vauxhall’s fleet favourite is now the car it should always have been"

So it is that they’ve given this entry level Vectra a real shot in the arm. Previously it would have been trampled underfoot by the likes of the 407 but with the addition of VVT, it has found a public phone box, done a quick change and come out if not rippling with muscle then a good deal more buff than before. Power is boosted from 122bhp to 140bhp, slashing more than half a second off the sprint to 60mph - the VVT-equipped car managing it in 9.9 seconds - and at the same time, raising the top speed by 5mph to 131mph for the Vectra hatch. Despite these improvements, fuel consumption is actually reduced by an average of 3 per cent, with the new engine achieving 39.2mpg on the combined cycle. More importantly from a company driver’s perspective, the more efficient engine results in significant benefit-in-kind tax band reductions. The SRi hatchback’s emissions drop from 182g/km to 173g/km, while non-SRi models drop from 175 to 173g/km. This is enough to drop the SRi by two percentage bands to 21 percent. This has been made possible by using advanced valve and cam phasing technology, which makes sure the engine is operating at its most efficient. With 90 percent of the 175Nm maximum torque available between 2,200 and 6,200rpm the car feels lively and responsive even at lower speeds, making everyday driving more relaxed with less need to change gear and work the engine. Despite additional features such as VVT, engineers succeeded in making the new engine three percent lighter than the previous version, while achieving increased stiffness and structural strength. This all brings improvements in refinement and efficiency with no compromises to the driving dynamics. Everyone’s happy. This ECOTEC unit also uses high-tech drive-by-wire technology. Depressing the throttle pedal sends a command to the ECM (Electronic Control Module) which then controls the engine. Throttle cables? Who needs them? Drive-by-wire is supposed to improve ‘driveability’, require a lower pedal pressure and improve emissions. Though the old Vectra sold well, it would have sold a lot better had it not had car park-cred akin to a Eurovision Song Contest winner. Ex-Audi stylist Martin Smith was tasked with creating a very different, more characterful shape and with the more recent inclusion of headlamps and grille borrowed from the Astra, the Vectra now has genuine on-road presence. Take a seat behind the wheel and the Vectra is a pleasant place to be with the controls sensibly located and easy to fathom without recourse to the manual. Talking of switchgear, you’ll either love or hate the one-touch indicator stalk which automatically returns to the ‘neutral’ position and gives three flashes if you push it to the first click. Otherwise, it’s all good news. The steering wheel can be adjusted for reach as well as rake, the seats are comfortable and supportive and there are twin cupholders both front and back. It’s a fairly well-established fact that the Vectra can match any car in the medium range sector on grounds of refinement and comfort. The trick for engineers working on the current facelifted car was to retain those respected qualities while injecting more by way of driver involvement and improving the car’s dynamic abilities. It sounds a fine balancing act but they may have pulled it off. There’s more steering feel and better chassis control in today’s Vectra but the crown jewels of that silky ride and the whisper-quiet cabin remain intact. In fact, Vauxhall claim that refinement is actually improved as well. It’s easy to take the Vectra for granted. By giving the entry-level model this power boost, Vauxhall hope they can get prospective customers behind the wheel for test drives. It’s then, and only then, that the utterly unexpected depth of quality and engineering shines through. It’ll never be the most charismatic car in its class but what it lacks in personality, it more than makes up for in other areas. This 1.8-litre ECOTEC Vectra is now a very good car. Whether that’s enough remains to be seen.

Facts At A Glance CAR: Vauxhall Vectra 1.8 ECOTEC range PRICES: £14,900-£19,050 – on the road INSURANCE GROUPS: 7-8 CO2 EMISSIONS: 173g/km PERFORMANCE: Max Speed 131mph / 0-60mph 9.9s FUEL CONSUMPTION: (combined) 39.2mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ABS WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4596/1798/1460mm [4dr]

THE FLYING V
The days are numbered for Vauxhall’s Vectra but that doesn’t mean that at the right price, it can’t still be a decent buy. Steve Walker reports…

For all its good points, of which there are many, the Vauxhall Vectra still labours under its repmobile image. The stereotype persists that these vehicles are the preserve of company car drivers who spend their lives pounding the country’s motorway network, doggedly intent on gaining promotion and the resulting passport into some compact executive wheels. Is it deserved? You could have argued the case for Vectra models of old but today’s car is a far more rounded piece of work. It is still purchased largely by fleets and company car user-choosers but they’re getting much, much more than a crude motorway mile-muncher.

You can see how preconceptions surrounding the Vectra and its ilk can become a self-fulfilling prophecy. Faced with the raft of practical mini-MPVs, trendy compact 4x4s and desirable sporting models available today for similar money, private buyers who would have immediately plumped for a medium range family saloon a few years ago can easily have their heads turned. Mis-held ideas of the Vectra as staid fleet fodder can prompt private buyers to look elsewhere and the effect is that the majority of models you see on the road actually are company cars. So what’s the truth where the Vectra is concerned? Its days are numbered of course with the impending launch of Vauxhall’s more up-market-looking Insignia model but that doesn’t mean that a Vectra can’t still represent a good buy if you get the right price. The current model was facelifted a couple of years back. We were told then that the car’s styling was completely new from the A-pillars forward but on viewing it, there was the sneaking suspicion that the front end had been sighted somewhere before. It had: visually, the Vectra appears to have been driven into the back of an Astra family hatchback at extremely high speed. The resulting concertina-effect sees the bonnet, lights and grille of the smaller car now protruding from the front of its larger sibling. This is no bad thing of course: the Astra has been hailed for its bold, sharky looks since launch and today’s Vectra inherits them. The large headlights jut upwards into the bonnet and the grille, married effectively to the under bumper assembly, provides real presence on the road. At the back, the bumper has been reworked on some models and the range of wheel designs has also been given a good going-over.

"It’s a fairly well-established fact that the Vectra can match any car in the medium range sector on grounds of refinement and comfort"

The Vectra’s cabin has long been a haven of tranquillity. Ever since the launch of the original version of the current car, it has provided a suitably relaxing environment for marathon motorway trips and this facelifted model has upped the anti. ‘Soft touch’ is revealed as the key phrase as you run a finger over the surfaces, press the buttons and flick the switches in the tried and tested manner. The old cabin was a little too grey for many tastes but upgraded seat fabrics and trim inserts, a smaller, more sports-orientated steering wheel and a jazzed-up instrument panel all help to make the current model a more interesting place to be. The range of trim, body and engine options is massively diverse but Vauxhall have always gone large in this area. There are saloon, five-door hatchback and estate bodystyles, along with trim levels that draw increasingly heavily from the options list as they ascend from Exclusiv through Life, Design and sporty SRi to the ultimate Elite (luxurious) and VXR (quick) models. Even the Exclusiv option that props the others up gives you air-conditioning, six airbags and a driver’s seat with eight adjustments that furthers the Vectra’s reputation for comfort. Skipping up the range a little, the Design option yields climate control, rain-sending wipers and auto headlamps - which presumably are dark sensing. It also gives estate buyers an electrically opening tailgate. In the engine room, there have been some noteworthy changes. The petrol line-up nowadays opens with a 140bhp 1.8-litre 16v powerplant, then there’s the tried and tested 2.2-litre with 145bhp and the 173bhp 2.0-litre Turbo engine that’s offered with the more frenetic models. All of these are carried over from the pre-facelift Vectra but the range-topping petrol model isn’t. This is now a 2.8-litre turbocharged V6 making 227bhp when offered with Elite trim, mated to a six-speed automatic gearbox. The same powerplant churns out 276bhp in the performance-orientated VXR which will fire you from 0-60mph in 6.1s. The diesel range remains totally the same but Vauxhall have some accomplished oil-burners in their ranks. The 120 and 150bhp versions of the 1.9-litre CDTi models are predicted to be the biggest sellers but those craving more torque can upgrade to the mighty 174bhp 3.0-litre CDTi. The entry-level 1.8-litre might be the unsung hero in all of this with its 173g/km CO2 emissions, 40mpg economy and a 9.9s 0-60mph sprint. It’s a fairly well-established fact that the Vectra can match any car in the medium range sector on grounds of refinement and comfort. The trick for engineers working on the current facelifted car was to retain those respected qualities while injecting more by way of driver involvement and improving the car’s dynamic abilities. It sounds a fine balancing act but they may have pulled it off. There’s more steering feel and better chassis control in today’s Vectra but the crown jewels of that silky ride and the whisper-quiet cabin remain intact. In fact, Vauxhall claim that refinement is actually improved as well. The current facelifted Vectra has addresses the criticisms levelled at the original model. It’s more rewarding to drive and the styling has a more distinctive and sporty edge. The standard of the car’s ride and refinement were never in doubt and although equipment levels look generous, pricing remains tight and dealers will be willing to deal as the Insignia’s launch draws closer. There’s substantially more to the Vauxhall Vectra than many people’s repmobile preconceptions will allow them to discover but their loss is the photocopier salesman’s gain.

Facts At A Glance CAR: Vauxhall Vectra range PRICES: £15,445-£26,420 – on the road INSURANCE GROUPS: 9-18 CO2 EMISSIONS: 154-271g/km PERFORMANCE: [2.2i petrol] Max Speed 133mph / 0-60mph 10.0s FUEL CONSUMPTION: [2.2i petrol] (urban) 23.7mpg / (extra urban) 42.2mpg / (combined) 32.8mpg WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4596/1798/1460mm [4dr]

A GENEROUS SERVING OF PUNCH
Still Holding Clarksonesque Views About Vectras? The CDTi150 Models Have The Power To Convert Even The Most Cynical. Andy Enright Reports

Let’s lay one nugget of bar room ‘wisdom’ to rest straight away. The Vectra is no longer the anodyne, lowest common denominator repmobile it was once commonly perceived as. Yes, the majority of cars sold still go directly to fleets but the Vectra has at last become a car that you could conceivably buy with your own money. Especially if it’s a CDTi150 diesel version.

Let’s face it, none of us enjoy forking out for fuel. It’s not so much the tedious time spent inhaling carcinogens on a windy forecourt, the tempting range of preservative-stuffed pastry snacks or even the opportunity to interact with a night cashier suffering from chronic body odour problems that tends to grate. It’s the feeling as you watch the numbers click over that you’re being royally stuffed by the Chancellor. If you enjoy driving as much as I do, you’re faced with a quandary. You can either roll over and surrender or you can take action. The latter usually comes in one of three forms. Choose a lightweight sports car that doesn’t hammer the fuel, choose a car converted to run on LPG or opt for one of the latest generation sports diesels. If you’ve got a family, the last of these options is probably the most practical, as LPG conversions are still few and far between and are hard to come by on cars that offer the driver any real fun. Entertainment is definitely on the agenda with a car like the Vectra CDTi 150. As the name suggests there’s a hefty 150bhp on tap which is very creditable indeed for a car that sups from the black pump. More importantly, this engine can generate a stump-pulling 315Nm of torque. That’s a lot of muscle under your right foot. It makes this Vectra feel stronger in the mid-range than cars like the Jaguar XJ6, the Porsche Boxster S and the Subaru Impreza WRX. You’ll believe that nugget of information the very first time you accelerate down an on-ramp to merge with fast flowing motorway traffic, the seamless urge of the turbocharged engine offering genuinely rapid acceleration. Even from a standing start – where diesel engines rarely post good figures – the Vectra will notch off the sprint to 60mph in a mere 8.8 seconds, running on to a top speed of 134mph. The estate version is marginally slower, getting to 60mph in 10 seconds and running out of steam at a still rapid 132mph.

"Entertainment is definitely on the agenda with a car like the Vectra CDTi 150"

The CDTi engine is a four-cylinder unit of 1910cc displacement and is fully compliant with the Euro4 emissions regulations. This means that the Vectra sidesteps the usual three per cent surcharge that company car drivers often get stung by, reducing their Benefit In Kind tax bill. The engine’s efficiency owes much to the turbocharger with variable turbine geometry and huge intercooler. With four valves per cylinder and common-rail architecture the engine is bang up to date, the big payoff being a combined fuel economy figure of 48.6mpg for the hatch and 46.3mpg for the estate. There’s even a 6-speed automatic gearbox option. Much has been written of the latest Vectra. Much of this has spouted from the pen of the same Mr J. Clarkson who nailed the previous model’s press launch with his infamous silent protest. Whilst a fatwah still exists on the bouffant one in Luton, he’s been at it again regarding the latest car, albeit in far more voluble terms. The difference this time is that others have responded, springing to the Vectra’s defence. The current model has been subjected to a reasonably thorough facelift for a start. We were told that the car’s styling was completely new from the A-pillars forward but on viewing it, there was the sneaking suspicion that the front end had been sighted somewhere before. It had, the Vectra appears to have been driven into the back of an Astra family hatchback at extremely high speed. The resulting concertina-effect sees the bonnet, lights and grille of the smaller car now protruding from the front of its larger sibling. This is no bad thing of course: the Astra has been hailed for its bold, sharky looks since launch and today’s Vectra inherits them. The Vectra’s cabin has long been a haven of tranquillity. Ever since the launch of the original version of the current car, it has provided a suitably relaxing environment for marathon motorway trips and this facelifted model has upped the anti. ‘Soft touch’ is revealed as the key phrase as you run a finger over the surfaces, press the buttons and flick the switches in the tried and tested manner. The old cabin was a little too grey for many tastes but upgraded seat fabrics and trim inserts, a smaller, more sports-orientated steering wheel and a jazzed-up instrument panel all help to make the current model a more interesting place to be. It’s a fairly well-established fact that the Vectra can match any car in the medium range sector on grounds of refinement and comfort. The trick for engineers working on the current facelifted car was to retain those respected qualities while injecting more by way of driver involvement and improving the car’s dynamic abilities. It sounds a fine balancing act but they may have pulled it off. There’s more steering feel and better chassis control in today’s Vectra but the crown jewels of that silky ride and the whisper-quiet cabin remain intact. In fact, Vauxhall claim that refinement is actually improved as well. It’s taken quite a while for the Vectra and the diesel models in particular to elevate themselves to a position where they can credibly challenge for class honours. With the CDTi150 models, that time has now arrived. Vauxhall are understandably proud of this car. More power to ‘em.

Facts At A Glance CAR: Vauxhall Vectra CDTi 150 diesel range PRICES: £16,375-£23,725 INSURANCE GROUPS: 10-11 CO2 EMISSIONS: 159g/km PERFORMANCE: Max Speed 134mph / 0-60mph 8.8s FUEL CONSUMPTION: (combined) 48.6mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ABS WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4596/1798/1460mm [4dr]

SHORT BUT SWEET
The Entry-Level Vauxhall Vectra Has More To Offer Than You Might Imagine. Steve Walker Reports…

Sometimes it makes sense to abbreviate. Edson Arantes de Nascimento would have been a commentator’s nightmare as he weaved his magic on the football pitch if the childhood nickname ‘Pele’ hadn’t stuck. On the other hand, Dutch striker Jan Vennegoor of Hesseling would generate more sales in the club shop but for the astronomical cost to fans of having his name printed on the back of a shirt – and the broad shoulders they’d need to wear it legibly.

The same is true of cars. Fancy turning up for work driving a ‘Life In A New Age’ or taking the ‘Midships Runabout II’ for a spin? Thought not, but the Suzuki Liana and Toyota MR2 proved more palatable. Vauxhall’s abbreviation of their Vectra Exclusiv model is modest by these standards but while lopping off that ‘e’, they’ve also kept the price in trim and that’s what really matters. The way things usually work in car model ranges is relatively simple. The line-up extends upwards from the base model with the different trim levels successively yielding more equipment and costing more money as you ascend. The Vauxhall Vectra range would follow along these lines, were it not for the Exclusiv derivatives which seem to throw a spanner in the works. Exclusiv Vectras are the least expensive in the range, at prices starting from £14,900, but they actually provide a superior package of equipment to the Life variants. This might lead us to believe that Exclusiv is some kind of special edition, a limited time offer to drum up sales in the short term, but Vauxhall treat it as a permanent part of the range. The answer may lie with the Vectra’s undying popularity with the big fleets. The car sells in impressive quantities but most of the units shifted are accounted for by corporate customers stocking up on vehicles for their employees to drive. These kinds of buyers can negotiate big discounts and tend to favour cheaper, more sparsely-equipped models but the Exclusiv is aimed at private buyers who will be paying close to list price and will take all the creature comforts they can get.

"Exclusiv Vectras are the least expensive in the range but they actually provide a superior package of equipment…"

The Exclusiv lays it on pretty thick too. Buyers receive 16-inch alloy wheels with low profile tyres, chrome effect window trim, body-coloured door handles and a sports front air dam to enliven the exterior. Meanwhile, the interior comes complete with a CD stereo, air-conditioning, six airbags, an eight-way adjustable driver’s seat, an adjustable steering column and a remote control security alarm. It’s a comprehensive package featuring the kinds of things that a private buyer looks for in a car of this price and it comes on top of standard Vectra equipment like electric front windows, cruise control, electric/heated door mirrors and steering wheel audio controls. The choice of power for Exclusiv models is a three-way one. Petrol buyers can have the 140bhp 1.8-litre 16-valve and that’s their lot but diesel customers have 120 and 150bhp versions of Vauxhall’s CDTi common-rail diesel engine to mull over. The 140bhp 1.8 petrol unit is an impressive unit, drive with a feather-light right boot and close to 40mpg should be possible but drop the hammer and a 9.9s 0-60mph sprint followed by a 131mph top speed is on the cards. The 120CDTi costs £1,000 more so you’d expect it to be better. It offers slightly inferior acceleration at 10.5s but this makes little difference to the driving experience and the detrimental effects of a 124mph top speed will only be felt on a track or the nearest Autobahn. What the diesel does do is produce substantially more torque than the petrol for a more flexible mid-range and, of course, close to 50 miles from every gallon of fuel won’t go amiss. Another £500 puts you in the driving seat of the highlight of the Exclusiv range – the 150bhp 1.9-litre CDTi. Here there’s more zip to the acceleration with 60mph dispatched from standstill in 8.8s, a 135mph top speed and average economy of 48mpg. Most keen drivers will find the extra money for a 150. The current model has been subjected to a reasonably thorough facelift. The large headlights jut upwards into the bonnet and the grille, married effectively to the under bumper assembly, provides real presence on the road. At the back, the bumper has been reworked on some models and the range of wheel designs has also been given a good going-over. The old cabin was a little too grey for many tastes but upgraded seat fabrics and trim inserts, a smaller, more sports-orientated steering wheel and a jazzed-up instrument panel all help to make the current model a more interesting place to be. It’s a fairly well-established fact that the Vectra can match any car in the medium range sector on grounds of refinement and comfort. The trick for engineers working on the current facelifted car was to retain those respected qualities while injecting more by way of driver involvement and improving the car’s dynamic abilities. It sounds a fine balancing act but they may have pulled it off. There’s more steering feel and better chassis control in today’s Vectra but the crown jewels of that silky ride and the whisper-quiet cabin remain intact. In fact, Vauxhall claim that refinement is actually improved as well. Offered in five-door hatchback and estate form, the Vectra Exclusiv is a proposition designed to tempt the private buyer. It certainly stands out from the rest of the range on value, offering more equipment than some derivatives for less money. It sounds like a special edition but we’re led to believe that the Exclusiv is here to stay. How do Vauxhall do it? Must be all the money they saved by axing that ‘e’.

Facts At A Glance CAR: Vauxhall Vectra Exclusiv range PRICES: £14,900-£17,825 – on the road INSURANCE GROUPS: 7-11 CO2 EMISSIONS: 154-184g/km PERFORMANCE: [120 CDTi] Max Speed 124mph / 0-60mph 10.5s FUEL CONSUMPTION: [120 CDTi] (urban) 38.2mpg / (extra urban) 60.1mpg / (combined) 49.6mpg WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4596/1798/1460mm [5dr]

TURBOS TO THE FORE
The Vectra 2.0T Neatly Plugs A Gap In Vauxhall’s Range - But Is It Enough To Convert The Cynics? Andy Enright Reports

If you buy into the view that the Vauxhall Vectra represents all that’s best about the fresh face of Vauxhall – and many do – you may perhaps be a little puzzled regarding their solution to plugging a worrisome hole in the Vectra line up. There’s no high-tech direct injection, variable valve timing shenanigans here. Vauxhall has apparently gone back to the eighties and bolted a turbo onto the Vectra.

Is this the same Vauxhall who have leaped to the head of the pack with the Meriva, Zafira and the Astra, who rewrote what was acceptable for a big manufacturer when they launched the VX220 and who had everybody scratching their heads with the Signum? Of late, Vauxhall have been one of the most progressive manufacturers; remarkable when you consider their sheer size, but is this Vectra 2.0-litre turbo similarly ground breaking? Despite its old-school image, the turbocharger is as relevant now as it was back in the heyday of hot hatches with too much power and not enough handling. These days, canny manufacturers have worked out that a turbocharger can be a neat way to sidestep the worst of the CO2 based emissions taxation. With a decent power output and relatively low emissions, a turbocharged car often makes a good deal more sense than a similarly powered normally aspirated one. That’s why we are in fact seeing a renaissance in turbocharging with mainstream manufacturers such as Vauxhall and Renault now offering ‘blown’ models in the middle of their ranges. The 175bhp Vectra 2.0T is a case in point. Designed to plug the gap between the 147bhp 2.2-litre 16v engine and the range-topping V6 models, it’s a development of the popular 2.2-litre aluminium engine used to devastating effect in VX220 and mkIV Astra sports models. As with most turbocharged engines, peak pulling power is impressive, the 2.0T generating 265Nm of torque between 2,500 and 4,000rpm which means that you won’t have to wait impotently for the turbo to spool right up before you’ve got some meaningful oomph to play with. Naturally, this translates into some healthy performance figures. The 2.0T will sprint to 60mph in a mere 8.1 seconds, and the midrange acceleration figures are equally impressive. Plug the car into fourth gear, floor the throttle at 30mph and it’ll take a mere 5.5 seconds for 50mph to register. True, part of the reason the figure looks so good is that the Vectra 2.0T is fitted with a six-speed gearbox, but it still underlines the car’s flexibility. Fuel economy is rated at 31.7mpg and emissions are pegged at 214g/km. Since the facelift that saw the Vectra gain lights and grille not dissimilar to those of the sleek Astra hatchback, just the one trim level is available with the 2.0-litre turbo engine. The SRi is offered in hatchback form and estate form, however, with the two models priced from £18,265 and £19,365 respectively. The SRi trim level itself yields lowered sports suspension, sports seats, 17" alloy wheels, front fog lights and a body-coloured boot lip spoiler amongst other things.

"You won’t have to wait impotently for the turbo to spool right up before you’ve got some meaningful oomph to play with"

The current model Vectra has been subjected to a reasonably thorough facelift for a start. We were told that the car’s styling was completely new from the A-pillars forward but on viewing it, there was the sneaking suspicion that the front end had been sighted somewhere before. It had, the Vectra appears to have been driven into the back of an Astra family hatchback at extremely high speed. The resulting concertina-effect sees the bonnet, lights and grille of the smaller car now protruding from the front of its larger sibling. This is no bad thing of course: the Astra has been hailed for its bold, sharky looks since launch and today’s Vectra inherits them. The large headlights jut upwards into the bonnet and the grille, married effectively to the under bumper assembly, provides real presence on the road. At the back, the bumper has been reworked on some models and the range of wheel designs has also been given a good going-over. You’ll want to know about the handling – or at least you will if you’re not a typical Vectra customer. The answer is that, like the styling, it has been improved in recent times. The trick for engineers working on the current car was to retain those respected comfortable, refined qualities while injecting more by way of driver involvement and improving the car’s dynamic abilities. It sounds a fine balancing act but they may have pulled it off. There’s more steering feel and better chassis control in today’s Vectra but the crown jewels of that silky ride and the whisper-quiet cabin remain intact. In fact, Vauxhall claim that refinement is actually improved as well. The electro-hydraulic power steering does a decent job but could give more feedback. Then there’s a body that’s 60% torsionally stiffer than the mkI Vectra, contributing to low body roll and sharp response on the twisty stuff. It’s at this point you might also experience ESP+, Vauxhall’s stability control system, assuming you’ve got it fitted. Conventional stability programmes can leave you stranded by cutting the power and braking when you need motion most. This one cuts in more carefully. The Vectra 2.0T isn’t the car many expected it to be. It’s not wildly sporting but nor is it obviously the short-term stopgap it at first seemed. Even with the SRi trim level, it’s a good deal more mature than you’d give it credit for. Probably the greatest compliment is that it feels like a normally aspirated 2.8-litre powerplant. In successfully reprising an old solution for a modern marketplace, Vauxhall should be congratulated. There’s always a place for pragmatism.

Facts At A Glance CAR: Vauxhall Vectra 2.0T range PRICES: £18,265-£19,365 INSURANCE GROUP: 12E-13E CO2 EMISSIONS: 214g/km PERFORMANCE: Max Speed 139mph / 0-60mph 8.1s FUEL CONSUMPTION: (combined) 31.7mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ABS WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4596/1798/1460mm [4dr]

THE FAST SHOW
The Vectra VXR Takes The Family Hatchback Into Supercar Territory. Andy Enright Reports

Although the margins are academic, there’s something rather satisfying about driving a Vauxhall Vectra that’s faster than £145,000 worth of Mercedes SL65 AMG, especially when that Vectra is sold in Vauxhall dealers for less than £25,000. Granted, the 612bhp Mercedes is electronically limited to 155mph whereas the Vectra strains every of its 276bhp to reach its 161mph top speed, but that little nugget of Top Trump one-upmanship never fails to cause a smile. The rest of the VXR package also gives cause for satisfaction.

No, this isn’t just a version of the old 208bhp 3.2-litre V6 petrol engine previously used in plush, over-stuffed Vectra Elite models. Instead, this is an advanced 2.8-litre V6 turbocharged powerplant, a variant of which has seen action in the Saab 9-3. It’s also a very satisfying engine, being low on turbo lag with healthy reserves of torque – some 262lb/ft – and able to put a little breathing room between itself and the engine fitted to the Astra VXR. Variable valve timing and a twin scroll turbo help to keep the power delivery as linear as possible, reducing the old ‘bog and surge’ characteristics of many such turbocharged installations. Vauxhall reckon the car will hit 60mph from rest in just 6.1 seconds and will dispatch the 50-70mph sprint in fifth gear in a mere 7.6. This is a car that demands respect. But is it going to get it? There are a good many customers looking for a credible performance car who wouldn’t even contemplate a Vectra. Despite burgeoning competition success, the car has yet to build a following. Vauxhall could have set about trying to change perceptions by making the VXR as outrageous as possible, but thankfully they’ve concentrated on engineering rather than gratuitously outrageous styling. In fact, the VXR cosmetics are almost low key. The twin trapezoidal tailpipes are probably the biggest clue as to this car’s intent, but other than that there have been subtle changes made. The front end features a deeper front bumper incorporating a honeycomb mesh and a V-shaped grille. A small rear spoiler and a lowered bumper are fitted while 18-inch alloy rims are a standard fitment. Those looking for a worse ride can choose the 19-inch optional items.

"Some serious thought has gone into the engineering of this car"

My advice would be to stick to the standard items. If the ride and handling on other Vectra models is anything to go by, you’ll gain very little and lose quite a bit. Best to keep the VXR looking a little understated so that it’ll come as an even bigger surprise when it puts a move on its rivals. It’s certainly got a serious power advantage over its direct opponent, the Ford Mondeo ST220. This is a car that cedes 59bhp to the Vectra and which also gets to 60mph a whole 1.4 seconds slower. When comparisons are this direct, that’s an eternity. There’s still plenty of reasons to buy the Ford. It’s steering, handling and styling are still near the top of the tree and attractive discounts are available, but it looks comprehensively outgunned by the Vectra. The premium marques have eroded much of the mainstream market share in the past few years, but even companies like BMW and Audi will have a tough time taking on this Vauxhall. Probably the closest rival Audi can put up is the 200bhp A4 2.0T S line which is nowhere near as rapid as the Vauxhall but scores in terms of looks and image. Likewise BMW’s 218bhp 325i SE is priced close to the Vectra but would be left in the VXR’s wake. Otherwise, it’s tough casting round for credible opponents to match against the Vauxhall on a performance per pound basis. The Mazda6 MPS is an option but Honda no longer make a fast Accord and Jaguar never really followed through on their promise of a hot X-TYPE. Unless you’re prepared to stomach the big bills associated with running a rally replica like a Mitsubishi Lancer Evo or a Subaru Impreza STi, there’s little to touch the Vectra. Perhaps the most direct rival is its sister car, Saab’s 9-3. Available in attractive Aero Sport Wagon guise for only a little more than the Vauxhall, this makes a decent fallback option if you’re afraid to admit you rather fancy the super Vectra. It’s nowhere near as focused as the VXR though and it doesn’t take long to figure out why. It’s usually pretty easy to separate a serious car from a wannabe. Just take a peek through the front wheel at the braking setup and that’ll tell you all you need to know. Most hopped up hatches skimp on brakes because adding horsepower is often a whole lot cheaper than completely re-engineering a car’s braking system. Not so the Vectra VXR. The 345mm diameter brake discs fitted up front are hefty items and are comfortably bigger than those fitted to serious performance cars like the BMW M3. The 292mm rear discs are also a serious piece of kit. A new evolution of Vauxhall’s IDS-plus (nothing to do with ex-Tory leaders) system is used, making the Vectra the first production car from a mainstream manufacturer to feature the latest generation electronic damping control - comparable systems are currently only available on a handful of low-volume supercars. The sophisticated system minimises body movements exceptionally quickly with the help of two separate processing modules. The result is claimed to be a noticeable enhancement in body roll prevention and damper control while still maintaining the Vectra’s trademark ride comfort. In developing the VXR, the engineers had a number of key objectives in mind. Not only must the ride quality and refinement levels be maintained, but the chassis and steering responses had to be sharpened. The car had to sit lower to the road on lower profile tyres yet noise, vibration and harshness needed to be kept to acceptable levels. The steering is a little quicker than the standard Vectra, but in truth, the Vectra’s steering was already one of its strongest suits, so only a mild tweak was necessary. Vauxhall are looking to boost Vectra sales to private buyers. The VXR is a great way to improve the car’s image and it’s appeal is widened by the long wheelbase estate version. A sensible performance car that doesn’t skimp on the fun factor is a tough brief but Vauxhall think they’ve pulled it off. The opposition may have to up their game considerably to top this effort.

Facts At A Glance CAR: Vauxhall Vectra VXR PRICE: £24,520-£25,620 on the road INSURANCE GROUP: 18 CO2 EMISSIONS: 250g/km PERFORMANCE: Max Speed 161mph / 0-60mph 6.1s FUEL CONSUMPTION: [hatch] (urban) 18.2, (extra urban) 38.2, (combined) 27.2mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags, ABS WILL IT FIT IN YOUR GARAGE?: length/width/heightmm (5-door) 4596/1798/1460mm