The previous generation Agila was let down by its unimaginative styling and cheap finish. So Vauxhall went away, had another bash at it, and came up with this. And on the whole they've not done a bad job. Like the previous car it is essentially a Suzuki; the Agila's sister car is now called the Splash, which replaces the Wagon R. It's much better looking than the previous Agila, with a curvier front end and large headlights giving it far better styling. There's a decent engine line-up too, with 1.0i 12v, 1.2i 16v petrol engines and the impressive 1.3 CDTi 16v ECOTEC-4 diesel, which boasts a combined fuel consumption figure of 62.8mpg. The Agila is a much more competent drive than the previous car and now feels quite good fun around twisty roads as, despite its height, it doesn't suffer from too much body roll. The 1.2 16v offers the best performance of the bunch and is surprisingly nippy and also quite refined on the motorway. It will reach 62mph in 12.3 seconds, whilst fuel economy is 47.9mpg.
Inside, the Agila is let down by its cheap-looking, plasticky interior. It also has one of the oddest indicator noises we've ever heard - surely Vauxhall is already working on a replacement for the demented cartoon-character squeak. The dash is basic and functional, but doesn't feel terribly well-built - even our test car had a few little rattles and creaks around the cabin. However, it is deceptively spacious both in the front and rear and could easily accommodate four adults for a short time. The seats aren't the most comfortable though and the driving position feels quite high, especially for tall drivers. The Agila's boot is average by city-car standards, but split-folding rear seats - available on Club and Design trim levels - offer the flexibility to carry a larger load.
Performance
The Meriva engine line-up starts with a 1.4-litre petrol with 100bhp, which is a good entry level unit and ideal for town driving. For more performance the 1.4-litre Turbo is a better choice. It’s available with either 120bhp or 140bhp and these two effectively replace the 1.6-litre and 1.8-litre engines in the previous Meriva. They are responsive enough with decent pulling power and the 140bhp version manages the 0-62mph sprint in 10.3 seconds. The best aspect is fuel economy with average consumption of 46mpg and 42mpg respectively. There are two diesels starting with a 1.3 CDTi with 75bhp. It’s not especially quick but it is incredibly efficient and will return 58mpg while low CO2 emissions mean it’s cheap to tax. The other diesel is a 1.7 CDTi with 100bhp, which isn’t as frugal with an average of 44mpg but offers better pulling power, especially useful if you regularly carry a full complement of passengers and luggage.
Driving
The seven-seat Zafira can't match class-best compact MPVs for steering feel or agility, but the handling is safe and predictable. Grip levels are strong and body lean through bends isn't excessive. However, damping doesn't cope well over rough surfaces. It's too stuff, yet lacks control under hard cornering. Brakes are very strong though, with a grabby nature at low speed compensated for by very short stopping distances. The aircraft-style handbrake is rather heavy and a bit fiddly. The Zafira offers a wide range of petrol and diesel engines but its weight means smaller, less powerful units do struggle.
And so, like the Cavalier name before it, the Vectra is consigned to the history books, to be replaced by this, the Insignia. Like its predecessors, Vauxhall's new family car comes as a hatchback, saloon and (in due course) an estate, but that's pretty much where the similarity ends. Quite simply, the new car is such an improvement over the old one that it's no surprise Vauxhall decided to give it a new name. The surprises start with the styling. And, while it may well be the four-wheeled proof of the adage that beauty is in the eye of the beholder, there's no denying that the Insignia has a real sense of style and character to it - not something you could ever have said of a Vectra. Inside, too, the car is really stylish, with an elegant cabin that is as elegant as it is ergonomic.
However, perhaps the biggest surprise is that the car is also a really good drive. True, it may lack the ultimate ability that makes its arch-rival, the Ford Mondeo, the class-leader, but the Insignia is closer to the very best than anyone might have expected. However, where it's the sporty side of the Mondeo that sets it apart, it's the Insignia's composure that most impresses. The Vauxhall is an expert motorway mile-muncher, and even away from the highways, it displays fine body control and a generally smooth ride. Only when you really push it hard down a really poor section of road does it noticeably lose out to the Mondeo.
Driving
The Astra VXR has been designed with a racy philosophy - something that its handling certainly embraces. Grip in corners is huge, but while turn-in is sharp, the steering isn't as fluid or as feelsome as a Golf GTI. On top of that, considerable power - 240bhp - and its sudden arrival means the Vauxhall relies heavily on its traction control, and follows cambers in the road under hard acceleration. There's also some kickback to be felt though the steering wheel, and while roll is well contained, the hard suspension means the ride is less forgiving and is fidgety over rough surfaces. The brakes also disappoint; although they are powerful, the pedal feels too soft and lacking in feedback. There is no shortage of firepower though. Once over 3,000rpm and on song, the turbocharged 2.0-litre is extremely fast. Throttle response isn't smooth, but given Vauxhall's determination not to compromise on performance, this hard edge is to be expected.
STYLING
Curvaceous, contemporary and ever-so-subtly muscular, this Astra is as stylish as the very first Astra was in 1980. The estate version, or Sports Tourer is also a triumph; successfully banishing the memories of its van-like predecessor.
HANDLING
Vauxhall has worked hard to make this Astra more entertaining for keen drivers - and has largely succeeded. It scoots through corners with the same incisive grip as its Ford and VW rivals, with a little more refinement besides. It's let down, though only slightly, by steering that could turn the car a little more sharply away from the straight ahead, and by a slight shortage of feel. Few will notice these small deficiencies however, or the 1.6 Turbo's mild waywardness when you turn the ESP off.
Driving
The most powerful Corsa ever packs a 1.6-litre turbo engine shared with the Meriva VXR. Here's it's uprated from 177bhp to 189bhp, thanks to a revised induction system and re-routed exhaust. The engine's characteristics are similar to the Astra VXR's - it roars purposefully, has a broad powerband and a snappy throttle. Small openings cause it to surge forward, which is entertaining, but makes the VXR tricky to drive in town. The pedals aren't that positive, either. But with an overboost function that, on full throttle, increases the torque from 230Nm to 266Nm, the Corsa is fast. Its 30-70mph time is quicker than a VW Golf R32's. Strong brakes and a snappy gearchange further enhance the package. The chassis follows the same lines; it's lower and roll has been cut by 25 per cent. It was tested on UK roads during development, and the benefits are clear. Vauxhall has struck a sweet pot with the set-up; it's great fun to drive, yet never loses its composure or becomes uncomfortable. Cross-country blasts are a riot, too. Where the Astra VXR is rather harsh, its little brother is more fluent in the bents. It has great turn-in and is well balanced, yet never feels edgy or intimidating. So even though it spins an inside wheel on roundabouts and has vague steering around the straight-ahead, the VXR is engaging and fun.
Driving
The latest Corsa, launched in 2006, certainly offers more driver involvement. While its predecessor did nothing to excite, this car provides excellent stability, decent body control and positive steering. So it's easy and reassuring to drive, even if it doesn't thrill like a hot hatch. Do note, though, standard variants strike a better balance than the SXi/SRi models - without the 20mm lower suspension and firmer dampers of the sporty models, the ride is significantly more comfortable, while handling and body control barely suffer at all. Roll is well contained too, and the suspension copes well on rough surfaces. What's more, the Vauxhall has a responsive brake pedal. We tested the 1.3-litre diesel version which, while not exactly fast, offers a decent amount of punch in its mid-range. Noise is well insulated at idle, though it does become rather intrusive at higher revs. Yet, thanks to the torque and (slightly notchy) six-speed gearbox, there's no need to use all the revs. The 1.6-litre turbo of the SRi, meanwhile, is punchy and vibrant, with thrills a-plenty.
