Holden Vectra 2003 Review

One-nil to the all-new Holden Vectra: four-wheel opportunism and cunning at its best. That was my overwhelming impression after a service station standoff when access to the fuel cap was denied. Until I unlocked all four doors on the base-model CD, instead of just the driver's -- which is what happens when you press the remote just the once.

However, that's pretty much where the revelry and merriment started and finished during the Vectra's two-week holiday in the CarPoint bunker. The balance of the time it was very professional-like -- that's what you get with such an impressive piece of kit; one that makes its predecessor look decidedly second-rate.

On the road the front-wheel drive Vectra is very impressive, delivering a high-level of sophistication and refinement -- a safe haven if you like -- but without totally seceding from its bread-and-butter, mid-sized roots. That doesn't equate to an identity crisis -- more like a wider spread of qualifications. Who says a medical doctor can't dabble in a bit of cheese-making?

It all fits in nicely with Holden's master plan for the car to slug it out in both the medium and prestige car segments, against the likes of the Mazda 6, Toyota Camry, Subaru Liberty, BMW 3 Series, Audi A4 and Alfa Romeo 156. I'm not about to take issue with the market positioning after driving the base-model CD and up-spec CDX hatches over consecutive weeks and a network of A and B roads throughout north-east Victoria.

I first drove the Prestige Blue Vectra CD hatch, which is built in the UK by GM's Vauxhall subsidiary at Ellesmere Port -- the sedan (aka notchback) is sourced from Russelsheim, assembled by GM Opel. Residing under the bonnet is a 2.2-litre four-cylinder engine, mated to a five-speed automatic gearbox (with tiptronic-style gear selection), which is optional on the CD. All up, a $37,990 package, riding on an entirely new front-drive platform.

A bit pricey? Maybe compared to some locally built offerings, but add some other European-sourced vehicles to the deliberations and all of a sudden the CD comes into its own.

The more opulent, more expensive CDX is basically a dead ringer for the CD in most key areas, save for the 3.2-litre ECOTEC V6 powerplant (which is only available in automatic) and extra interior touches: six-stack CD player, velour trim, trip computer and four-spoke steering wheel. Price? $43,990 at launch in April, 2003. Oh, and all Vectras -- including the third member of the Vectra troika, the CDXi flagship -- are 101mm longer and 91mm wider than the previous model.

The first thing that took my fancy on the CD was the capacious rear-end. There was more than enough room to accommodate my two-child family -- and I'm talking young nippers, so that's a lot of accessories. Quite magnificent for the long haul.

Its 2.2-litre four-cylinder engine is claimed to produce 108kW of power at 5600rpm and 203Nm of torque at 4000rpm -- in comparison, the 2.3-litre four-cylinder engine in the Mazda 6 produces 122kW and 207Nm. The engine output only equates to a small gain on its predecessor, but it is certainly honest enough for my conservative family-friendly purposes.

You'd be missing the point if you looked at it any other way, and there's always the 3.2-litre V6 engine for those with an insatiable horsepower appetite. Yes, indeed, as I found out myself the week after...

The automatic gearbox in both Vectras felt very refined, allowing the CD for one to lope along at 2500rpm at 115km/h. That helped to produce fuel economy of 7.99lt/100km, which equates to around 750km out of the 61-litre tank. Very honest.

Of course, those great numbers tapered off a little in the labyrinth of north-east twisties -- but then there's got to be some tradeoff for making use of the tiptronic automatic option, which is activated via a separate gate in the gearbox. In contrast, the CDX's information display told me that the vehicle produced fuel economy of 9.2lt/100km, travelling at an average speed of 68km/h over 525km. So there.

Standard equipment on the duo left me feeling very good about myself. Power windows and mirrors, finger-touch steering column controls, eight-way adjustable driver's seat, nine-speaker CD stereo, cruise control, tilt and reach adjustable steering wheel, variable intermittent wipers and air-conditioning are all part of the package -- then add anti-lock brakes (with electronic brakeforce distribution and brake-assist), cornering brake control and traction control to the 'outside' mix.

With massive claimed increases in torsional rigidity (up 74 per cent) and bending stiffness (up 62) across the entire four-model range, I thought I was going to be in for the ride of my life in the Vectras. Well, not quite, but it didn't lose the plot over sharp bumps, corrugations, potholes and other tarmac anomalies like some of its other front-wheel drive contemporaries. Push the car harder and some of these might upset the balance, but then again that would be missing the point.

As you'd expect from something that is zeroing in on the likes of the BMW 3-Series, all the driver inputs are silky smooth, without delving into the realms of super-responsive. That holds for the likes of the steering, and controls -- the gear shifter will have to wait until I've driven the manual.

The all-new Vectra represents a quantum leap over the old. But now it's sophisticated too. Holden has foreshadowed 4000 of them leaving dealer floors during the balance of 2003 -- I reckon that figure is going to be well and truly eclipsed.