HSV VXR 2007 Review

The VXR is not, however, the first four-cylinder car to wear HSV badges. Though it's probably best forgotten, the company sold a Nissan Pulsar-based, be-spoilered Astra in the late 1980s.

The VXR might also be based on a three-door hatch that wears Holden badges but this is a very different kettle of fish than the rather lame SV1800 noted above. Essentially, the VXR is a turn-key product of HSV's European equivalent -- OPC (Opel Performance Centre). As a result, this modified version of the Astra SRi Turbo Coupe sees HSV's input limited to (just about) the exterior badging.

That is not to say it is a bad thing, as generations of import fans will note, one thing the Euros tend to do well are hot hatches.

PRICE AND EQUIPMENT
With a starting price of $42,990, the VXR may be the cheapest car in HSV's lineup, but when it comes to its direct rivals it is priced at the higher end of the scale.

For the money, the VXR does offer the most power of all hot hatches (the Mazda3 MPS with 190kW betters it) and is reasonably well kitted out.

The VXR is easily distinguished from standard Astras via its low stance and monster 19-inch alloys. At the front there's a deep under bumper air intake/valance with integrated foglights. The side skirts and a rear roof mounted spoiler are hot hatch bread and butter -- as is single big-bore central tailpipe.

Step inside and though the sports touches include carbon-fibre and alloy trim highlights, there still seems to be a lot of Astra in evidence.

What is not obvious is the HSV link. The VXR's small sporty steering wheel and instrument cluster feature Opel and OPC badges and logos, rather than the local go-fast arm's 'lion and helmet' crest.

The leather trimmed seats are straight out of the Recaro catalogue and offer excellent support and comfort as well as good adjustability. Other standard kit includes manual air-conditioning, power windows and mirrors, remote locking and cruise control.

The six-stack CD audio system delivers a good quality sound but does not switch off with the ignition, requiring the very annoying need to hit the off button every time you get out of the car!
MECHANICAL
As you would expect of a car wearing HSV badges (outside at least), things in the engine department are pretty serious.

The base 2.0-litre four-cylinder engine benefits from a high-pressure turbocharger that pushes outputs to 177kW at 5600rpm and 320Nm at 2400rpm. This is substantially better than the standard Astra Sri Turbo's 147kW/262Nm.

According to HSV this delivers a 0-100kmh time of just 6.2sec and a top speed of 240kmh.

The power and torque are delivered to the front wheels through a six-speed close ratio manual gearbox.

The front MacPherson strut and rear torsion beam suspension has been appropriately upgraded, lowered and retuned with stiffer spring and damper rates while a Sport mode further stiffens the dampers and tightens up the variable-assist rack and pinion steering for a more enthusiastic drive.

Braking comes courtesy of big 321mm front discs that are ventilated with solid 278mm rear discs on the rear and there is an abundance of grip with the big 19-inch alloys wrapped with 235/35 Continental rubber.
PACKAGING
Being based on the small three-door Astra Sri Turbo hatch (more here), the VXR is not a hugely spacious car.

Up front there is decent room, with plenty of adjustment for the excellent big bolstered Recaro seats to get a good driving position, but the rear is really a 'kids-only' zone. Three reasons: with the bigger seats up front; getting into the smallish space requires substantial callisthenic abilities; and once in there, the coupe-like styling of the hatch means that head and legroom are restricted.

It's okay for a short trip down to the shops but you wouldn't want to spend even a cross-town journey squeezed into the rear.

The coupe's styling -- with a thin rear window and broad C-pillars -- also has a significant impact on rear visibility resulting in reversing being little more than a guessing game. This is a car that, like SUVs, would greatly benefit from reverse parking sensors.

Storage for luggage is quite good with a 60/40-split rear seat back to increase the hatch capacity. The door bins are a decent size and like any good sporty, there are no cupholders to be seen!

The brakes are fitted with an anti-lock system that is integrated into Holden/Opel/HSV's ESP-plus stability and traction control system.

Should things get ugly and you do hit something, there are six airbags onboard -- dual front, front side and side curtain.
COMPETITORS
The hot hatch segment has boomed over recent years as buyers seek out cars that offer plenty of thrills and good driving dynamics in a compact package that won't break the bank at the bowser. As such, there is a wide choice of very competent vehicles on the Aussie market today.

Probably the most widely known in the segment is the Volkswagen Golf GTi. The VW undercuts the HSV by about $4000 but its turbo four also only matches the 147kW output of the VXR's lesser-endowed SRi Turbo Astra sibling.

Ford's recent addition to the segment, the five-cylinder turbo XR5 Focus is even cheaper, starting at $35,990, and offers two extra doors and a top power of 166kW.

Also in the mix is our favourite hot hatch, Renault's $38K RenaultSport 225 Megane with a 2.0-litre turbo four producing 165kW.

The only hot hatch to better the VXR in the power stakes is the Mazda3 MPS which generates 190kW from its 2.3-litre turbo four and is priced from $39,990.

Off the line there is a slight hint of lag before the turbo comes on very strong, forcing you back into the shapely driver's seat. Push really hard and there is a fair degree of front-drive torque steer, requiring a firm grip of the steering wheel. It's a handful in the wet (not that that's an issue in Oz of late) but it is reasonably controllable in the dry.

And this engine offers much more than just extreme straight-line acceleration. There's a surfeit of flexibility at the driver's beck and call. This is a very free-revving engine which will keep pulling strongly right through to the 6500rpm redline (with a noticeable surge in power around 2500rpm) but its strong midrange torque means it will also pull from low revs. Around town, this ability to accelerate from below 2000rpm (in fourth, around 60kmh) means there's little need to row the gearbox.

The gearshift itself is quite heavy but the gate is well defined and easy to use -- should you want to keep the engine spinning in its power zone between about 3000rpm and 6000rpm.

With a fairly tall sixth gear, the engine is turning over at about 2200rpm at 100kmh which helps keep fuel consumption down for long distance cruising. Over about 400km mixed city and country driving we averaged 11.0lt/100km but needless to say, we weren't driving for economy on the country stretches.

Despite its boy racer image, the car is quite suitable for two-up long distance cruises with a ride quality that still manages to remain comfortable and enough compliance to cope with small ruts around town or out on the freeway. There is no doubt that the ride is very firm --thanks to the sports suspension and extremely low-profile rubber -- but it never gets really harsh.

Over larger undulations at higher speeds it can get a little lumpy, but rather than being uncomfortable, it just becomes tiresome.

With its very stiff suspension and tight body shell, the VXR sits extremely flat through corners and while bigger mid-corner bumps may move it offline it slightly, it is supple enough to cope with smaller ruts and maintain your desired arc.

The steering is direct and well weighted  (although it could do with a little more feel) and there is an abundance of grip from the big tyres with the well-calibrated ESP only intervening on dry surfaces if you are doing something completely silly.

The big ventilated front and solid rear disc brakes are more than up to task of pulling the car up rapidly -- although they do tend to grab bit on initial bite.

Overall, if you push the VXR hard, it responds as you would hope with the poise and confidence to deliver a thrilling drive when you want it. At the same time, it is still comfortable enough (just) to use as a daily driver.