Vauxhall has revived the boy racer’s machine of choice. But rather than Nova SR, it’s now called Corsa SRi, and you can even get a diesel. But we’ve got the turbocharged car on test, with a detuned version of the Corsa VXR’s engine. Just think, in eight years times the streets will be lined with lots of white SRis.

Hang on, I’m getting confused. Doesn’t Vauxhall already have the sporty Corsa market covered with the SXi and VXR?

Indeed it does. But why, if you’re modelling yourself as a youthful, sporty, BTCC title-winning manufacturer, settle for just two racy versions of your best-selling hatch, when you can retail three? It works thus: SXi, with its double-digit bhp engines, is for newbies, and for Vauxhall to offer with free insurance. You can get a 1.2 SXi, which jsut isn’t boy racer enough. The VXR, in contrast, is the uncompromised 189bhp nutter. But what about the gap in the middle?

Enter the SRi, with a detuned 147bhp 1.6-litre turbo from the VXR, or a 123bhp 1.7-litre turbodiesel. With lots of the VXR’s styling kudos, it certainly looks the part. Yet, in as-tested petrol guise, costs £13,625. If the VXR is the GTE of today, this is the Nova SR incarnate.

It’s £2k cheaper than a VXR – what’s the difference?

Apart from 42bhp, this car lacks the VXR’s muscular bumpers, central-exit exhaust (which burbles deliciously), mesh detailing and wing mirrors as cool as a BMW M car. The SRi has impact, but you won’t be mistaking the two. It also misses the VXR’s (brilliant) Recaro clamshells, flat-bottomed steering wheel and bespoke dials. And, mechanically, it doesn’t quite get the wealth of detail changes, nor the input from Lotus on damper tuning.

But Vauxhall is responding to spiralling teenage pregnancies, though. Unlike the VXR, you can the SRi with five doors as well as three.

I remember the Nova had those alarming tartan-check seats…

And so the Corsa continues the trend for garish upholstery, with dimpled black fabric edged with red bolsters. Matching the part red leather steering wheel. And… wait for it… red seatbelts! It really is the ‘80s all over again, albeit without the incessant trim rattles, thanks to Germanic interior quality. Alas, in the ‘80s, cars generally didn’t come with air-con and, unless you spend an extra £500, neither does the Corsa SRi. Unacceptable on a £13.5k car today.

But is it quick?

Yes – the 1.6 hits 60mph in just 7.6 seconds. It also does 130mph: expect to see teenagers defending some awe-inspiring speeds in courts come 2016. But it’s the 154lb ft of torque, yours from 1850-5000rpm, that really gives this car its muscle. Reactive to the throttle, it feels powerful and responsive in any of the six gears, and is plain fast over 5000rpm.

The noise, without the VXR’s exhaust, is rather throbby but plain. Nevermind, because this is one effortlessly quick Corsa. Well, save for the effort through your wrists as you counter wheel squirm under power.

But if rusty rear wheelarches didn’t do it for the Nova, corners would.

How things have moved on. The VXR has proven Vauxhall’s dynamics engineers have really upped their game, so you expect plenty from the SRi (fitted with standard ESP; parents will rejoice). Riding on 215/45 17-inch tyres, it’s 18mm lower at the front, 15mm at the rear, suitably stiffer and said to have variable-rate electric PAS. But that’s over-light and grey on turn-in, so maybe it should vary some more.

And while, as in the VXR, you can feel the rear end pointing you confidently in corners, aiding agile turn-in, it lacks that car’s repertoire. Springs and dampers just don’t seem to have the same cohesiveness; the ride is irritably firm, yet you’re aware of some roll on turn-in. Furthermore, sharpness is something you’re aware of, rather than truly sense. It’s nimble, chuckable and very able, but just a bit 2D.

Are the streets are going to be flooded with turbo SRis?

Well, we’ve spotted an interesting conundrum. Petrol? Insurance group 13. Prohibitive. Fuel consumption of 35.8mpg? Thirsty (and possibly optimistic, judging by how the tank emptied on our test run). Typical Vauxhall, they’ve almost made it too fast: what price a cheaper non-turbo 1.6?

There’s always the diesel, though. It’s £610 more, but group seven insurance and 23.1 more miles to each gallon are ample compensation. And, with 206lb ft, it’s more thrusting than 123bhp and 60mph in 9.3 seconds make it sound. Sign of the times: if the SRi is going to sell well, it could well be in diesel guise.

Verdict

The SRi really is a true old-school Vauxhall hot hatch: very fast for the money, but more fun in a straight line than it is through corners. It doesn’t usurp the skilled VXR but is more exciting than a 207 THP GT or SEAT Ibiza FR. It also feels grown up, from the quality cabin to the striking yet substantial looks. Worth a punt if you’re not quite ready to grow up yet.

Gone is the felled phonebox look of the old Agila. Here is the newest, smallest member of Vauxhall’s ‘monocab’ family, slotting below the Meriva and Zafira and offering a budget-conscious, utility-focused baby sibling to the Corsa. But haven’t we seen it before?

I thought the Agila looked familiar…

Certainly does. That’s because the new Agila is really a rebadged Suzuki Splash. Sheet metal changes are limited to the re-profiled bonnet, plus there are different bumpers and lamps front and rear. It’s basically the same inside too, although the Vauxhall gains brighter plastic hues for the dashboard – extremely bright in the case of CAR’s blue test car.

And under the bonnet?

Vauxhall is claiming two brand new powertrains for the Agila and, fair enough, the 1.0-litre three cylinder and the 1.2-litre four are new to Vauxhall. Yep, you guessed it, they’re Suzuki engines, competitive in terms of power output (64bhp and 85bhp respectively) and CO2 – especially the 1.0, at 120g/km.

The 1.3 CDTi matches it for emissions, and that’s the familiar 74bhp diesel engine from the Corsa and Meriva. But diesel-powered city-cars make little sense in Britain, and the 1.2 petrol (131g/km) is expected to be the biggest seller. Vauxhall charges a £1600 premium for burning oil, which would take quite a few miles to pay off at 62.8mpg, when the 1.2 manages 51.4mpg. The thrifty 1.0-litre splits the two on fuel efficiency at 56.5mpg.

Why is Vauxhall’s baby so tall?

The Splash is based on the Suzuki Swift, and is marketed as a mini-MPV alternative to the supermini. Vauxhall already has the Meriva to do that job, the next generation of which will grow and become more sophisticated. So Vauxhall takes on the likes of the C1/107/Aygo trio with a more spacious proposition. If you really want to pinpoint a rival, think Fiat Panda.

So it’s roomy then?

The Agila uses its height to its advantage by seating its occupants upright. It’s a full 50mm taller than the Panda and a useful 200mm longer too, so you’re getting a lot of metal for your money.

Yet, while Vauxhall is keen to call the Agila a proper five-seater, the reality is that it’s comfortable only for four adults if they’re reasonably slim and an inch or two less than six feet tall. The large rear doors make getting in and out of the back easy though, so it’s perfect for school runs.

A single action drops the rear seat, making for a flat load floor, but the seat base collapses rather than tipping, so there’s no bulkhead to ensure your goods don’t pile forward when you brake. In van mode there’s 1050 litres of space – nearly 200 litres more than the Panda. Seats up, it’s much closer (225 versus 206) – enough for schoolbags or a supermarket run.

Enough of practicality. Is it fun?

The interior will certainly brighten your mood, thanks to its vivid colour schemes, and the 1.2 four cylinder responds with an eager thrum when you gun it. Acceleration at town speeds is quite nippy and the gearbox is light in action but not so slick you’d swap cogs for fun. The steering is a similar story: undemanding, consistent but devoid of real feedback.

Through corners, the Agila rolls less than you might expect and it’s basically competent, if boring for enthusiasts. The ride is mostly buoyant, only becoming crashy over seriously broken surfaces. The rest of the time it’s unobtrusive but not standard-setting, though far more comfortable than the Aygo.

Vauxhall is keen to stress that the new Agila isn’t just a city-car. It’s certainly a more serious proposition out of town than the original, able to cruise at motorway speeds without a great deal of fuss, though you’ll be dropping to fourth if the gradient gets steep. Think of it as a decent cross-county traveller, rather than cross-country.

What about finish?

You won’t find a single stretch of finger-friendly plastic in the Agila, but nor would you expect to. It’s all hardgrained yet feels tough enough to cope with everyday family life. Even 1.0-litre base models come equipped with ABS, power steering and a CD player. The mid-range Club gets a funky Smart-style pod-mounted tachometer, electric windows, mirrors and central locking (and all three engine options); top Design models offer air-con and alloys too. £1000 buys an auto-box for 1.2s.

Verdict

Vauxhall’s gone for spaciousness to compel Agila buyers, and it certainly feels like a much more mature (if less original) proposition than the C1/107/Aygo clan if you regularly carry passengers. The £7595 1.0-litre base model is excellent value for volume with a mainstream badge, but its lack of power might rule it out as anything other than a city-car.

The top-spec test car is listed at £9595, still decent value considering its equipment spec, but it’s £800 more than a Fiat Panda Eleganza 1.2. It’s more spacious than the Panda though, which means that the real competition is rather more insidious: the equivalent Suzuki Splash is expected to undercut the Agila by £500.

For when (if?) a 530bhp supercharged Vauxhall VXR8 isn’t enough, UK V8 gurus Wortec bring you this 600+ bhp 600 lb ft monster; the Carbon Edition. Let the tyre torture begin…

This VXR8 Carbon Edition looks a bit tough

This is the VXR8 brought to you by the creators of the Monaro VXR500 - Wortec. Put simply, the Carbon Edition offers more power and more refinement than Vauxhall’s own supercharged version of the VXR8 (produced through Walkinshaw Racing). Wortec felt the four-door muscle saloon hadn’t been given the justice it deserved. If Walkinshaw is Vauxhall’s AMG, then Wortec is Brabus; taking things just a bit further, with a slicker feel to back up the sledgehammer performance.

The Walkinshaw version uses a supercharger of 1.2-litre capacity whereas Wortec’s Carbon Edition breathes via a 2.2-litre and charge cooler. Wortec claims its blower moves air more efficiently and creates less heat – the death knell of bhp on these engines. But the best part of all Wortec tuning parts is that it’s upgradeable. Says Wortec’s Brian Richards: ‘We see our install as an upgradeable car nut install, whereas the Walkinshaw supercharger is a somewhat tamer, non-upgradable solution.’ Existing VXR8 owners can either buy individual Wortec upgrade goodies or order the full Carbon Edition package through selected UK Vauxhall dealerships.

Carbon Edition? Lots of lightweight weave then?

Sadly not. The name actually comes from the metallic black Vauxhall colour, which is the most popular paint finish with VXR8 buyers. Saying that, the lack of carbon is easily compensated for with menacing undertaker-spec black powder coated 20-inch wheels, de-badged front end and a crackling exhaust note altered at the flick of a switch.

Aural feast at the flick of a switch you say?

It sounds like gimmick ridden tat, but the electronic loud/quiet switching exhaust system is fantastically addictive and practical. A discreet Bond-style unlabelled black button next to the handbrake activates a valve inside the exhaust which allows two volume settings, but without any increase in cockpit boom.

When in ‘quiet’ mode, the sound is deadened through material and deflection surfaces inside the box yet there is no power loss. Wortec has been developing this system for some time and it shows that you can have an outrageous grunt outside without it transmitting a tiresome drone inside the car. Eagle-eyed readers may have spotted that the bespoke tailpipe layout was directly inspired by the VXR8’s LED rear light clusters.

Any cockpit improvements?

Umm, no. Sadly the interior is all rock stock straight off the ship from HSV bar that discreet black button for the exhaust thunder. If it’s embellishments you want, Wortec will supply retro Mopar-meets-Carrera RS orange stripes for your lower exterior flanks and that’s about it.

Throw me the vital stats

The big black Wortec Carbon Edition is quoted at 600+bhp but has produced dyno readings of 625-630bhp, while torque is 600lb ft. In derestricted form like the car tested, it’s capable of 190 mph. But best of all the extra power costs less – just £47,500 on the road – than Vauxhall’s VXR8 Supercharged. It’s also a damn sight meaner looking in people’s rear view mirrors.

To break down the component cost, the ‘charger with charge cooler, tuning and fuel system upgrade is £6995. A beefier clutch is £1144, stiffer springs £540, and 20-inch HSV rims shod with new Goodyear F1 tyres £2950 (ouch!). The decal pack (including wheel powder coating and calliper paint) is £799. Everything can be upped even further, for when the driver gets ‘accustomed’ to the power. If such a thing should ever happen with 600 crazy horses…

How does it drive?

Nape hair instantly shoots into your shirt when the key is turned. This thing is pure rolling thunder and it’s got without doubt one of the sexiest exhaust notes of any car on sale today. With its leggy sixth gear the VXR8 is barely ticking over at 1800rpm when you’re doing 70mph. The positive displacement supercharger achieves reasonable mpg on the open road (we were getting 27 to the gall) as the intake air bypasses the supercharger rotors at low rpm.

Dial the throttle in in inches rather than millimetres and you’ve got to be prepared for warp drive. The torque is relentless from 1800rpm right up to the 5500rpm region. It’ll punish its speedometer and out-drags most supercars in no time. Wortec quote 0-60mph in 4.4 seconds, and 0-120mph in 12.8 but it is being conservative, believe me. It’s properly rapid.

In factory form the VXR8 had issues with its ridiculously high ride height. Wortec has dropped the arch-to-tyre gap down and lowered its edition by 35mm and stiffened it some five percent using progressive rate springs. The result not only improves aesthetics but also makes the fat saloon feel deceivingly nimble, even on narrow lanes. Things look set to be even better when Wortec finishes testing its own forthcoming adjustable damper and spring set-up.

The change to Goodyear F1 rubber from Bridgestones has made a massive difference – excellent sure footed cornering, even in the rain, yet the Goodyears still had stacks of tread after several obligatory rolling burnouts. Wortec say the Bridgestone factory tyres work fine in Canberra climate, but not so well in cold damp Coventry. The new Goodyears make the difference between ending up in hedges when the lazy traction control struggles to play catch-up.

Verdict

Wortec has done nothing but flattered this four-door muscle car. The modifications all blend together and never feel ‘added on’. This is aimed squarely at V8 Vauxhall worshippers but could be lost on those who don’t already live with a stock VXR8. Rest assured your bang/buck ratio is practically unrivalled. A bonafide family machine with slingshot 21st century Lotus Carlton DNA. It’s faster than both of Vauxhall’s offerings and, for those who get it, is priced beautifully.

Some of Wortec’s customers have converted their bruisers to LPG without any trouble. Hardly surprising when you realise how lazy and robust these LS2 V8s can be. Try as some might to strangle the thirst for shrub-wilting muscle cars, the power crazy V8 love affair isn’t ready to die yet. Thank goodness.

The new Vauxhall Astra VXR Nurburgring Edition costs over £1500 more than the standard – and already excellent – VXR. The changes seem limited to some new wheels and tyres, another 15bhp and endless Nurburgring badging that reflects the obsession that carmakers – and some car magazines – have with the lengthy, lethal German racetrack. Is the Astra VXR Nurburgring Edition worth the extra when you can buy a ‘Ring sticker at the track shop for a fiver? We drove it to find out.

Hang on, I’m more concerned about those nasty graphics…

Ah, we neglected to mention the chequered flag that runs from nose to tail. The good news is we’re pretty confident you can peel it off, leaving you with a very cool plain white paintjob. Otherwise, Nurburgring branding abounds; it’s on the fake carbon kickplates as you get in, it’s stitched into the headrests of the excellent (and all-leather in this case) Recaros, it’s on the fascia and on the numbered plaque that reminds you that your car is one of a limited run of 835. Might have been useful if one of the circuit graphics had included pace notes and the location of medical help for novices.

But this is more than a sticker-job, right?

Indeed. There’s a new Remus exhaust tuned by Vauxhall’s touring-car team Triple Eight which releases another 15bhp, but as it’s essentially an aftermarket conversion Vauxhall can’t quote official new performance or torque figures. There’s a slightly wider track and new white wheels and Dunlop tyres, which cut unsprung weight by an impressive 3kg per corner, which ought to aid ride and handling.

But does it drive sufficiently differently to justify the extra money?

It certainly sounds different. The new exhaust has a deep, loud burble from the first stroke of gas, and develops into a sharp rasp with a very naughty crackle as you lift off at the top end, or hit the limiter. And it feels faster than the claimed extra 15bhp suggests, not that that 240bhp standard car was ever underendowed. We have to guess here, but we’d put the sixty time at under six seconds now; the stock VXR claims 6.2.

How much difference can wheels and tyres alone make to the handling?

Quite a bit; nothing else has changed but the Nurburgring edition manages the provide a more fluid ride with sensational grip and traction levels and even more precise, immediate steering than the standard car. It’s partly the reduced unsprung weight, partly the increased sidewall compliance and grip from the new boots. It doesn’t transform the old car – which doesn’t need transforming anyway – but there’s a tangible difference.

Verdict

So is the VXR Nurburgring edition it worth the extra outlay? We think so, but you’ll need to move quickly; a reliable Vauxhall source reports that although the car has only just been officially launched, only a few are still available. Just remember to speak to your dealer about stripping off those nasty graphics…