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The Top Gear car review:Vauxhall VXR8
For:Successor to the wonderful Monaro, and the engine’s an even bigger V8. What’s not to like?
Against:You'll need a healthy supply of fuel and tyres to satisfy its smoking habit...
6.2i V8 Supercharged GTS 4dr
Still a wonderful V8, RWD bruiser at heart, but the extra electronics means it feels slightly confused
Fresh off the boat from Oz, this is the new Maloo VXR, and we’ve driven it…
Vauxhall’s muscle car is back. Now with extra punch and more control
Noisy, thirsty, frighteningly fast and as sophisticated as a hungover bear. Naturally, we love it…
Look at the pictures and tell me you haven’t already formed at least an embryonic opinion of the VXR8, Vauxhall’s four-door replacement...
What we say:
Not sophisticated, doesn't matter. M5 pace for M3 money
What is it?
When Holden Special Vehicles (HSV) calls its latest 576bhp, 546lb ft supercharged, 6.2-litre V8 vehicle, “The most powerful performance production car ever built in Australia”, you can well believe it. It’s badged as the new Vauxhall VXR8 GTS. This is a good thing. Top Gear has always appreciated the VXR8’s robust attitude to sophistication, what with its habit of jamming a big V8 into a rear-drive saloon and charging relatively little for it. But times have changed. The VXR8 is officially no longer unsophisticated. It is also officially no longer cheap.
The engine is still a basic large-capacity V8, this time sporting an Eaton supercharger and charge-cooling to deliver all that slugging power and torque. It drives the rear wheels through a heavy-duty six-speed manual gearbox (there’s a 6spd auto option) and twin-plate clutch, and has an enormous 9.9-inch rear diff and unique subframe. It’s basically a Chevy Camaro LS1 underneath, and while this kit might not be the last word in sophistication, it’s all rock-solid stuff and built for abuse.
The other hardware upgrades are designed to cope with the dramatic increase in power. There are now standard AP forged brakes (which used to be an option) - six-piston up front, larger diameter at the back. There’s third-generation Magnetic Ride Control (MRC), which means you can tighten up the body control and damping at the flick of a switch and a new electric power-steering system to try and claw back at least a little of the efficiency lost through that supercharger.
And you know what? The car feels 25 per cent better to drive in every direction. Immediately. The steering is more accurate and consistently weighted. The clutch pedal is lighter, even with the standard twin-plate clutch. The brakes are excellent, and the harder pedal is most welcome, lending feel to committed stops. And, of course, it sounds bloomin’ brilliant, though any supercharger noise is buried deep in the velvet of V8 thrum. And boy, is it fast. Any gear, at any revs, this motor picks the GTS up and pelts it at the horizon, and you barely need to head all the way to the 6,100rpm red line. Though you will, just to hear the V8 get abrasive and howling.
It all adds up to a car that feels tighter, more consistent, more European-fast. But in an attempt to compete with the likes of AMG and M Sport, HSV/Vauxhall has thrown an entire suite of electronics at the GTS, which doesn’t suit it for the UK market.
On the inside
There’s a huge amount of room inside the greatly improved cabin (quality, design and materials all on the up), a decently sized boot and plenty of standard kit.
On the one hand, the demands for servicing are low, and actually the V8 isn’t thirsty if you drive it on the considerable low-rev torque and change up early. But then, look at the insurance, look at the fuel bills if you cane it, look at the tyre costs if you go to oversteery track days. Bottom line: given the performance, it’s cheap to run, but given it’s a £55 grand saloon, it’s expensive.