|  The
Vectras on test were powered with a 2.2 petrol and 2.2 turbo-diesel engines,
both of which will be expected in India in manual and automatic form.
The petrol unit puts out 145bhp but power is likely to drop once the ECU
has been re-programmed for our low octane fuel. Slotted into a body shell
that weighs 1395kg, the 2.2-litre petrol provides decent performance to
keep the Mondeo and Accord in its sights. However, unlike the Mondeo's
responsive engine and the Accord's flexible VTEC unit, the Vectra in contrast
lacked low down urge. The engine pulls acceptably from low revs but doesn't
feel Mondeo-quick. You'll need to see 3500rpm on the tacho before the
engine gets into its stride. You needed to wind the engine up to extract
the maximum and a 0-100kph run in around 11 seconds should
be possible.
T
he
2.2-litre diesel on the other hand was most impressive. Firstly, it is
remarkably silent and in contrast to the clattery 2.0-litre unit of the
Mondeo. Once you learn to ride the huge wave of torque by keeping the
diesel in the meat of its power band, the diesel Vectra is a devastatingly
quick highway car. Priced correctly in India (which means nearly on par
with the petrol), the diesel would be a more practical alternative. Apparently,
the five-speed gearbox has revised shift quality but the action is too
long and there's too much slop in the gear lever.
The Vectra's biggest talent is its overall refinement. It is an amazingly
quiet car and cruising upwards
of 130kph on Spanish expressways, the engine was barely audible; tyre
and suspension rumble are
well muted and there is hardly any wind noise. The ride at high speeds
is also terrific. The noise and jolt from short, sharp objects like expansion
joints and manhole covers are well suppressed. Driving on a variety of
roads, the Vectra's body control was fantastic. It always felt planted
on the road and yet had a supple edge to it. The Vectra's softer riding
characteristics are sure to win favour in India over the Mondeo's stiff
set-up accentuated by low-profile tyres.
The electro-hydraulic steering feels a little dead around the centre;
good for safe and placid driving. As speeds build up, the Vectra offers
well judged and consistent steering weight and once you get used to the
disorienting absence of feedback, you learn that you can push the Vectra
quite hard and safely.
In fact, the Vectra's dynamics are as fail-safe as you can get. The chassis
keeps in check body roll through corners and floats over vertical undulations.
But credit must go to the all-new traction control system and ESP+ stability
control which, when coupled with Electronic Brake Force Distribution (EBFD)
and Cornering Brake Force (CBF), is labelled as Opel's 'Interactive Driving
System' (IDS). Once installed, it cannot be switched off. The traction
control system has been programmed to allow maximum acceleration rather
than simply killing wheelspin. While other systems cut engine power, the
Vectra's allows a healthy amount of wheelspin to keep you moving.
The IDS system is quite subtle. Barrel into a corner too quickly and it
will intervene gently but effectively to cut speed, reduce understeer
and stabilise the car. It's a great safety aid but a killjoy for enthusiastic
drivers as the IDS cuts well before you reach the limit.
 Compared
to the Mondeo, the new Vectra comes across as more luxurious and refined,
especially when you compare the diesels. Image-wise, the Vectra is likely
to have the measure of the Mondeo as well. Its styling with generous helpings
of chrome looks richer. The Mondeo is definitely more of a driver's car
and dynamically superior, be it in terms of performance and handling.
The price for the Vectra has not been decided but we expect it to retail
at Rs 18 lakh which places it in the more expensive end of the D-segment.
However, with German heritage, engineering and quality playing an important
role in this segment, the Vectra could cash in on it and take the position
of the poor man's Merc.
|
April
2002