I am now faced with a huge dilemma. Over the past few weeks I have road tested three different versions of Opel’s new Insignia. My dilemma is, if I were paying out my own money, which version would I buy ? My first test was in the 2.0 litre, four cylinder SRi model, with all wheel drive and a six speed manual transmission. It was a beautiful car to drive and it had a very sporting performance from its power of 162 kW and torque of 350 Nm. Top speed was 234 kph (145 mph) with 0-100 kph in 8.0 seconds. Exhaust emissions were 215 gm/km, putting the car into tax band F, with an annual liability, at present rates, of 1050 euro. Fuel consumption was, 21 mpg urban, 40 mpg extra urban and 30 mpg combined. As tested it had a current retail price of 42,234 euro.
My most recent test was of the 2.8 litre V6 Elite, also with all wheel drive, but using a six speed automatic transmission. It delivers 191 kW with 350 Nm, which gives it a top speed of 250 kph (155 mph) with 0-100 kph in 7.3 seconds. Fuel consumption is 15 mpg urban, 34 mpg extra urban and 23 mpg combined. This gives exhaust emissions of 272 gm/km, putting it into group G, with an annual liability, at present rates, of 2100 euro. As tested it has a retail price of 49,226 euro.
My third test car was a 2.0 litre diesel. It also had the excellent six speed automatic transmission, but it only drove the front wheels. Power was a far more modest 96 kW, but with 300 Nm of torque. This allowed a top speed of 205 kph (127 mph) with 0-100 kph in a far more leisurely 11.1 seconds. To compensate for this, its fuel consumption was 36 mpg urban, 60 mpg extra urban and 48 mpg combined. This resulted in exhaust emissions of 154 gm/km, putting the car into group C with an annual road tax, at present rates, of 302 euro. As tested it had a recommended retail price of 33,958 euro.

So where is the dilemma, you may well ask ? Well, given a choice, I would prefer the all wheel drive, but I can quite happily live with front wheel drive. Again given the choice I would definitely prefer the six speed automatic, but if the premium charged was too high, I could live with the manual. The automatic, however, does make the driving far more, relaxed, comfortable and enjoyable. I would naturally prefer the nippier acceleration of the two petrol engined cars. Their higher top speed on the other hand, is completely irrelevant, as it is well above the national speed limits, not only here in Ireland, but also in most of the countries in the European Union. The V6 has a major disadvantage when it comes to both fuel consumption and exhaust emissions. These would make it far more expensive to operate, especially in these difficult financial times. On that basis if outright velocity was an important factor, I would have to prefer the SRi to the Elite, but if velocity is not an absolutely essential requirement, then the diesel, would have to be my first choice. But there are other considerations too.

My 2.8 V6 Elite was finished internally in a beautiful cream leather upholstery, with brown vinyl on the top of the facia and doors. In my eyes it was far superior to any black interior finish and I also far prefer leather to cloth upholstery. So I suppose if I was drawing up my own Insignia specifications, it would be a metallic red hatchback, with the cream and brown leather interior, powered by a diesel engine with more turbo boost so that the 0-100 kph acceleration would be ten or just under seconds, coupled to the six speed automatic and driving all four wheels. The question is, what sort of retail price would a specification of that order entail, always assuming it could be had in the first place ?
The 2.8 V6 Elite is a very stylish and good looking car and it comes with an excellent level of equipment. It can still offer more than the Mercedes-Benz C class at a lower price, but the margins are much closer. The same applies to the Audi A4, but here the margins are even closer still. It is thus in a very competitive sector of the premium car market. If price is the determining factor, then perhaps the lower price of the SRi will give it an advantage in Audi territory.

The 2.8 V6 Elite has a recommended retail price of Euro 45,995, which is very competitive in this premium sector of the market. The test car had the following optional extras, satellite navigation - 1,697 euro, 19” alloy wheels - 885 euro and metallic paint - 649 euro. Both Audi and BMW are very keen on optional extras, so when comparing prices in this segment of the market, you need to be very careful that you are actually comparing like with like.
The ride is generally comfortable and well up to the high standards you would expect from a premium segment car. One cannot, however, account for the myriad of diverse, craters, potholes and rippled surfaces one may encounter on the road surfaces in the Fingal region of north Dublin. The roadholding is likewise good on proper road surfaces. The steering has a positive feel and is geared to give 2.75 turns from lock to lock. The power assisted system takes all the hard work out of manoeuvring in tight spaces.
An inspiring performance, requires good brakes to keep everything under control and to keep the driver relaxed and comfortable. The 2.8 Elite has large 338 mm ventilated discs at the front with generous 316 mm ventilated discs at the back. The system naturally has anti-lock with emergency brake assist and a hill start assist. It works in conjunction with an electronic stability programme, which incorporates traction control. There is a space saving electric handbrake.
The 245/40 tyres put down a lot of rubber on the road, to transmit all that power and torque. I am therefore rather concerned that the spare tyre is a narrow 125/70 Spacesaver that is only capable of putting down a contact of half the normal size on the road.

As I said earlier on, I am tremendously impressed with the cream and brown colour of the interior. The layout of the instruments and controls too is excellent, making the car relaxing, comfortable and very pleasant to drive. Indeed one gets the impression that the interior stylists and designers, actually drive cars themselves. The main instrument binnacle, behind the steering wheel, directly in front of the driver, contains four analogue instruments. Viewed from left to right these are, tachometer, engine temperature, fuel level and speedometer. Below the two small dials there is a rectangular digital information panel, showing a variety of different information as selected by the driver.
At the top of the central console there is a screen for the satellite navigation and audio information, with a comprehensive switch panel below for all the various audio controls. There are additional audio controls on the steering wheel, plus those for the Bluetooth telephone operation and cruise control. Heating ventilation controls are in a panel below the central audio controls. The air-conditioning has a dual range, so driver and front seat passenger can each select their preferred conditions for each side of the cabin.
Complimenting the cream and brown colour scheme, there is a dark wood veneer style trim, plus chromed and polished aluminium door handles. The leather covered steering wheel has a high quality look and feel, set off with a strip of polished aluminium. It is all so attractive.

The driver’s seat adjusts electrically for reach, height, backrest angle and lumbar support. The front passenger seat is also height adjustable and has adjustable lumbar support. Both front seats can be heated if required. The steering wheel adjusts for reach and height, so finding a comfortable driving position is no problem at all. All four windows are electrically operated and the exterior rear view mirrors are both heated and electrically adjustable. Front fog lamps are standard, as are LED daytime running lights. Overall the Insignia is a large car so the audible parking sensors are a great advantage when manoeuvring in confined spaces.
There is an armrest between the two front seats with a storage box below. In addition there is a 12 volt socket in the space under this armrest. Ahead of the armrest, on the left hand side, there is a roller shutter type cover over two cupholders.

The rear seating area is equally sumptuous. There is a centre armrest with a covered storage tray and two cupholders. Besides the space in the doors, there are also storage pockets in the backs of the two front seats. Behind the folding armrest there is a hatch that opens into the boot, allowing long items like skis, fishing rods and similar items to be carried, without reducing passenger capacity.
In theory it is possible to carry three adults abreast on the rear seat, which would naturally prevent the use of the ski-hatch, but the centre section is harder, so adults of normal height would sit with their heads in close proximity with the roof. In addition a third adult in this position also compromises comfortable shoulder room for all three passengers. The two outer positions are equipped with ISOfix fittings for child safety seats. All five potential seats have adjustable head restraints and all seats have the use of three point, lap and shoulder, seatbelts.

My test car was based on the saloon body, which has a luggage capacity of 0.500 cubic metres. In addition the rear seat back may be folded 60/40 to give additional space at the expense of passenger accommodation. When the seat backs are both folded and you load to the roof, available luggage capacity increases to 1.010 cubic metres. It is possible to carry up to 100 kg on the roof. If towing is what you need, then the 2.8 Insignia automatic will take up to 1700 kg when the trailer is fitted with brakes, or 750 kg without trailer brakes. The Insignia 2.8 Elite is thus both a prestigious executive saloon and a versatile large family car.
Finally the very good news is that the Elite specification is available with the 2.0 litre diesel engine and automatic transmission. When fitted in the saloon body, it carries a price tag of 36,995 euro, which rises to 37,395 euro if you prefer the hatchback. That would certainly give you a premium quality car, at a competitive price and with very attractive operating costs. The deficit you suffer is a marginally slower acceleration.

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