From £66,5007
Self-shifting version of Vauxhall's supercharged saloon packs a lot of charm but it's a niche choice that lags behind its rivals in some key areas

Our Verdict

Vauxhall VXR8 GTS
The VXR8 packs a supercharged 6.2-litre V8

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    2015 Vauxhall VXR8 GTS automatic review

    Self-shifting version of Vauxhall's supercharged saloon packs a lot of charm but it's a niche choice that lags behind its rivals in some key areas
Nic Cackett
18 August 2015

What is it?

It’s an automatic version of Vauxhall’s much-admired, grin-inducing supercharged saloon, the VXR8 GTS.

We’ve always had plenty of time for the GTS, in part thanks to the fact that on the scale of bang-for-buck it represents something of a limited nuclear exchange for a few cents.

Key to its appeal is its supercharged 6.2-litre ‘LSA’ V8. Thanks to a four-lobe, twin-rotor Eaton supercharger, which crams nine pounds of boost into the all-aluminium V8, peak power is rated at a hefty 577bhp. Likewise, torque is an equally impressive 546lb ft. 

Compared to the similarly priced four-star Mercedes-AMG C63, it outmuscles its twin-turbocharged German alternative by 108bhp and 67lb ft. Not the be-all and end-all, by any stretch, but nevertheless impressive - and that’s before you start taking into account the myriad, affordable and almost limitless tuning options for the LS range of engines.

As standard, the rear-wheel-drive GTS comes with a stout six-speed Tremec TR-6060 manual gearbox. Those in the market for an automatic, however, can opt for a version that replaces the Tremec and its associated twin-plate clutch with a heavy-duty GM-sourced 6L90E automatic gearbox.

This traditional torque convertor-equipped transmission commands a £1725 premium over the manual version, but it does also come with wheel-mounted paddle shifters for easily commanded manual shifts.

Durability hasn’t been overlooked either, as - like the manual version - a transmission cooler is also included. This should help keep the gearbox's fluid temperatures at sensible levels and prolong the life of both the fluid and the transmission.

What's it like?

The manual VXR8's Tremec gearbox wasn’t the slickest unit around but it was accurately gated and easy to use. Missed or incorrect shifts were rare as a result while factory-fit launch control made standing starts a doddle. 

Consequently, opting for a conventional torque convertor-based automatic feels somewhat of a retrograde choice. It's a good transmission, make no mistake, but its softer, tardier delivery and automated nature predictably detracts from the GTS' core driver appeal.

If you dropped from fifth to third in the manual and pinned the throttle, you could indulge in the sensation of the Vauxhall's tail squirming as the boost built; the engine would bellow, the LSD would frantically attempt to meter out the torque between the rapidly spinning Continentals, and a gratifying surge of acceleration would ensue.

Attempt the same in the automatic and you'll find that the whole experience dulled a little, because the transmission softens the power delivery. Also, in some cases, the necessity for a kickdown leads to a noticeable delay in acceleration. Once you've got the Vauxhall rolling in gear, however, the transmission feels suitably direct.

The automatic does have other appealing facets. In manual mode, it won't shift up automatically when you hit the limiter while driver-commanded shifts are carried out quickly. It's also as fast as the manual, on paper, with Vauxhall claiming a 0-60mph time of 4.2sec for both versions, despite the automatic not having launch control. No doubt repeatability on that front would lie in favour of the automatic, once off the line, particularly in inclement conditions.

The paddles have a snappy, precise action, and the transmission is quite happy to engage fifth from as low as 30mph, allowing you to roam around on the LSA's stout seam of mid-range torque. A low neutral rev limiter kills some of the static entertainment, but we suspect most won't lose sleep over that particular point. It's predictably less efficient than the manual, too, but not by a noteworthy amount.

It's still an unquestionably fast car, especially when the blower's built up some boost and the V8's spun above 3500rpm, but frequently it doesn't feel as potent as the figures suggest. That is in part due to its weight and isolated cabin, but also due to the fact that it's comparatively quiet and gentle unless you stand on the throttle and wind the motor out, at which point you'll very quickly be well beyond the legal limits. Cruise around town and the GTS will softly burble along in relative anonymity, unlike, say, a raucous F-Type or C63.

You could argue that the automatic VXR8 would make a great luxury saloon, as a result, instead of an outright super-saloon, but it's one that'll struggle to better 17mpg in restrained everyday driving. Few will find that a tolerable proposition, especially when the likes of the BMW M3 - a car that will go from 0-60mph faster in the real world - can achieve almost 30mpg in conventional conditions.

The Vauxhall’s otherwise impressive credentials remain unchanged. Thanks to stacks of performance-oriented kit, including MagneRide electronically adjustable suspension and torque vectoring, the VXR8 can deploy its power with aplomb. It’s capable of muscling through corners with surprising deftness for a nigh-on two-tonne saloon, to boot. So much so, in fact, that when we last ran a manual one at Coombe, it lapped the circuit 1.9sec faster than a BMW M4.

The steering could do with more linear and consistent weighting, though, in order to more accurately judge its responses and hold your desired line, but it's more than precise and quick-acting enough to place the GTS where you want it. Or, as is often the case, to hold your desired angle. It's easy to engage in gratifying sideways antics with a stab on the loud pedal, but even with myriad electronic safety system switched off, the GTS remains a surprisingly docile and easily controlled car, in part thanks to the automatic's ability to hold a selected gear.

Inside, there's supremely comfortable seating for four adults and plenty of equipment, while the ride is plush in all but the most aggressive of suspension settings. It's a thoroughly well designed and built affair, too; while the interior might not have the showroom appeal of a new Mercedes-Benz C-Class, it certainly feels more solidly assembled and durable. The only prominent negative is that, on coarser surfaces, road noise is particularly intrusive.

Should I buy one?

If you love the idea of a 'proper' rear-drive saloon, with a well-equipped cabin and plenty of punch, then you'll adore the GTS. You'll have to be capable of stomaching a sub-18mpg average, though, as well as the concept of an £80 tank of fuel lasting 280 miles at best. Drive it in anything resembling in anger and you'll see both those figures tumble considerably.

The economic realities are admittedly unlikely to prove much of a stumbling point for anyone looking at a supercharged £56k saloon, although the range may annoy, but there are other foibles here that cause the GTS to lag behind its rivals.

Buyers expecting a soulful, baritone V8 that turns heads for a mile, for example, will find the Vauxhall disappointingly quiet for the most part. The GTS's sheer bulk and occasionally inconsistently weighted steering will cause others to swing towards keener-handling, more invigorating alternatives like the BMW M3.

Opting for the automatic GTS, while making the car more tractable and easy-going in day-to-day use, also cuts down on some of the entertainment. Unless you really need or want an automatic, we’d pocket the £1750 and revel in the unadulterated and increasingly rare joy that is a V8 coupled to a manual gearbox.

That saving could also go some way to granting the VXR the aural presence it really needs. Marque specialists Walkinshaw Performance will be importing some sports exhaust systems in due course, which will set you back around £2500. It'll void the factory exhaust warranty but, once you've heard it, we suspect you won't care.

2015 Vauxhall VXR8 GTS automatic

Location Bedfordshire; On sale Now; Price £56,245; Engine 8 cyls, 6162cc, supercharged, petrol; Power 577bhp at 6150rpm; Torque 546lb ft at 3850rpm; Kerbweight 1892kg; Gearbox 6-spd automatic; 0-60mph 4.2sec; Top speed 155mph; Economy 18.0mpg (combined); CO2/tax band 373g/km / 37%

Join the debate

Comments
16

18 August 2015
I'm not sure why Autocar is testing it, other than the obvious reason that Vauxhall has supplied it in order to get publicity - and perhaps some much needed kudos for the brand. But the fact remains that this car (apart from being perhaps the fastest accelerating Vauxhall ever) will likely be the fastest depreciating and most expensive to run. What Car? data suggests that it will shed around £30k in the first three years ownership, and I guess it won't be cheap to fuel and insure either. Still, I suppose it's as good a way as any of disposing of a bit of surplus cash you happen to have lying around...

18 August 2015
LP in Brighton wrote:

I'm not sure why Autocar is testing it, other than the obvious reason that Vauxhall has supplied it in order to get publicity - and perhaps some much needed kudos for the brand. But the fact remains that this car (apart from being perhaps the fastest accelerating Vauxhall ever) will likely be the fastest depreciating and most expensive to run. What Car? data suggests that it will shed around £30k in the first three years ownership, and I guess it won't be cheap to fuel and insure either. Still, I suppose it's as good a way as any of disposing of a bit of surplus cash you happen to have lying around...

Are any cars with 577bhp cheap to insure and run?? Have you heard of anyone spending upwards of 60K on a car not being able to afford to insure it afterwards or put fuel in it? I haven't ever

18 August 2015

Afternoon LP in Brighton. I had a closer look at the residual values; the VXR8 is forecast to retain around 39% of its value after three years and 30,000 miles. Based on the list price, that means a loss of some £35k. The Mercedes-AMG C63, by comparison, should retain around 43%. It's slightly more expensive than the GTS, though, so you'll lose a similar £34k over the same period. The C63 would likely be easier to sell on, though. You might be surprised by the insurances costs, however; I ran a quote for one and it came back at a very reasonable £600.

18 August 2015
Too big,a tad expensive,not premium enough?,and for that cash i'd sooner have something from BMW,or Mercedes at a pinch.

Peter Cavellini.

18 August 2015
Peter Cavellini wrote:

Too big,a tad expensive,not premium enough?,and for that cash i'd sooner have something from BMW,or Mercedes at a pinch.

To be fair Peter if you wanted the direct rival from Merc (E63S) you'd be paying over 80K and the M5 with competition pack is just under 80K so it's quite a big difference. It's never been as premium as the over cars in it's class this but it has always offered something a little different for a reasonable price tag. I'd be wanting the Merc myself but if that was out of range this would be a good alternative. Manual gearbox option would be enough for some

18 August 2015

Afternoon gigglebug. I was fortunate enough to have a manual version as a long-term test car and, indeed, it was decent choice. The clutch was fairly hefty, which some might have found annoying in traffic, but the surplus of torque helped cut down on excess gearshifts. All it needed was a more vocal exhaust system. A great car, either way, and sorely missed. One of the few test cars I would have bought, if I had the money.

18 August 2015
I got to experience one of the older models myself through a close friend and all though it wasn't as nice a place to be in as the Merc's, Audi's and BMW's of the same period it did at least have as much (if not more) character to compete with the premium alternative's. Whether it would have been enough to persuade me to have one if it had have been my own decision to make I'm not 100% sure but I never questioned it and it was brilliant fun. Made me smile every time I went in it and was a hoot to drive

18 August 2015
This car should be compared to the m5 and merc e class, not merc c lass and M3. Think that is a bit unfair comparison myself which others have pointed out are both over 80k. The 30k depreciation difference is not far off the price difference between this car and the bmw m5 / merc e63.

If I had th emoney I probably would take the merc e class - but is it worth 25 - 30k more? Also 8 year old VXR8 are still around 15k mark and have been for a while now - with nice ones going for 17k.

18 August 2015
You can get a nearly new XFR for £45k.

18 August 2015

Afternoon Citytiger. The XFR is a good shout, although somewhat down on power compared to the Vauxhall and £10k more expensive, new. The 543bhp S version would set you back an extra £24k, for comparison. Much to my surprise they don't hold their value as well as the VXR8 either, but then they are an older model - originally launched in 2009 and now superseded.

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