Long term test: Opel Insignia OPC Sports Tourer

A long term test report on the Opel Insignia OPC Sports Tourer. 

Three years ago, we tested the Opel Insignia OPC when it was launched on the market. It demonstrated abilities which, in comparison with competition, made it attractive value for money. We come back to the Insignia OPC, but this time in the context of the Sports Tourer in our long term fleet.

The Sports Tourer, Opel’s brand for the wagon version of the Insignia, is 143 kg heavier on paper than the OPC sedan we tested 3 years ago due to the larger body panels and the automatic gearbox. While the weight gain is perceivable on the road, but the strengths remain the same. Interior volume is spacious, a sensation increased by the panoramic sunroof. With 4.90m in length, the Insignia’s outer dimensions are closer to an Audi A6 Avant than the 4.72m A4 Avant. Perceived quality is very good, no rattles or wear marks have shown up in a year. The on-board computer functions, such as oil temperature and pressure, voltmeter and tire pressure (optional) or turbo pressure (in %, 100%=0.9 bar), are very useful in daily usage. The leather wrapped front bucket seats are very ergonomic and deserve the award they received in Germany. They are relaxing on long journeys and allow a precisely adjusted driving position for all body sizes. The automatic AC also earns kudos, doing an excellent job whatever the outside temperature is. On long summer trips, no draft or cold points disturb life on board, a strong point for a key ingredient of comfort in a family-oriented grand tourer.

In night driving conditions, the directional AFL headlights contribute to comfort as well, adjusting their beam with speed by widening at low speeds and reaching further out at higher speed, with lateral adjustments in corners. The automatic switching function for oncoming traffic works well, but leaving the car decide the point of switching is a matter of driver preference. Another gadget, the rear window defroster which turns itself on automatically when condensation is detected.

The powertrain demonstrates competence in daily commuting, but lacks the sporty edge of the 3.0 TFSI used on the Audi S4 for instance. The 6 gear automatic torque converter box does not compare with modern dual clutch systems. Upshifts are quick, but downshifts are slow. Adequate for normal driving, but it overall  leaves quite bit to be desired. The exhaust note is surprising, coming courtesy of a stock Remus system. It can prove a bit tiring between 2000 and 2500 rpm, which happens to be the legal cruise speed on swiss freeways. Opel claims 325hp at 5250 rpm and a peak torque of 435Nm at … the same 5250 rpm, which is surprising for a turbocharged engine. It appears that this engine is severely restricted in stock form, for an unknown reason. On the dyno, peak power is reached at 5700 rpm, while the torque curve is prefectly flat from 2900 to 5700 rpm, with measurments matching manufactrer claims. This translates into a very linear – and somewhat dull – power delivery, not helped by the significant weight of the car. This car has been fitted with a certified chip tuning from Delta Motor, specialist and partner for Opel in Switzerland. Peak power gain is only 25hp, but torque jumps by more than 100 Nm on the entire rev range. Reprogrammed that way, the Insignia OPC displays a more entertaining delivery between 3 and 6000 rpm, with a less laggy response.

Gas mileage is an issue. It improved over time as the engine and transmission losened up, but remains very high. I reached my record low on a freeway journey using the cruise control, retuning 9.2 L/100km. The maximum is reached, frequently unfortunately, in urban driving with 17 L/100km. On roads and mixed usage, with approximately 12.5 L/100km. Even in economic driving, the slightest acceleration, the most modest downshift sends the on board computer average up. We did not maintain a precise stat, but the average over 13’000km is around 13.0 L/100km, roughly 20% above the normalized 11.0 L/100km value. The on board computer is optimistic by about 1.0 L/100km, and the fuel gauge is accurate, allowing full usage of the 70 liters capacity. Useful with such an appetite for 98 unleaded !

Three engine, gearbox and suspension management modes are available: Normal, Sport and OPC. Normal mode is resolutely comfort oriented, ideal for family use or delicate backs. Surprisingly, the 20″ rims with rigid 255/35R20 tires do not degrade ride comfort, but body control is affected if you are urged to press on. In Sport mode, damping becomes firmer, steering is a smidge firmer and reactive, but the Insignia remains comfortable without too much digging. It is a good compromise, but pavement seams can be felt through the 20″ wheels. This proves to be a good compromise with family and cargo, body movements are contained while preserving a reasonable level of comfort. In OPC mode, things are radically different. Damping becomes seriously hard, steering wheel a lot firmer, and throttle and gearbox response a lot more reactive. Suitable for winding roads. Speaking for steering, lack of feel is perceivable at higher speeds.

Before diving further in the handling deparment, it is important to remind here that we are talking about an OPC-seasoned Insignia, not a hardcore sports car. Moreover, our car flirts with the two ton mark (1997 kg on our scales, split 54.1% front and 45.9% rear). In OPC mode with ESP disconnected – it is too sensitive otherwise – the Insignia is at its best in middle to fast curves, where the rear wheels roll in with surprising ease. The faster the bends, the more the car feels in its element. Due to its weight, slower turns are clearly not its cup of tea. The absence of steering feel filters excessively the grip information and the lack of rigidity in front suspension linkage gives in some play. The car tends to feel underpowered because the level of traction from the four wheels does not allow any drift, whether on dry or damp tarmac. Brembo brakes allow for good stopping power, but pedal response is too mushy. Adequate to carry passengers swiftly on tortuous roads, but not a 10/10’s full attack car. It is important to note that the comparison with a sedan version with manual gearbox shows a significant – and positive – contrast in terms of handling and agility. On the snow, the 4×4 system is very effective, even with the 20″ wheels.

The all-important spouse check returns a positive rating on the interior in comparison with an A6, comparable in terms of comfort and room, and better seats and leather. Rear passengers will find the front bucket seats visually intrusive. A 1.5L water bottle can fit in the front door compartements, and the 500L trunk capacity is very useful, including the 108cm load length till the rear bench for bulky items. Doing away with the spare wheel adds a useful hidden compartment under the floor.

In the reliability department, a few warning messages on the AWD system turned out to be a small oil leak between the center and rear differential. A slow puncture on one wheel turned out to be a defective valve, proving the usefulness of the tire pressure monitor. Brakes became noisy, but cleaning the drilled holes solved the problem. Paint quality is in line with the price tag: cheap. Orange peal finish is easy to spot, it is dry to touch and the coating is very thin. It marks easily, the slightest brush with clothes generates micro-streaks, magnified by the black paint job. Clear inferior to other german brands.

In summary, a practical, comfortable family car with some flavors of sportiness. It will not hold comparison with an Audi S4 in this area, but is more comfortable for a significantly lower price. Brand recognition is not comparable either, a matter of personal preference which should not be underestimated in terms of resale market value.

Costs and maintenance

Configuration

Facing competition

* option “unlimited” ** 6 gear manual

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