Vauxhall and Opel Clubs
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  •   Henry Catchpole reacted to this post about 5 months ago
    Joe Partridge created a new group

    Vauxhall/Opel Corsa B

    Vauxhall Corsa (B) 1993-2000 Opel Corsa B
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  •   Adam Towler reacted to this post about 5 months ago
    Richard Dredge posted a new blog post in Vauxhall Cresta/Velox PA
    Buying Guide How to buy a Vauxhall Cresta/Velox PA without being stumped by scarce parts. Restoration parts are scarce, so being picky about what you buy is essential. Words Richard Dredge. Photography John Colley.
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  •   Susanne Roeder reacted to this post about 5 months ago
    Jethro Bovingdon created a new group

    Vauxhall VXR8

    Vauxhall-VXR8 / GTS
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  •   Simon Jackson reacted to this post about 6 months ago
    Dan Furr created a new group

    Vauxhall Carlton MkII / Opel Omega A

    Vauxhall Carlton MkII / Opel Omega A

    1986-1994

    Opel chose to name its 1986 replacement car in this segment Omega rather than Rekord. Vauxhall stayed with the Carlton name. On its launch in November 1986 the Vauxhall Carlton / Opel Omega saloon and estate range earned itself the accolade of...
    Vauxhall Carlton MkII / Opel Omega A

    1986-1994

    Opel chose to name its 1986 replacement car in this segment Omega rather than Rekord. Vauxhall stayed with the Carlton name. On its launch in November 1986 the Vauxhall Carlton / Opel Omega saloon and estate range earned itself the accolade of European Car of the Year - the second Vauxhall/Opel product to achieve this distinction, two years after the Astra/Kadett won the accolade.

    Relationship with other models
    Again there was a lengthened version of the Carlton (and Omega), this time known in both Opel and Vauxhall forms by the same name: Senator.

    Vauxhall scrapped the Carlton nameplate in early 1994, but the name of its Opel equivalent, the Omega, lived on, as it was applied to the Carlton's replacement. At which point the Vauxhall equivalent adopted the name change (a drive towards uniformity was taking place throughout the range) and so the Carlton's replacement was sold as the Vauxhall Omega.

    Mark II engine line-up
    All of the 4-cylinder engines available in the Carlton Mk II were the GM Family II units in 1.8L and 2.0L capacities. The Opel Omega A was offered with a large 2.4L Opel CIH engine in certain European markets, but this variant was never offered in the Carlton. New to the Carlton's line-up with the Mark II were two straight-6 engines with 2.6 and 3.0–litres. These were both 12-valve engines, again from the Opel CIH family, but later 3.0-liter models were offered with 24-valves, producing much more power and torque. As well, Vauxhall used the "Dual-Ram" intake manifold, which lets the car breathe as two separate three-cylinder engines below 4,000 rpm, but changes the intake manifold profile at 4000 rpm to increase the runner length, thus increasing total engine output.

    In addition to the straight-6 engines there was a range of straight-4s. Starting with GMs popular 2-litre family 2 engine, the C20NE, with 115PS and 125lb.ft torque. There was also a 2.3 turbo diesel available with 100PS and 160lb.ft torque.

    Special Lotus version

    Main article: Lotus Carlton

    In 1990, Vauxhall launched a high performance 377 bhp (281 kW) Lotus Carlton in collaboration with Lotus Cars. (An Opel version was also produced as the Lotus Omega.) It was built with a 3615 cc six-cylinder twin-turbo engine (designated C36GET) capable of over 176 mph (283 km/h), making it officially (for the time) the fastest full four-seater that had ever been made. It cost £48,000 – well over double the price of a standard Carlton. As a result, Vauxhall's original plans to sell about 1,000 in the UK ended in 440 UK cars being sold. For those with less money there was the 3000GSi 24v, with a top speed of 146 mph (235 km/h).

    GSi 3000 & Diamond

    GSi 24v

    Prior to the Lotus tuned version, the range topper was the GSi 3000 upon which the Lotus Carlton was based. At launch in 1986 it had 177 bhp (132 kW; 179 PS) giving it a top speed of 134 mph (216 km/h). In 1990, power was increased by going from 2 valves per cylinder to 4 valves per cylinder, creating a 24-valve engine, resulting in 204 bhp (152 kW; 207 PS) which allowed 0-62 mph to be dispatched in 7.6 seconds and increased the top speed to 149 mph (240 km/h). It was also available with an Automatic gearbox, which reduced the top speed to 146 mph (235 km/h) and increased the 0–62 mph time to 8.6 seconds. The Carlton Diamond 3.0 24v Estate was also made. Identical to the GSI but with an estate body shell, it sold in much more limited numbers (90) and so is a much rarer sight.

    Guinness World Record

    In June 1992 two teams from Horley Round Table, Surrey, UK, set a Guinness World Record time of 77 hours 34 minutes, driving a total 6,700 km across the then 12 EC countries in two Vauxhall Carlton 24V 3000 GSi's (J870 FFM and J751 DYC). The Carltons were provided by Vauxhall Motors and the record attempt was also supported by Mobil Oil and the Royal Automobile Club.

    Survival rate

    By February 2016, just 468 examples of the Carlton were still on Britain's roads, with most remaining examples believed to be the high performance 3000 GSi and Lotus versions of the MK2 model.
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  •   Shelby Glenn reacted to this post about 9 months ago
    END OF TERM #Vauxhall-VXR8-GTS / #2017 / #Vauxhall-VXR8 / #HSV-GTS-Gen-F / #Holden-HSV-GTS-Gen-F / #HSV-GTS / #GM

    This car is the last of its kind, but what a way to bow out

    When I look back on my time with the VXR8, it’s nearly always with a smile. Okay, so when an overdraft warning pinged through on my phone I might have rued the 18.1mpg, but even when the children were eating gruel and my wife was darning socks, I reckon it was probably worth it. The VXR8 GTS isn’t perfect by any stretch of the imagination, but it’s unique, big-hearted and almost impossible not to love (unless you’re Dickie Meaden, who hates it).

    I wanted to run this huge Vauxhall because it represents the end of an era for the incredible line of V8- powered, rear-drive saloons built in Australia. Ford no longer builds the Falcon and now the Holden Commodore – on which this car is based – is dying, too. The whole Holden versus Ford rivalry is like a way of life for car enthusiasts in Australia, so it must feel especially painful for hardcore fans of the V8 Supercars race series, who’ve grown up as ‘Ford guys’ or ‘Holden guys’. I don’t have that history but even so it’s sad to see this loud, lairy breed disappear from the motoring landscape. Other reasons? The practicality, of course. And the 6.2-litre supercharged V8 with 576bhp and 545lb ft.

    While the £56,234 VXR8 GTS is a dinosaur scavenging for fuel under the dark cloud of a meteor strike, it’s not at all crude and certainly doesn’t require great sacrifice to live with. In fact, it’s unbelievably comfortable, riding on sophisticated magnetorheological dampers, and it features torque vectoring by braking, multiple driving modes for various situations and has all the toys you could imagine. It’ll even park itself. Fitted with the optional six-speed automatic gearbox it covers ground like nothing else, loping along at big speeds with the engine turning slowly and the soft but supportive seats vanishing away the miles. Three-up back from the Nürburgring with a boot full of camera gear, it was almost serene.

    Journeys like that were a pretty regular part of life for our GTS – back and forth to the Ring a couple of times, supporting shoots at Spa, trawling across to Wales seemingly every month – and it really did excel in those situations. More usually it was trips to the airport, the odd school run and blasts into the office. evo moved in the summer, and the new commute was fantastic from my place. About 25 minutes of deserted and wide country roads with some wicked cresting corners and even a banked, Karussell-style left through a tunnel of trees. At full tilt the sheer performance the VXR8 GTS deployed for this journey was actually pretty stunning. It was easy to forget the #V8 ’s extreme power output when driving even quite quickly, as the slightly monotone engine note could lead you to change up at little more than 4000rpm. But if you held out to the limiter you got a manic supercharger noise to enjoy and truly eye-popping acceleration.

    It was only when you tried to use that 576bhp that you appreciated the full magic of the chassis, too. The car always felt surprisingly balanced and composed – although short, sharp bumps could get it fidgeting and feeling slightly out of phase with the surface – but it was with the stability control off that you could enjoy its full repertoire. Despite expectations, it was not a monster drift machine. There was too much grip and traction to slide around at low speed. However, it always felt very rear-driven and when you committed early to the throttle you could feel the rear tyres take the strain, the balance just teetering on the edge of oversteer. In the dry it was a sensational feeling and the car never felt unruly. In the wet, it was better to leave the traction control very much on, though. After many thousands of miles I felt I was still learning the VXR8.

    I tended to skip Tour and Sport modes and head straight to Performance, enabling the torque vectoring. On smoother roads you could even use Track mode pretty comfortably to really tie down any float over undulations. I always used the paddles: I just can’t cope with fully automatic driving unless I’m stuck in traffic, and the gearbox was pretty fast and rarely frustrated me by not actioning a downshift request. In fact, the whole car felt nicely intuitive and in tune with your inputs.

    The VXR8 GTS was a great car for all occasions, then: vast and comfortable, wickedly fast and slightly irresponsible, and even surprisingly composed and enjoyable on track, with terrific brake and steering feel on the limit. The interior was relatively crummy, and some people couldn’t cope with the image, but I was sorry to see it go. Both from my driveway and the wider world. Life is all the brighter and more enjoyable with a VXR8 GTS for company. This or a new M3? No contest.

    Above: alongside its many ancestors at Vauxhall’s Heritage Centre in Luton. Right: the big Vaux was a true delight on the limit, dancing on the line between grip and slip with the poise of a far lighter car.

    ‘At full tilt the sheer performance the VXR8 GTS deployed was actually pretty stunning’

    Date acquired June #2016
    Duration of test 6 months
    Total test mileage 8922
    Overall mpg 18.1
    Costs £0
    Purchase price £56,234
    Value today £50,00
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  •   Joe Partridge reacted to this post about 1 year ago
    Joe Partridge posted a new blog post in Vauxhall/Opel Corsa B
    Andrew Crank is a unique thinker. You could sit us down in front of a Corsa B all day and it wouldn’t occur to us to fit it with Audi quattro running gear. And that’s only one of his many smart ideas…Words Joe Partridge. Photos Adam Rous.
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  •   Joe Partridge reacted to this post about 1 year ago
    Daniel 1982 posted a new blog post in Opel Kadett B
    Space Opel Kadett. When it rolled out of the factory several decades ago, this Opel Kadett B was a sensible little family car. But today, with a stratospheric 1,350bhp and a penchant for wheelies, the transformation is out of this world… Words Dan Bevis. Photos Patrik Karlsson.
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  •   Bob BMW reacted to this post about 1 year ago
    Daniel 1982 created a new group
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  •   Daniel 1982 reacted to this post about 1 year ago
    Clash of the titans. The legendary Lotus Carlton and the iconic VXR8 GTS-R are the undisputed heavyweight superstars of the Vauxhall scene …Words Dan Furr. Photos Dan Sherwood.
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  •   Daniel 1982 reacted to this post about 1 year ago
    Emma Woodcock posted a new blog post in Vauxhall / Opel Manta B
    1988 Opel Manta B GT/E Exclusive
    •   Cars
    •   Wednesday, 08 May 2019
    Chris Burt and his Manta B GT/E Exclusive were there for our first issue almost twenty years ago. Two rebuys later, they’re back for the big 200…Words Emma Woodcock. Photos Dan Sherwood.
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