HIGH OF THE TIGRA
A Corsa in coupé form, the Vauxhall Tigra was a simple machine based on proven mechanicals. A quarter of a century later it offers uncomplicated, reliable, old-school fun.
Vauxhall’s Tigra wasn’t the best little coupé on the street – the Civic-based Honda Del Sol was more technologically advanced and dynamic, while three years after the Tigra’s 1994 launch, the Ford Puma blew it out of the water in terms of performance, handling and refinement. The Honda had sharp driving dynamics and a trick targa roof, while the Puma boasted all-independent suspension and thoroughly modern Zetec engines.
By comparison the Tigra rode on a chassis virtually unchanged since the 1982 launch of the Nova. Its engines were essentially 16-valve versions of Nova units too. Despite this, the Vauxhall enjoyed more commercial success in the UK than the other two put together for one simple reason: it looked the part. Vauxhall’s target customer for the Tigra was neither technologically literate nor seeking the most peppy sports car available. Tigra buyers wanted something pretty, sporty and quite fun. The Vauxhall had all of these qualities in plentiful supply, at an attainable price.
While it was built on the same platform as the Corsa – which had succeeded the Nova in 1993 – the Tigra was unafflicted by that car’s heavy, dumpy shape. By contrast the two- door coupé – which differed very little from the well-received Tigra concept car which had appeared late in 1993 – looked light, clean-limbed and distinctly attractive. The production model was available in a variety of funky colours, and its 15in alloy wheels looked well proportioned.
Although it was quite a low car, a decent glass area ensured that the cabin was reasonably bright and airy despite the dark, shiny mass of the Corsa dashboard dominating the forward view. Vauxhall used a variety of bright patterns on the seats, of which two were useable and two were vestigial as the rear accommodation was little more than fabric pads on a large, plastic bulkhead – somewhere to park shopping. However, behind it was a fairly useable boot space.
Two engine options were available, both petrol Ecotec units from the Vauxhall’s Family 1 range. These were fourcylinder, 16-valve, fuel-injected motors. The 1389cc version provided 87bhp and 92lb.ft of torque, while the 1598cc Ecotec gave 103bhp and 110lb.ft. Both are fundamentally decent engines, offering reasonable mid-range torque and – thanks in part to the Tigra’s slippery shape – perfectly acceptable fuel economy. For reasons best known to Vauxhall, the 1.6 was only available mated to a five-speed manual gearbox, while the 1.4 had the option of a four-speed automatic transmission.
Although the Tigra was actually heavier than the Corsa, it was lively enough to satisfy most of its owners. The 1.4 could post a 0- 60mph time of 10.5 seconds and continue to a maximum speed of 118mph, while the 1.6’s 0- 60mph sprint took 9.5 seconds, and its top speed was 126mph. Of the two engines, the 1.4 was the sweeter, being a little more revhappy and smoother. Worked hard, the 1.6 was rather thrashy and unrefined.
There was nothing
Being lightweight and fairly low-slung, the car felt faster and more incisive than it actually was
revolutionary about the Tigra’s chassis. It featured MacPherson struts at the front and a beam axle at the rear. A tried and tested combination, this gave the car competent handling and a reasonable ride. The Tigra was never lauded for this aspect of its proposition, but neither was it lambasted. Things improved somewhat in late 1997, when Lotus was consulted to make a few minor but significant changes to settings. Being lightweight and fairly low-slung, the car felt rather faster and more incisive than it actually was.
For a niche model, the Tigra sold well. During its production life Vauxhall felt no need to introduce facelifts or major changes, which indicates that it was right first time. As elsewhere in its range, the company offered a multitude of special editions, which amounted to little more than variations in the car’s standard equipment list.
Over a quarter of a century has passed since the Tigra’s launch, and time has been kind. It still looks distinctive and quite fresh, thanks largely to clean, unfussy styling. A surprising number can still be seen on the road, which certainly isn’t the case for the dynamically superior but rot-stricken Ford Puma. This is a testament to this car’s two major virtues: its engineering simplicity and decent build quality. A Tigra was, and remains, easy to own. With regular routine maintenance this is a long-lived car, and faults are generally easy to fix. Consequently this little coupé is now gathering an enthusiastic following.
A common problem sees the engine cut out at idle. Thankfully the culprit is usually easy to identify as the idle control valve or the MAP sensor – both fairly simply and affordably rectified.
The engines require cambelt changes at regular intervals, but with these they prove durable – a Vauxhall XE motor can take a lot of abuse without significant wear.
The usual guidelines apply when seeking out a good Tigra. It should pull well, without undue hesitation or noises from the transmission. It should stop smartly and in a straight line, as its disc and drum brake system is perfectly capable of bringing it to a halt. The suspension should do its duty without undue harshness, rattles, squeaks or bumps. Electrical equipment should all work. The bodywork should be straight, the doors and bonnet well aligned and the paintwork of a consistent hue and texture. Musty smells in the cabin should be investigated, because the drains in the bulkhead panel below the windscreen can block. This causes water ingress into the cabin, but is easily rectified by a good cleaning session.
The Corsa was a favourite among fans of automotive improvement, and upgrades are plentifully available which transfer to the Tigra and it isn’t hard to give the coupé much more entertaining handling than Vauxhall endowed it with. Thanks to the interchangeability of the company’s components, it is also relatively simple to treat a Tigra to an engine upgrade as various larger XE motors can be fitted. These transplants have all been performed – and documented – many times.
One of Vauxhall’s strengths during the 1990s was a wide colour palate. While Tigras can be seen in sober black, white, silver or red attire, they also appear in much more exciting and acidic shades. Longterm owners should consider hunting out an example in a colour that gives them a feeling of fun, because this and the Tigra’s general good looks will provide both aesthetic pleasure and value as the years roll by. It would also be advisable to find a car with air conditioning, and to get the system serviced, because a small, dark cabin with a generous glass area can become a hellish venue on a hot summer day.
At this point in the Tigra’s life cycle a lot of hard-living examples have been scrapped or are being sold for parts. The rest are being cherished. This is a car that attracts longterm owners, so patience is required when hunting one out. However, despite its relative rarity on sales sites, the Tigra is still reasonably priced. A really nice example shouldn’t cost more than £2000, and a perfectly useable car can be purchased for little more than half that. The Vauxhall is proof that sometimes simple pleasures are the most enduring.