I’ll start like a proper engineer – with a few numbers, not just about the Opel Insignia Grand Sport, but about the entire segment it belongs to. Do you know what the combined sales of the three key players in this class were back in 1997 – Opel Vectra, Ford Mondeo and Volkswagen Passat? The number in Europe was 983,473, with Opel leading the way with nearly 385,000 cars sold. Twenty years later, total annual sales stand at 311,808… and no, I’m not talking about Opel alone, but the combined figures of Passat, Insignia and Mondeo.
As you know, this is largely due to the obsession with SUV-looking cars, which for some reason – successful marketing perhaps – have taken over the hearts of buyers, who are willing to spend more on purchase, maintenance and fuel for crossovers that have effectively replaced D-segment sedans and wagons. That said, the segment is not extinct yet, and its representatives have become more attractive in design and better in quality and materials in an attempt to stay relevant.
Today I’ll introduce you to one of the serious players in this class – the Opel Insignia, specifically its five-door version, which carries the ambitious name Grand Sport.
Design
I think that with the second generation of Insignia, Opel have taken a more careful and conservative approach compared to the first one, which at the time of its launch was, at least in my view, the most attractive car in the D segment. The new Insignia is more restrained and measured in its design. To me, it looks like a modern interpretation of the five-door models from the 1990s, mainly because of its silhouette, reminding me of the liftback versions of Vectra and Mondeo from that era, but interpreted through Opel’s current design language.
With a bit more imagination, you might even notice that the favourite car of people who don’t really understand cars – the Tesla Model S – follows a similar shape, albeit with far more generous proportions, which lead to a more dramatic end result.
In any case, I find the final product very well balanced and pleasant to look at. This is even more true if you choose a lighter colour, such as Magnetic Silver – a silver-blue metallic that suits the Grand Sport particularly well.
Whether this more conservative approach will prove successful remains to be seen. It clearly works well for Volkswagen, but the more daring design strategies adopted by other manufacturers are also interesting, and with the Peugeot 508, individuality and sportiness have reached an entirely new level.
Interior
Ever since I first stepped into an Opel with their new generation interiors – in this case the Opel Astra – I’ve been genuinely impressed by how far the brand has come in terms of quality. Naturally, things are even better in the Insignia. From a design perspective, my impression is also positive. The style is minimalist with a hint of conservatism.
Many people would probably say it feels outdated, simply because there are no touch-sensitive buttons and many functions are still controlled via proper physical switches rather than buried in the infotainment screen, as is increasingly fashionable. I, however, see this as a major advantage, because in terms of ergonomics and usability while driving, physical buttons remain unmatched. Besides, Insignia sits in a segment where most buyers rely on a single car, which means that car needs to be practical and easy to use every day.
The front seats are among the best you can get in a car under €50,000. The test car featured the optional AGR driver’s seat, which costs just over €500 and includes upgraded upholstery. AGR, by the way, is a German association of doctors and therapists focused on back-friendly products. Regardless of the technicalities, comfort is excellent, and with seat ventilation on top, long-distance journeys become effortless and genuinely relaxing. There is plenty of space up front, and the high centre console creates a slightly cocooned feeling, almost like being in something sportier, even though the Insignia is, despite its name, far from a sports car.
The rear seats impress mainly with the generous legroom, comparable to that in the Skoda Superb. There is also space under the front seats, which helps with comfort. The downside is limited headroom due to the sloping roofline, and the middle seat is more symbolic than practical, but realistically, how often do you carry five adults?
The things I don’t like are relatively minor – limited options for interior customisation, a narrow colour palette and the absence of configurable ambient lighting. These are more like luxury extras you’d expect in higher-priced cars, or perhaps in something like a MINI.
On the Road
On a rather cold Friday morning, I got into the black Opel, quickly found a comfortable driving position, turned on the heated steering wheel and set off towards Pleven. Well, first towards the congested centre of Sofia. The first thing that struck me, as I slowly moved along Boulevard Bulgaria, was just how wide the car feels. This is not an illusion – the Insignia measures over 1.86 metres in width without mirrors, and its nearly 4.9-metre length is also significant. That interior space has to come from somewhere. Perhaps because of the relatively high doors and steeply raked windscreen, it actually feels even bigger than it is.
Apart from its size, the car is very easy to drive in city traffic. The start-stop system is quick and smooth, the eight-speed automatic gearbox works exactly as you’d expect in an urban environment, and the steering is light and effortless. The onboard computer showed an average consumption of 12.5 l/100 km as I left central Sofia. That may sound high, but it makes more sense when you consider that the test car was equipped, in typical Roadhunter fashion, with the top engine – a 2.0-litre turbo petrol with 260 hp and an electronically limited top speed of 250 km/h. In that context, 12.5 l/100 km in heavy traffic is acceptable.
Once I joined the Hemus motorway, I checked that the car was in Tour mode and, for the first time, pressed the accelerator all the way down. The result was a smooth and quick downshift from the gearbox and strong acceleration, accompanied by a decent sound.
A few things stood out. First, the car is quick, but I couldn’t help comparing it to another car I drove about a year ago – the Alfa Romeo Giulia Veloce. Yes, they target different audiences and price points, but both have 2.0-litre turbo engines, eight-speed automatics and all-wheel drive. The Alfa has 20 hp more and weighs about 40 kg less, yet the difference in performance feels larger than expected – 0–100 km/h in 7.3 seconds for the Insignia versus 5.2 seconds for the Giulia. That’s a significant gap. Perhaps it comes down to engine and gearbox calibration, but either way, it’s worth noting that the Insignia is not exactly a rocket, even if it is more than quick enough.
Another thing I noticed under hard acceleration was the digital cluster, which updates rather slowly. The speedometer needle visibly lags behind reality. I’m also not a fan of the semi-digital layout – part digital, part analogue. It feels like a cost-saving compromise that doesn’t quite work.
At motorway speeds, however, the car settles into its element. With cruise control set at 150 km/h, the journey becomes relaxed and refined. Aerodynamic noise is well suppressed, while tyre and road noise dominate, but remain acceptable for the class. In comfort mode, the suspension handles most imperfections well, although short, sharp bumps in corners can unsettle the body slightly, creating a mild floating sensation, something I’ve experienced before in a Mercedes-Benz GLE Coupe.
Fuel consumption dropped to 10.3 l/100 km on the motorway, and with a steadier driving style, it would likely settle between 8.5 and 9.5 l/100 km.
The more interesting part of the drive came on the way back, when I left the main road for some forgotten country roads with decent asphalt. Switching to Sport mode brought noticeable changes in the suspension, engine, gearbox and steering. Naturally, my driving style also became… less civilised.
In dynamic driving, the second-generation Insignia feels significantly more agile than its predecessor. The weight reduction of around 150 kg is noticeable, especially in corners, where the car feels more composed and controlled. The steering is fairly precise, although not particularly engaging. The all-wheel-drive system keeps the car planted, while the adaptive suspension limits body roll effectively.
Overall, the chassis is competent and the road behaviour is solid, but it doesn’t quite excite me. The Renault Talisman is actually more engaging to drive, although it lacks powerful engine options. Still, this is not a car meant to be pushed hard – it is meant to carry your family in comfort, and in that role it excels. In fact, it is probably the most comfortable car in its class that I’ve driven. If you take it easy, you can also achieve good efficiency – I managed 6.8 l/100 km on secondary roads, even though the official figure is 7.1 l/100 km.
And do you know what the best part of that route was? It got dark, which meant I could properly test the IntelliLux headlights. This is an option that you absolutely should tick. It uses an intelligent LED system with 16 segments per headlight, allowing you to drive with high beams constantly, while selectively dimming sections to avoid dazzling other drivers. I was genuinely impressed with how well it works.
Conclusion
After a few days with the Insignia, I can say that Opel have improved the first generation in all the right ways. The result is a comfortable family car with a spacious interior, solid build quality and modern technology focused on comfort and safety. The biggest improvements are the reduced weight, which enhances driving dynamics, and the significantly improved interior quality.
The car met all my expectations – it is a sensible, competent vehicle with excellent value for money, offering more than most SUVs in the €20,000–€25,000 range. But I can’t say it truly excited me. And that’s not a criticism – it’s simply the nature of this segment. D-segment cars are about doing everything well, without necessarily excelling in any one area.
As for pricing, the test car, with its powerful engine and extensive options, cost around €40,000. That may sound like a lot, but considering the equipment and drivetrain, it is actually very competitive. The base price starts at around €21,500, while a well-equipped version can be had for around €30,000.
In my opinion, the Insignia is one of the strongest offerings in its class, alongside the Skoda Superb and Mazda 6. The rest comes down to personal preference.
Eng. Tsvetan Iliev
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