It is so difficult to write about Vauxhall's VX220 without a reference to the hallowed Lotus Elise. Both were developed by Lotus engineers and, engine aside, share a significant number of major components. On the face of it, sibling rivalry could lead to hostilities within the family. Not in this report though, as we've decided to tell you about the VX220 Turbo as if the Elise did not exist, and then in a separate article we will compare the cars, as no doubt many buyers do.

The Vauxhall VX220 (or Opel Speedster outside the UK) began life with a 2.2-litre naturally aspirated four-cylinder engine. This torquey lump provided perfectly adequate thrust, ensuring that Vauxhall's proper sportscar had apposite sportscar performance. Buyers eventually wanted more, and GM delivered the VX220 Turbo, promising to be just as light and good to drive, but with a lot more supercar-baiting performance.

Though the Turbo model received a few mild cosmetic changes (such as new alloys, subtle spoilers front and rear, and larger ducts in front of the rear wheels), these were mainly functional. Surprisingly, the shape of the VX220 has not dated at all from its 1999 show debut; it shares its 'hard points' with its Lotus brother, but maintains a unique character. Understated black paintwork may suit many buyers, but on our test car it manages to hide the detailed shape of the glass-fibre reinforced composite body panels. Only standing next to the VX220 do you appreciate how low it is, especially at the front. The headlights are set near to the ground, and nestle behind a (nearly) trapezoidal transparent cover with the indicators. The sharp lines flow up to a taut rear end, truncated by further distinctive lights (echoing the design of the front) made up of four individual circular lamps set behind a clear cover. The other talking point is the twin-exit exhaust system, arranged one atop the other for a change.

Not much has changed inside the VX, which is no bad thing. It is a small cockpit, with the driver and passenger sitting close together. The leather seats are superb, putting the driver into one of the best driving positions there is. It could be described as spartan, but remember that this sort of car is built for driver enjoyment above any other need. All controls are within easy reach of the driver, and the lovely Momo steering wheel even comes with an airbag as standard. The car is sorely lacking in oddments space for small items though. The space there is allows its contents to move around distractedly. We thought that the stepped footrest in the passenger footwell, and the stainless steel sill covers emblazoned with "Turbo" were nice additions, but sadly they are optional extras (£75 and £100 respectively).

After the car had gone back, we were shocked to discover that the cross-drilled disc brakes were also an extra (£350). In a car with the performance of the Turbo, this is penny-pinching gone too far in our eyes. The bean counters may argue that not all buyers will be so demanding on the car's brakes, but in reality do such people actually consider more extreme sportscars such as the VX220? I would be surprised if any buyer ever weighs up the VX220 against a less compromised car than say the BMW Z4. Cars such as that BMW drive well, and have earned their credentials as sportscars, but take the VX220 for a brief spin and you will understand that it resides in a very different reality.

Ownership of the Vauxhall VX220 can be likened to attacking an assault course on an army training day. Many potential recruits will give up at the first big wall to climb, in the same way that some buyers won't even be able to get into the VX. With the roof on, it is a pain in the, well, arse, neck, back and torso. You do get used to it, but it is never easy. If the roof is removed, life is far easier. Once over the high wall, it is a doddle to clamber back down the other side. In parallel, once you are seated in the leather seats, a comfortable driving position can easily be found, and everything you need is to hand.

Driving the VX220 through town is not a fraught affair. None of the controls are overly heavy, though you know you're not piloting a Corsa. The steering has no assistance, but even the guy in need of nourishment in the Mr. Muscle ads would not have a problem at parking speeds: there is little weight over the front wheels after all. The clutch and brakes have resistance, but using them will not give you an excuse to cancel your subscription to the gym. The engine is audible most of the time, though you won't need earplugs. Ruts and potholes remind you that your behind is not all that far from the tarmac as the wheels tend to crash into them at low speed.

This car is not bought to be driven at low speed. Engine warmed up; get yourself off the beaten track onto the UK's network of challenging B-roads. First time you give the turbocharger full authority over the intake air you are guaranteed to smile. The VX220 is seriously quick, by any standards. The claimed 0-60mph time is 4.7 seconds, which shades the latest Porsche 911 Carrera S as well as the iconic Honda NSX. Sprinting ability is greatly enhanced by the low 930kg kerb weight, but the figures don't tell the full story. Thanks to the addition of a turbocharger and intercooler, the VX feels quick at all times. There is negligible lag, and it even revs willingly to 7000rpm.

Sadly, we unearthed problems with the power delivery. Just when you feel the turbo coming on strong at about 2,500rpm, the wastegate opens and dumps the boost, leaving you wanting more. Keep your foot planted and the boost does build back up though, resulting in superb mid-range urge. Until you get used to this 'lull' in boost, it can be a little unnerving when overtaking, but in reality the car still accelerates hard. It is just a pity that the delivery is not more linear. We had the opportunity to speak to an engineer who had worked on the development of the Turbo and he confirmed our suspicions that the calibration is torque limited to protect the transmission. Recently, I drove the limited edition VXR220 on track and the changes releasing more power have also resulted in a more linear power curve, making the experience more enjoyable.

Despite the glitch, we still enjoyed the pace of the VX220 Turbo. In comparison to the majority of ordinary cars on the road, it is incredibly quick and agile. We did find the test car a little under damped for our liking, resulting in a reduction of pace over choppier surfaces. It was all too easy for the car to skip sideways over a series of high frequency bumps. On smoother roads, the VX excels. The steering is wonderfully communicative, though suffers from some kickback. However, the Vauxhall can be placed on the road according to your wishes, and the torque provided by the turbocharger allows you controllable and safe rear end slip in the dry, even on the public road. The flipside is a car that wants to steer from the rear in the wet, but ultimately it is still very capable in damp conditions. We didn't have the chance to try the VX on track, but I suspect it would be a complete hoot, allowing full-on power slides if desired, and enough pace and grip to keep up with the Caterham brigade.

Don't forget to order the cross-drilled brakes if you do plan on some track work. Even with hard road use, this set-up was just about up to the job in our opinions, with ABS intervention coming in a little earlier than necessary in the dry. The standard items would not be up to the demands of an enthusiastic driver.

Despite our mild irritation at the power delivery and the low level of standard equipment, take a look at the list price: £26,495 on-the-road. Even with the additional cost of the brakes, the VX220 Turbo is a conspicuous bargain sportscar. Where else can you get such a blend of thrills and performance in such a desirable package? Yes, it is compromised, but the experience is all the more rewarding for it. All you need to do now is decide if you think that the Lotus is worth the extra money...