And the evo potential? Well, as we'll explain, the all-new Tigra has serious potential. It'll just take a bit of imagination...

The Tigra Twin Top goes on sale in September, with the choice of either a 90bhp 1.4-litre or 125bhp 1.8-litre petrol engine. For a niche model, a massive engineering effort was put into creating the car.

Although the basic structure comes from the Corsa hatch, all the exterior panels are new. Without a fixed roof the shell needs strengthening, so reinforced steel pipes have been fitted in the sills and doors, and underbody cross-members have been welded to the floorpan behind the seats. Opel says the Tigra has also got a 'very rigid wall' behind the seats to further increase the stability of the shell. The upshot is claimed class-leading rigidity. Even so, the car is only 100kg heavier than a Corsa. In a rollover, the 'major safety system' is the heavily bolstered windscreen surround.

The Tigra's chassis started life as the Corsa GSi, but Opel engineers lowered it 5mm at the front and 20mm at the rear and widened the track 28mm at both ends. Another carry-over is the steering, which Opel claims now has improved response as a rearward weight-bias has enhanced the overall balance of the car. By Spring next year there'll be a sports suspension option, which includes thicker anti-roll bars and mods to the rear suspension, though we understand this isn't the full-on OPC/VXR set-up.

Aussie Niels Loeb, who was also responsible for the VX220, led the styling team. I reckon it has the same pleasing edginess, especially around the nose.

I doubt the Tigra's motive power will have many evo readers drooling. The base engine is the newish 90bhp 1.4-litre Twinport unit, with variable inlet control. But even with the 125bhp 1.8-litre, the best you can say of the Tigra's performance is that it's 'peppy'. Opel engineers say they are 'investigating' a pokier engine; we'd guess a 1.8 turbo. A five-speed manual box is standard, an automated manual optional.
Like the 206CC, the Tigra is made in western France by coachbuilder Heuliez. But Opel says the push-button roof (which takes 18 seconds to drop) is a completely new design that doesn't steal as much luggage room.

With the top erected, the Tigra feels very stiff and shake-free. On the decently maintained roads around Hamburg, I couldn't detect any scuttle-shake and the rear-view mirror remained vibration-free. I've always appreciated the punchy nature of Opel's engines and this 1.8 is no different, offering relaxed, torquey progress, which suits the Tigra's cruiser sensibilities. And don't dismiss the very sweet 1.4, as it doesn't feel much slower.

There was a reminder of the bad-old Opel, though, through the 1.8's manual box, which still has a trace of the long-winded, clunky action that blighted 1990s cars. It's also detectable in the steering's springy self-centering action on full-lock and in the soggy clutch action.

On the open road, the Tigra is clearly better than the Corsa and gives a good account of itself, flowing along nicely. Within its limits, the Tigra is highly competent, but there's little of the edge-of-the-seat virility that marked out the Ford Puma, little encouragement for the driver to pick up the pace. And with the roof down, the structure loses some composure.

Opel is aware the Tigra could end up a 'girl's car' - like the 206CC has - so we think it needs to launch the equivalent of the Mini Cooper S. Here's how it could turn the Tigra into a proper evo machine. Dump the folding roof for a fixed top (perhaps with a removable rear window), fit a turbocharged engine with at least 170bhp and give the chassis the full VXR treatment.

The result would be a good-looking, handy coupe that would attract serious drivers and fill the slot vacated by the Puma and - eventually - the VX220. The current rash of mid-size roadsters are just too much Kings Road and not enough Knockhill. How about it, GM?