We liked the 1,7-litre turbodiesel variant tested in November 2002, and warmed to the GSi hatch’s charms in January 2003. But Delta is also after a share of the small executive car segment, which is where the topic of this test, the Classic 1,8 Executive, comes in. Aimed at small families forced to downsize by rising car prices, the Executive comes with a standard equipment list that should ease the transition.
As ever, styling is a matter of personal taste, with some members of the CAR team liking certain aspects of the car’s lines, and others hating them with a passion. Features that attracted most comment were the bulbous bonnet and high boot line. It was generally agreed, though, that the boot is better integrated on this model than on the previous Classic. Another positive aspect is that the gaping shut lines evident on our first 1,7 DTI pre-production test unit seem to have shrunk considerably, although they are still not up to Volkswagen Polo standards.
Similarly, the Corsa’s cabin is a surprisingly odd mix of surprises and annoyances. We liked the one-touch up-and-down function for all four windows, the rubber matting in some of the hidey-holes, and the remote radio buttons on the steering wheel. But we did not like the fact that the key had to be pulled out of the ignition in order to release all the centrally-locked doors, and that there is no push-button boot-release on the bootlid.
Also, although build integrity seemed up to scratch, the plastics were not up to some rivals’ standards, and finish was judged to be a little on the rough side. What it boils down to is that, no matter how many glitzy luxury features you pack into the cabin, if the basic cabin architecture is low-rent, people’s first impressions will still be that it looks cheap.
But features this Corsa certainly has. Electric and heated side mirrors, dual front airbags, air-conditioning, power windows front and rear, radio/four-disc CD loader, remote central locking, triple info and phone display, drawer under front passenger seat, height-adjustable driver’s seat, tilt steering column and ABS are all standard.
In terms of passenger comfort, the Corsa’s front occupants have little to complain about once they’ve grown accustomed to the hard seats. The driver, especially, will appreciate the more spacious footwell compared with the previous model. But the driving position itself raised a concern or two. Some testers lamented the loss of Opel’s older squab-height adjustment, the new system being criticised for placing the driver either too low or too high. But most of us managed to get comfortable, although it must be said that the adjustment ‘routine’ took longer.
Rear space is improved over the old model but is still rather cramped, and entry/exit can be difficult. Headroom is sufficient. The tall rear end promises loads of luggage space and indeed the Corsa has a competitive 360-dm3 boot, with space growing to 888 dm3 with the rear seatbacks folded forward. The Corsa has the same 1,8-litre, four-cylinder engine that powers the GSi.
The single overhead cam, two valves per cylinder engine pushes out 79 kW at 5 400 r/min and 160 N.m of torque at a low 2 600. As we said in our test of the GSi, the powerplant feels at its happiest in the mid-range. To get the best throttle response and power surge it is necessary to keep the revs between 3 000 and 4 000 r/min, which means that some rowing between the gears is necessary at times – thankfully, the latest Opel gearboxes are smooth and quick shifting.
Performance is acceptable – the Corsa reaching 100 km/h in 11,02 seconds and going on to a top speed of 189 km/h. More importantly, the 1,8-litre engine performs well in overtaking situations. Fuel economy, however, was only average, the Classic 1,8 Executive achieving the same 10,12 litres/100 km fuel index figure recorded by the GSi in January. This gives the car a range of around 450 kilometres on the 45-litre tank.
Front suspension is MacPherson struts, sub-frame mounted lower wishbones and an anti-roll bar. A torsion beam axle set-up is used at the back. With the firm ride (and hard seats) you’d expect the car to be uncomfortable when the road gets bumpy, but it actually soaks up most irregularities well, without transmitting much thumping to the cabin.
The Corsa has commendable body control around corners, and only really starts pushing its nose wide at high cornering speeds when tyre squeal signals the arrival of understeer. Reaction to throttle lift-off is benign and there is plenty feedback from the suspension. A good mix of safety and fun then, with the only real criticism being the EPS (electric power steering), which not only filters out any meaningful feedback, but also makes accurate placement at slower speeds problematic.
Sure, it is light, and gets firmer when the speed increases, but it never feels connected to anything other than a microchip, and most certainly not the wheels. You do get used to it, but we would prefer something sharper, with more generous feedback. The brakes, boosted by ABS, performed consistently in our emergency brake test routine, stopping from 100 km/h in an average 3,15 seconds – better than the GSi.
