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UK Autotest - Colt Cordia Turbo (Page 3 of 3) |
Article from UK Autocar Magazine dating back to 30 October 1982.
Article supplied by Derk Henderson |
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Living With The Colt Cordia Turbo: Well Equipped |
The level of equipment
on the test car was indeed good, starting with the cloth seats –
featuring the word "TURBO" embossed into each backrest - the matching
door trim and the carpeted floor; even the moulded facia has a less
plastic look to it than is usual in a Japanese car. There is also a
good quality radio, with push-button selection for one long wave, two
medium wave and two FM stations, plus a stereo tape player, electric
door- mounted rear view mirrors operated by a clever two-position
four-way switch set, and a removable glass sunroof - all of which
comes as standard on British specification cars.
The sunroof has a rather fiddly wind-up arrangement. It is opened by
rotating a large turn- wheel; it takes five or six twiddles to raise
the back of the sun roof an inch or so. However, it removes simply by
depressing an unlocking lever and lifting it out of two securing slots
at the front. It stows in the boot in a special plastic cover.
In the midst of this opulence is one niggling shortcoming, in the
shape of the flimsy-feeling, stubby-knobbed window winding handles.
They are positioned so flatly against the door trim, and the knob is
so small, as to make opening and closing the window an awkward,
laborious chore.
Oddment accommodation is not particularly good, with a shallow tray in
the central console and a moderately-sized lockable glove compartment
on the passenger side. There are also diminutive door bins, and cubby
holes set into the body beside each rear seat.
Rear passenger space is reasonable under the circumstances. Legroom is
restricted if the front seats are set fully back, but the rear seats
are low-slung and the roofline fairly high above rear passengers'
heads, so that it is quite feasible to transport two adults there
without too much discomfort.
The luggage compartment is also fairly voluminous, and the Cordia has
the added advantage of the normal hatchback facility of folding rear
seats, to give near-estate-car-like accommodation. Left and right seat
backs may be folded individually so that long loads and a rear
passenger can be carried. The tailgate consists of little more than
the rear window and surround. It is unlatched either by pulling a
little lever beside the driver's seat (a second lever opens the petrol
filler flap) or by using the key. Here's another little niggle - there
is no handle on the tailgate. To lift it you have to slide a fingertip
into the joint between tailgate and sill. That might be good for
aerodynamics, but it plays hell with fingernails ....
Once the tailgate starts moving it lifts easily with gas strut
assistance leaving a fairly high sill. Spare wheel, jack and a
six-piece tool set are stored in a spacious well under the carpeted
boot floor.
The luggage compartment cover is a rigid panel, which lifts on cords
with the tailgate. It pivots separately from the rear seats, so has to
be removed separately if necessary when the rear seats are folded.
The bonnet is not counterbalanced, and has to be manually propped. The
engine compartment is neatly laid out, with the turbocharger tucked
tidily across the front and around the right hand side of the block,
remarkably small and unobtrusive. Maintenance items are all within
easy reach. |
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The Colt Cordia Range |
The Cordia is available in normally aspirated
1600 GSL form at £6,650 (£7,020 with automatic transmission) or as the
Turbo as tested at £7,750. The four-door saloon sister version, the
Tredia, is available in three versions, 1400 GLX, at £5,500, 1600 GLS
at £6,150 (£6,520 with automatic) or Turbo at £7,500. Automatic
transmission is not available on Turbo models. |
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How The Colt Cordia Turbo Compares |
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Maximum Speed (mph) |
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Acceleration 0-60mp/h (Seconds) |
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Overall Fuel Consumption (mpg) |
 |
 |
 |
 |
 |
1 |
Ford Escort XR3 |
113 |
2 |
Renault Gordini Turbo |
112 |
3 |
Colt Cordia Turbo |
111 |
4 |
Volkswagen Golf Gti |
111 |
5 |
Opel Manta GT/J |
107 |
6 |
Affasud 1.5 Sprint Veloce |
105 |
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1 |
Volkswagen Golf Gti |
9.0 |
2 |
Colt Cordia Turbo |
9.2 |
3 |
Ford Escort XR3 |
9.2 |
4 |
Renault Gordini Turbo |
9.8 |
5 |
Affasud 1.5 Sprint Veloce |
10.9 |
6 |
Opel Manta GT/J |
11.0 |
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1 |
Renault Gordini Turbo |
30.1 |
2 |
Ford Escort XR3 |
27.9 |
3 |
Volkswagen Golf Gti |
27.2 |
4 |
Alfasud 1.5 Sprint Veloce |
25.7 |
5 |
Colt Cordia Turbo |
25.2 |
6 |
Opel Manta GT/J |
22.3 |
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There aren't a lot of production 1600 turbocharged
cars around, so it is difficult to find direct competitors for the
Cordia. However, it is obviously aimed at the sports saloon/coupe
market and as our tables show it compares pretty evenly in performance
terms with such popular "street racers" as the Escort XR3, Golf GTi
and Gordini Turbo. It seems somewhat expensive in this company, and
price wise it competes with, for instance, BMW 320 (£7,690, 111 mph,
9.8 sec 0-60 mph, 24.6 mpg) or Lancia 2000 HPE IE (£7,691, 116 mph,
10.6 sec 0-60mph, 20.3 mpg) and almost with the muscular Capri 2.8i
(£8,125,127 mph, 7.9 sec 0-60 mph, 24.6 mpg). Certainly Colt boast
that their Cordia's 1,597c.c. engine in turbocharged form compares
well with many 2-litre competitors, and we have included the popular
Manta GT/J to show just how well the Cordia does against such bigger
rivals. However, the Manta is considerably less pricey.
Renault really seem to have got their act together in their Gordini
Turbo, which appears to offer an almost unbeatable combination of
performance and economy. This is supposed to be an advantage of
turbocharging - so why is the Cordia not higher up the economy table?
For one thing it is a little heavier than most of its 1600 c.c.
competitors; for another it tends to be driven very foot-heavily
whenever engine revs fall below about 3,5W - when the engine comes
"off turbo" - to make up for the relatively poor response. |
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On
The Road |
As might be expected from cars of this type good
handling is paramount, and in fact all of them are handling cars -
although in some cases this has been achieved at the expense of ride
quality. The Renault Gordini Turbo is a typical example - stiffening
its suspension has given it a quite un-Renault-like firmness - in fact
at times it is alarmingly bouncy. Ride has never been the XR3's strong
point - it remains "busy" in spite of Ford's efforts to improve it -
but it is hard to beat in terms of roadholding. The Golf GTi manages a
much better compromise, with a remarkably absorbent ride considering
its stiffly sprung design. The rear-drive Manta is in a different
class in terms of roadholding, and is very competent, though it
disappoints for the low geared steering yet heaviness at low speeds.
Somehow none of the cars approaches the Alfa in terms of sheer driving
entertainment. In this company the Cordia Turbo rates fairly well. The
ride is firm and somewhat fidgety but not to an unsettling extent, the
steering is precise and nicely weighted and cornering is pleasantly
neutral. As for that high-low ratio gearbox it could be argued that it
offers agood selection of ratios so that the engine can be kept on
turbo boost at all speeds; it could also be argued that it's nothing
more than a gimmick. Either way, it's there if you want it, ignore it
if you don't.
The sports saloons obviously boast more interior
space than the coupes, and it should be borne in mind that the Gordini
Turbo is a supermini and therefore smaller overall than others in this
comparison. The Renault has the added disadvantage of cramped boot
space because the spare wheel cannot, as in the normally aspirated
car, be stored under the bonnet.
The Manta fares badly here, although rear passenger living space is
not as restricted as the simple legroom measurement suggests; it also
lacks a hatchback facility. Under the circumstances the Alfasud and
the Colt offer quite acceptable rear accommodation for two adults in
reasonable comfort. |
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Verdict |
The Golf GTi is on the way to
becoming a "cult car" and the Escort XR3 is trying hard to achieve the
same sort of distinction. Both are eminently, practical cars, the
natural choice of a sports-car-minded family man. The others have more
specialised appeal; the Manta is ageing in concept, but still has
image, the less practical Gordini is more of a "boy racer" and the
Affasud has that near unsurpassable level of refinement.
Yet the Cordia, too, impresses as a competent package, enjoyable to
drive fast and comfortably equipped, spacious enough to be practical
for a young family. But it is costlier than many of its rivals, and
one must wonder whether the performance (or image) gained from the
turbocharger warrants the extra expense. |
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