JonyyB

<img src="https://www.cobaltss.net/articles/cardriverss.gif" align="left" border="0" hspace="5" vspace="2"><b>GM's newest heavy metal packs some heat.</b>
BY AARON ROBINSON
February 2005

Cobalt resides at No. 27 on the periodic table, sandwiched between iron and nickel on a working-class street that's also home to copper, zinc, and manganese. It's nature's industrial rust belt, the Lower Cuyahoga of the atomic scale. Chevy probably chose the name because cobalt is used as a hardener in high-performance alloys such as those found in aircraft jet turbines. After 23 years of building the Chevy Cavalier, GM's small-car credentials could stand a little hardening, too.

During a recent lull in California's monsoon season, Chevy allowed a press gaggle to turn miles in 2005 Cobalt models, including the 145-hp, 2.2-liter sedan and base coupe and the 205-hp supercharged 2.0-liter SS coupe (a 175-hp, 2.4-liter engine option comes later in '05). Initial skepticism ran at redline. The Cobalt shares General Motors' front-drive Delta platform with the Saturn Ion, the sensational belly-flop of model year 2003. How good could the bow-tie version be?



As it happens, it's astoundingly good—an Olympic long jump for GM, from dead last to the head of the class, right up front with the Toyota Corolla and Honda Civic. You may have already gleaned that from our first Cobalt preview last July. We alluded to superb interior trim that mimics a Volkswagen's; the fancy hydroelastic rear-suspension bushings that pacify the ride (and cost GM $30 extra per car, according to vice-chairman Bob Lutz); a cabin soundproofed to luxury-car stillness by multiple door seals, molded acoustic pads, and 37 pounds of laminated "quiet steel"; and the Euro-'spensive Continental and Pirelli tires.

Here's what we didn't know then: The $21,995 Cobalt SS—it comes only as a coupe and only with a five-speed manual—puts a heavy horsepower dollop on top of a taut, refined handling package. Forward of your feet is an extensively reworked version of GM's Ecotec 2.0-liter DOHC 16-valve four-cylinder engine, augmented by an Eaton M62 twin-rotor, or Roots-type, supercharger with a peak blow of 12.0 psi and an integrated air-to-water intercooler that flushes away unwanted charge heat. Headlining the Ecotec's internal mods are a forged steel crank, sodium-filled exhaust valves, an oil cooler, and oil-jet cooling of the pistons. The package supplies 205 horsepower at 5600 rpm and 200 pound-feet of torque at 4400 rpm—all saddled to about 2900 pounds.

A boost gauge on the left A-pillar twitches to the rhythms of the blower. Other accouterments include a better stereo, leather seats with body-color inserts, and a leather-wrapped shifter and steering wheel. Chevy will offer a Performance package early this year, price as yet unknown, with Recaro seats and a Quaife limited-slip diff.

Steer the SS Supercharged into a corner with confidence. GM handling guru John Heinricy, director of high-performance vehicle operations and a dinkum racer himself, has already been there 1000 times before, sharpening out the understeer and flattening out the roll and wallow. Behind the 18-inch alloy wheels and 215/45 tires is the FE5 suspension with a larger front anti-roll bar, stiffer springs, and aluminum L-shaped control arms anchoring the front struts. They replace the base Cobalt's FE1 suspension and its steel arms. The rear stays a Cobalt-standard twist-beam axle.



Tuning the forward control arms' all-important bushings, which must be both squishy for bump absorption and firm for handling, was a trick, said Heinricy. The work happened at Heinricy's finishing school on the Nürburgring in Germany and at other tracks back in the U.S., including GM's new 2.9-mile handling course at the Milford, Michigan, proving ground that engineers have dubbed the "Lutzring," after Bob Lutz. Special high-stiffness bushings with small air pockets for shock absorption supplied the necessary compromise in ride and handling, and engineers devised a calibration for the electric-assist steering that keeps effort relatively low but precision surprisingly high.

Over the twisting trails of Santa Barbara County, a Quaife-equipped SS laid the power down smoothly and ate the apexes with fast reflexes and stable course control. The Dodge SRT-4 supplies more horsepower and torque for a few hundred bucks less, but it's a rough-and-tumble street fighter. The Cobalt SS Supercharged trades on its refined civility, two words we don't normally associate with a GM economy car. But then cobalt isn't a metal we normally consider precious.

Chevrolet Cobalt SS Supercharged
Vehicle type: front-engine, front-wheel-drive, 5-passenger, 2-door coupe
Base price: $21,995
Engine type: supercharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port fuel injection
Displacement: 122 cu in, 1998cc
Power (SAE net): 205 bhp @ 5600 rpm
Torque (SAE net): 200 lb-ft @ 4400 rpm

--------------------------------------------------------------------------------

Transmission: 5-speed manual
Wheelbase: 103.3 in
Length/width/height: 180.5/68.4/55.6 in
Curb weight: 2900 lb
C/D-estimated performance:
Zero to 60 mph: 6.1 sec
Zero to 100 mph: 16.0 sec
Standing 1/4-mile: 14.7 sec @ 97 mph
Top speed (drag limited): 140 mph
Projected fuel economy (mfr's est):
EPA city driving: 23 mpg
EPA highway driving: 29 mpg

from: http://www.caranddriver.com/article....&page_number=2

EvenStar

That's very positive, man with all these "good" reviews from everyone it sounds like our Cobalt will turn into quite the machine. Truthfully I haven't read any BAD reviews relating to the SS S/C, so basically it sounds like we all picked wisely Ill just have to drive it to make sure!

bruff1977

Check out Sport Compact Driver March 2005 Issue. The review says the factory wheels are too big and the steering is more Camaro, and less Civic. Honestly, I would prefer that.

farfrmnormal

The reviews look great, however, I still think a car with a supercharger in it should be running better 1/4 mile times. My cavy that I have now runs high 14's (15 on days where I am not so good with the stick) without the supercharger in it and really I haven't done much under the hood but some premium plugs and wires. Whats the opinion on the 1/4 mile time? You think this will improve much?

zinner

You wont see any bad reviews till it actually comes out. Chevy isn't giving test drives to people who are gonna give it a bad review.

zstyle

Right.... so since all major new auto magazines have already driven it, along with some internet sources, they must be avoiding SOMEONE who matters and will give them a review. I don't think so.

The big car magazines test every significant new model (especially those with enthusiast appeal) for our market, and they usually don't with hold their opinion on what they think the stong and weak points are, no matter the company. The G6 was as important for Pontiac as the Cobalt was for Chevy, and yet it got some negative press.

Novagenesis300

Well lets remember what this car was built for. it was built for guys like us to modify which is what makes civics so friggin good at "everything". It hasent even been touched by the public yet to customise and street race. The cobalt is mostly about street cred. and I think chevy is sitting pretty with all the aftermarket corps. jumping on way before it even was released. I think we have a big big winner here no matter what bad reviews it might get. Once you throw in all the mods.....bad reviews wont matter.

hokman

Will this be better than the Opel Astra GTC sports coupe? 240hp from 2.0 ecotec turbo. Turbo better or super charger? The 2.0 turbo is quiet and refined and smooth, I think SC sounds sportier?

The astra doesn't benefit from quiet steel, but GM is also making great play of the various electronic stability options - advanced apologies that this is about to turn into an acronym-fest. The basic system is described as ESP plus, featuring various other 'plug-in' software modules including UCL (Understeer Control Logic), HSA (Hill Start Assist), TSP (Trailer Stability Program). On top of this it will be possible to specify a very advanced bit of kit called CDC (Continuous Damper Control) which uses a battery of sensors to adjust the damping based on road condition, car requirements and so forth. This is, GM modestly suggests, an even more advanced system than the similar set-ups used by the likes of Ferrari. Taken as a whole all the gizmos are known, as on the Vectra, as IDS - Integrated Driving System, and not the recently deposed leader of the Conservative Party.

Although GM press states Astra is based on the last model, and Cobalt on the Delta. I suspect this is the Euro version of Cobalt, the body shell has the basic shape and doors and mirrors, the interior is also very similar with same meters. Especially when the two have superb refinement and fine handling with comfortable ride.

mndriver

Everything I have heard is all good, but the delay in the production worries me. I was told it was engineering difficulties, but what those are i have not heard. The SS will run better then the Redline in all respects. Acceleration, 1/4 mile. It should be one heck of a car.

hokman

Since nobody replied me, I went to test drive the cobalt yesterday. Well now I really know this isn't the Astra at all!! You guys are right! The engine is harsh, the gearbox is imprecise and sticky, the clutch is too high. Refinement is bad. The engine lets out a grinding noise when I let off the gas. And the gears are set too low, the rpm rises and the speed not much. Without Astra's CDC, the torsion beam suspension is punishing. The shift Knob is a cheap black ball. When I go back to my 7 years old corolla, I feel like i'm in a Benz!! Before I thought my corolla was crap. I went in with high expectations like you guys but now i'm greatly disappointed. The damn salesman even photocopied my driver's license. Now we now GM isn't selling quality opels in North America. And now we also know why GM in north america need to buy Daewoos to sell, because their cars are probably worst than Korean ****.

All these flaws made it impossible to drive the car further and test out the handling and steering. The chair was uncomfortable too, and it was impossible to shift. It's like driving a banger. The worst thing is the noise that the engine lets out when you let off the gas. You can't believe it's a new car! It's like driving a 400 dollar car or something. I expected the 2.2 ecotec to be refined and quiet, but it's exactly the opposite.

JonyyB

ok This thread is about the SS, not the base 2.2L

zinner

I am of the opinion that not many reviewers have even driven the SS S/C yet. I think it's all based on the GM press kit. Otherwise we would have seen some photos of the car's beside the GM press photos. And since the reviewers haven't driven the car how could they give a bad review.

MikeSS

Yeah, you're right. I think many haven't driven the car. Car and Driver actually got to drive the car for like an afternoon. But it was a press day and GM kept having other magazines drive the car. So I figure that is why there are no photos of Car and Driver's own to go with the article of the Cobalt SS S/C.

Their article is one of the main reasons I bought the car. Car and Driver is usally very anti-GM, and they gave it a glowing review. So if they like it that much, it must be good!

zstyle

Car and Driver, MotorTrend, and Sport Compact Car have all driven the car. MotorTrend ran it through their usual battery of tests. Road and Track drove the car briefly and wrote what their first driving impressions were. All the comments were positive, I would like to see a comparison, but if what the magazines that have driven it are saying is true, the car will have actually exceeded my expectations. I think GM really did do a good job on this car... of course I am usually a "glass half full" guy though.