Cobalt SS adds Life to Party -Review TO Star Aug 20
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Cobalt SS adds Life to Party -Review TO Star Aug 20
I couldn't find a Thread for Review Postings. Old Review but interesting
Hot Chev Coupe Courts Tuner Types-But it also works as a daily driver:
Brian Early – Saturday August 20, 2005 Toronto Star: Wheels Test
They say that the last guest to arrive should always bring the best gift.
It’s difficult to say whether or not General Motors has heeded that advice. GM is the latest to join the performance compact-car party.
Among the domestics, Ford has come and gone with its SVT Focus (a ZX4 sedan has since taken its place), and Chrysler remains top dog in the compact car horsepower war with its 239hp SX-based Dodge SRT4.
GM’s entries are the Saturn Ion Red Line and its new near twin the Chevrolet Cobalt SS-SC (herein SS-SC), both of which share the same Delta platform and boosted 2.0 litre LSJ Ecotec power train.
Both are much quicker than their economy-car origins would suggest.
(Car and Driver magazine reports a 5.9-second 0 to 96 km/h time for the Cobalt.)
My Chev tester may give up some horsepower to the Dodge, but it seems to be slightly harder edged than the otherwise similar Saturn.
The Cobalt’s far more conventional cabin means that the attractive and legible gauges (with SS-specific markings) are positioned in front of the driver where they belong instead of in the centre of the dash as in the Saturn.
Chevy drivers also get an Auto Meter brand boost gauge located tuner-style on the A-pillar (a column-mounted gauge is now an Ion RL option).
The boost gauge is fascinating to watch, though the tiny demarcations in kilopascals may be largely meaningless if you’re used to pounds per square inch. Maximum boost is limited to 12 p.s.i. (about 83 kPa)
As in the Saturn, the tachometer is several hundred r.p.m. behind reality when accelerating hard in the lower gears: you’ll hit the 6500 p.p.m. fuel shutoff sooner than expected.
When not at the limiter, the boosted Ecotec tends to climb a few hundred r.p.m after you release the throttle to shift, perhaps in the name of emissions.
There is no engine temperature gauge an odd oversight in a performance-oriented car. As in the rest of the Cobalt family you can find the coolant temperature via the standard electronic odometer/trip computer display in the middle of the cluster, a not very convenient set-up.
In fact, many of my gripes about the Cobalt SS-SC would relate to the entire Cobalt range.
All the coupes share the SS-SC’s diminutive trunk opening) which hamstrings the reasonably sized trunk and folding seats), industrial grade plastic interior pieces and typical-for-the-class pre-teen-size rear seat headroom.
Many of the plastic parts inside the Cobalt (particularly the center console, handbrake lever and heater controls) will remind you that this family starts at $15,495(my SS-SC tester listed at $26,620). The fit and quality of the dashboard’s materials is far, far better though and there is nary a Cavalier-sized gap to be seen.
Indeed, chrome-ringed gauges, door handles and the brushed metal-look trim and centre stack brightened my tester’s dark grey interior up appreciably.
My tester’s bright Sunburst Orange paint, huge (rear-view mirror filling) “Aero” wind and manhole cover-sized titanium coloured wheels attracted a fair bit of attention from passers-by, particularly younger males, suggesting that Chevrolet’s stylists have got the right ideas to attract that demographic.
Another asset is the standard 228-watt MP3-capable Pioneer audio system with its trunk mounted 10 inch subwoofer it’s certainly loud enough (a separate level control for the subwoofer would be nice)
I’m not completely sold on the bug-eyed “Corvette-inspired” the Cobalt coupes: they don’t seem related to the rest of the rear. But they do suit the SS’s unique tuner-esque body kit and ground effects.
The SS model-specific equipment goes far deeper than just the body kit and some badging
To handle the supercharged and intercooled (air to water) 2.0 litre’s 200 lb-ft of torque, the SS-SC’s Ecotec is mated to a FGP F35 Five-speed manual.
All other manual Cobalt’s use a Getrag F23 Five-speed instead.
In keeping with it’s the SS-SC’s intent no automatic is available.
The SS-SC’s 18-inch wheels and 215/45 Pirelli P Zero Rosso tires surround four-wheel disc brakes (replacing rear drums), and are mounted to beefier, five stud hubs (rather than the usual four-bolters).
SS-SC models also receive firmer, 10 mm lower springs and monotube dampers, thicker stabilizer bars and aluminum front lower control arms as part of their FE5 suspension package.
A naturally aspirated SS coupe and sedan have bowed for 2006, powered by a 2.4 litre Ecotec producing around 170 hp (all other Cobalt’s use 145 hp 2.2 litre), the non-supercharged SS gets 17-inch wheels and slightly tamer FE3 suspension.
The FE5 suspension works quite well, offering minimal body roll but sufficient ride compliance to allow the sticky summer-only Pirelli’s to remain well planted; there’s easily enough traction to exceed the lateral support of the front seats.
Stability control? Not available, though anti-lock brakes are standard equipment; with ABS and the four-wheel discs, you’ll certainly not lack of braking capability.
Traction control might prove helpful – I stalled my tester more than once trying to launch it gently.
Hard acceleration, particularly around corners, resulted in moderate torque steer and substantial tire spin, I like burnouts as much as the next guy, but it’s ineffective and 18-inch tires aren’t cheap.
A partial solution is found in the SS-SC’s optional Performance Package which includes grippy Recaro seats and a Quaife limited-slip differential (the Recaros are standard in the Ion Red Line; the diff is part of a option package).
My tester required constant minor steering corrections at anything over city speeds, Otherwise it felt rock-solid stable at the licence0shredding velocities that it easily attained It may have been a alignment issue (press vehicles to tend to get abused). Don’t expect much feedback through the well regardless.
Surprisingly, as an everyday driver, the supercharged Cobalt is perfectly functional
The beefier clutch won’t turn your leg into much in traffic, the shifter is pleasant and direct, and the ride is more than reasonable given the handling capabilities.
You can even expect decent economy; Transport Canada rates the boosted Cobalt at 10.2L/100km city and 7.4 highway.
Only its $24,995 entry price (Ion Red Line starts at $2,100 more), summer-only tires and premium-fuel preference work against the SS-SC as a ride of choice for the sport compact enthusiasts.
However, some or all of those concerns are shared by similarly powerful sport compacts
This nicely sorted, well-rounded Chev is a definite contender in its segment.
Hot Chev Coupe Courts Tuner Types-But it also works as a daily driver:
Brian Early – Saturday August 20, 2005 Toronto Star: Wheels Test
They say that the last guest to arrive should always bring the best gift.
It’s difficult to say whether or not General Motors has heeded that advice. GM is the latest to join the performance compact-car party.
Among the domestics, Ford has come and gone with its SVT Focus (a ZX4 sedan has since taken its place), and Chrysler remains top dog in the compact car horsepower war with its 239hp SX-based Dodge SRT4.
GM’s entries are the Saturn Ion Red Line and its new near twin the Chevrolet Cobalt SS-SC (herein SS-SC), both of which share the same Delta platform and boosted 2.0 litre LSJ Ecotec power train.
Both are much quicker than their economy-car origins would suggest.
(Car and Driver magazine reports a 5.9-second 0 to 96 km/h time for the Cobalt.)
My Chev tester may give up some horsepower to the Dodge, but it seems to be slightly harder edged than the otherwise similar Saturn.
The Cobalt’s far more conventional cabin means that the attractive and legible gauges (with SS-specific markings) are positioned in front of the driver where they belong instead of in the centre of the dash as in the Saturn.
Chevy drivers also get an Auto Meter brand boost gauge located tuner-style on the A-pillar (a column-mounted gauge is now an Ion RL option).
The boost gauge is fascinating to watch, though the tiny demarcations in kilopascals may be largely meaningless if you’re used to pounds per square inch. Maximum boost is limited to 12 p.s.i. (about 83 kPa)
As in the Saturn, the tachometer is several hundred r.p.m. behind reality when accelerating hard in the lower gears: you’ll hit the 6500 p.p.m. fuel shutoff sooner than expected.
When not at the limiter, the boosted Ecotec tends to climb a few hundred r.p.m after you release the throttle to shift, perhaps in the name of emissions.
There is no engine temperature gauge an odd oversight in a performance-oriented car. As in the rest of the Cobalt family you can find the coolant temperature via the standard electronic odometer/trip computer display in the middle of the cluster, a not very convenient set-up.
In fact, many of my gripes about the Cobalt SS-SC would relate to the entire Cobalt range.
All the coupes share the SS-SC’s diminutive trunk opening) which hamstrings the reasonably sized trunk and folding seats), industrial grade plastic interior pieces and typical-for-the-class pre-teen-size rear seat headroom.
Many of the plastic parts inside the Cobalt (particularly the center console, handbrake lever and heater controls) will remind you that this family starts at $15,495(my SS-SC tester listed at $26,620). The fit and quality of the dashboard’s materials is far, far better though and there is nary a Cavalier-sized gap to be seen.
Indeed, chrome-ringed gauges, door handles and the brushed metal-look trim and centre stack brightened my tester’s dark grey interior up appreciably.
My tester’s bright Sunburst Orange paint, huge (rear-view mirror filling) “Aero” wind and manhole cover-sized titanium coloured wheels attracted a fair bit of attention from passers-by, particularly younger males, suggesting that Chevrolet’s stylists have got the right ideas to attract that demographic.
Another asset is the standard 228-watt MP3-capable Pioneer audio system with its trunk mounted 10 inch subwoofer it’s certainly loud enough (a separate level control for the subwoofer would be nice)
I’m not completely sold on the bug-eyed “Corvette-inspired” the Cobalt coupes: they don’t seem related to the rest of the rear. But they do suit the SS’s unique tuner-esque body kit and ground effects.
The SS model-specific equipment goes far deeper than just the body kit and some badging
To handle the supercharged and intercooled (air to water) 2.0 litre’s 200 lb-ft of torque, the SS-SC’s Ecotec is mated to a FGP F35 Five-speed manual.
All other manual Cobalt’s use a Getrag F23 Five-speed instead.
In keeping with it’s the SS-SC’s intent no automatic is available.
The SS-SC’s 18-inch wheels and 215/45 Pirelli P Zero Rosso tires surround four-wheel disc brakes (replacing rear drums), and are mounted to beefier, five stud hubs (rather than the usual four-bolters).
SS-SC models also receive firmer, 10 mm lower springs and monotube dampers, thicker stabilizer bars and aluminum front lower control arms as part of their FE5 suspension package.
A naturally aspirated SS coupe and sedan have bowed for 2006, powered by a 2.4 litre Ecotec producing around 170 hp (all other Cobalt’s use 145 hp 2.2 litre), the non-supercharged SS gets 17-inch wheels and slightly tamer FE3 suspension.
The FE5 suspension works quite well, offering minimal body roll but sufficient ride compliance to allow the sticky summer-only Pirelli’s to remain well planted; there’s easily enough traction to exceed the lateral support of the front seats.
Stability control? Not available, though anti-lock brakes are standard equipment; with ABS and the four-wheel discs, you’ll certainly not lack of braking capability.
Traction control might prove helpful – I stalled my tester more than once trying to launch it gently.
Hard acceleration, particularly around corners, resulted in moderate torque steer and substantial tire spin, I like burnouts as much as the next guy, but it’s ineffective and 18-inch tires aren’t cheap.
A partial solution is found in the SS-SC’s optional Performance Package which includes grippy Recaro seats and a Quaife limited-slip differential (the Recaros are standard in the Ion Red Line; the diff is part of a option package).
My tester required constant minor steering corrections at anything over city speeds, Otherwise it felt rock-solid stable at the licence0shredding velocities that it easily attained It may have been a alignment issue (press vehicles to tend to get abused). Don’t expect much feedback through the well regardless.
Surprisingly, as an everyday driver, the supercharged Cobalt is perfectly functional
The beefier clutch won’t turn your leg into much in traffic, the shifter is pleasant and direct, and the ride is more than reasonable given the handling capabilities.
You can even expect decent economy; Transport Canada rates the boosted Cobalt at 10.2L/100km city and 7.4 highway.
Only its $24,995 entry price (Ion Red Line starts at $2,100 more), summer-only tires and premium-fuel preference work against the SS-SC as a ride of choice for the sport compact enthusiasts.
However, some or all of those concerns are shared by similarly powerful sport compacts
This nicely sorted, well-rounded Chev is a definite contender in its segment.
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