2008 Chevrolet Cobalt SS
, April 29th, 2008On first inspection, the 2008 Cobalt SS appears unchanged from its predecessor. Closer examination reveals a mild body kit, 18 x 7½ forged wheels shod with 225/40ZR-18 Continental ContiSportContact 2 tires and Brembo brakes. Up front, 4-piston fixed calipers wrap around 12.4-in. rotors while 11.5-in. rear rotors are vented for heat dissipation.
Under the hood is a transversely mounted version of that powerplant from the Pontiac Solstice GXP and the Chevy HHR SS — a superb little turbocharged 2.0-liter 4-cylinder with direct injection whose 260 bhp is a 55-bhp increase over the past supercharged version. A newly designed and heavily bolstered driver’s seat clearly means business. An A-pillar boost gauge is a nice touch, as is the 3-spoke steering wheel lifted from a Corvette.
Toss the Cobalt SS into a corner and one immediately appreciates the finely tuned details of linear brakes, quick steering, superb ride damping and the car’s composure. I tested it for more than 30 laps around Buttonwillow Raceway and can verify that it provides the driver a grin that will last for days. On the street or track, the electric power steering assist is spot-on. Even with the extremely sporty steering ratio of 14.8:1, there are only mild tugs when pulling out of corners under power.
Although the stability control simulates a limited-slip differential through front brake control, the extra performance of the optional $450 torque-sensing unit is well worth the cost (it’s on our test car). The stability system features four modes: on, traction off, competition mode and fully off. In comp mode, the limits of the yaw control are higher and launch control is enabled. Launch control will hold engine rpm at 5100 when the throttle is floored at a standstill. The clutch is still driver-controlled, but a nice quick smooth release will produce about 3 ft. of scratch at start.
The car also allows a no-lift shift — in all gears, any time the car is at full throttle. Near the 6300-rpm limiter, simply shift without lifting off the throttle. The system will selectively cut spark and phase the variable camshafts, thereby holding boost pressure and rpm. The ingenious anti-lag can be maintained for roughly 0.2 second. A single pop! from the exhaust is the sound of a quick shift.
I haven’t enjoyed driving a front-wheel-drive car this much in ages. The Cobalt’s FE5 suspension is stiffer, better damped and infinitely more compliant than the previous car’s. I dare say it’s the best-driving fwd sports compact out there, matching the power of a Mazdaspeed3, but easily out-handling it. At the limit the Cobalt SS is predictable, controllable, balanced and should make any driving enthusiast quite happy.
A glaring fault is the hard plastic found on the interior, but that’s easily overlooked. It has boy-racer charm with grown-up performance. A starting price of $22,335 will lure away many a Subaru Impreza WRX and Honda Civic Si buyer. Want four doors? Don’t worry; they’re coming soon with nary a change in price or performance.
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