There has been some speculation the last few days that Chevrolet is going to release a new more powerful Cobalt SS. Now those rumors have been confirmed and the new Cobalt SS Turbo has 55 more horsepower than the old Cobalt SS.
The Cobalt SS Turbo is powered by the same turbocharged 2.0L that powers the Pontiac Solstice GXP, Saturn Sky Red Line, and new Chevy HHR SS. In addition to the more powerful engine, engineers also reworked the suspension to keep torque steer under control.
The Cobalt SS Turbo is capable of reaching 0-60 mph in 5.7 seconds with its 5-speed manual.
The more powerful Cobalt features a revised fascia, more powerful brakes, and special alloy wheels. The coupe will bow in Q2 2008 and a few months later a sedan version will also be released.
Related Stories:
2008 Honda Civic Mugen Si Starts at $30,135...Is it Worth It?
All-New Mazda3 MPS Extreme Unveiled with 281 Horsepower
Does the 2007 Mazdaspeed 3 Have Too Much Power?
Whoa Nelly! 2008 Chevy HHR SS Revealed with 260HP
PRESS RELEASES:
2008 CHEVROLET COBALT SS FAST FACTS
* Engineered and developed by GM Performance Division
* 2.0L Ecotec turbocharged and intercooled engine with 260 horsepower (194 kW)
* GM Powertrain Sweden five-speed transmission with short-throw shifter
* Nürburgring-tuned FE5 Sport suspension delivers 0.9 g grip
* Brembo fixed-caliper front discs and vented rear disc brakes
* SS-specific appearance with unique fascias and rear spoiler – including available high wing
* 18-inch high-polished forged aluminum wheels and Y-rated performance tires
* SS-specific interior with new sport seats, A-pillar boost gauge and more
* On sale: second quarter of 2008
TURBOCHARGED CHEVROLET COBALT SS GIVES A BOOST OF FUN TO THE COMPACT SEGMENT
LAS VEGAS – Celebrating the performance community that comprises SEMA, Chevrolet used the annual convention of all things high-performance to announce the 2008 Cobalt SS coupe. True to its legendary moniker, the Cobalt SS delivers a balance of track-proven performance capability, driving refinement and premium features – along with an undeniably fun and youthful character.
Developed by GM Performance Division (GMPD) and powered by a 260-horsepower (194 kW) turbocharged and intercooled 2.0L Ecotec engine, the Cobalt SS delivers 55 horses (41 kW) more than the previous Cobalt SS Supercharged, and its driving experience was validated on racetracks throughout North America and Europe, including Germany's legendary Nürburgring circuit.
"The Cobalt SS is the very essence of Chevrolet's fun spirit and serious performance," said Ed Peper, Chevrolet general manager. "The horsepower will put a permanent smile on your face and you'll find yourself wanting to turn around and zip through your favorite stretch of twisty roads again."
The Cobalt SS coupe arrives in dealerships in the second quarter of 2008. A Cobalt SS sedan, with all of the same high-performance features of the coupe, follows a couple of months later.
Maximum performance – on the street or track
The Cobalt SS was developed by GM Performance Division (GMPD), with a team of engineers and designers dedicated to crafting high-performance vehicles. It features powertrain and chassis enhancements that are similar to the new HHR SS, but with larger Brembo brakes, a slightly "taller" final-drive ratio and other variances that emphasize the Cobalt SS's pure performance ethic, as well as maximize its competitiveness on the track.
Engineered to offer more than merely a turbocharged rush of power, an all-new FE5 Sport suspension was developed and includes specific stabilizer bars, spring rates and damper tuning – all designed to complement the high-output turbocharged powertrain and mitigate afflictions such as torque steer. Driver-selectable modes help maximize performance whether on the street or track. The unique "no-lift shift" feature enables manual-transmission-equipped models to achieve the best acceleration time via an algorithm in the engine controller.
Ensuring the car stops as confidently as it accelerates and corners are four-wheel disc brakes with standard ABS. The front brakes are from Brembo and have a performance-oriented fixed-caliper design, which resist fade better than floating caliper designs; the rear discs are vented for better heat dissipation. Along with these high-performance attributes, the Cobalt SS comes standard with a host of safety features, including the StabiliTrak electronic stability control system and side-impact air bags.
With its balanced tuning, the Cobalt SS delivers a quick 0-60 time of approximately 5.7 seconds – thanks to the manual transmission's "no-lift shift" feature – and a sports car-like maximum lateral grip of 0.9 g. This combination enabled the Cobalt SS to set a new class record while circulating the famed Nürburgring racing circuit, posting a time of 8:22.85 minutes.
Unmistakable style
The Cobalt SS is distinguished on the exterior with several unique features, including a distinctive, air dam-style front fascia with integrated projector-beam fog lamps. The new fascia's grille and the Cobalt's upper grille sport a new, SS-specific diamond-mesh appearance.
SS-specific rockers and badging adorn the body sides, while a standard deck lid spoiler adds the requisite sporty touch to the rear of the car. The standard spoiler can be replaced with an optional high wing-style aero enhancement that gives the Cobalt SS the look of a racecar. Also at the rear is a prominent, bright-tip exhaust outlet.
Large, five-spoke 18-inch polished forged aluminum wheels and performance tires are standard and are tailored with the specific body enhancements to give the Cobalt SS a lower, performance-oriented stance – while also showing off the large Brembo front brake calipers. They're mounted on 225/40-series summer tires. Likewise, the available exterior colors enhance the sporty nature of the vehicle. They include Victory Red, Black, Ultra Silver Metallic, Imperial Blue, Rally Yellow, Sport Red Tintcoat and White.
Like the exterior, the interior is unique to the Cobalt SS, including SS-embroidered sport seats with suede-like UltraLux inserts, a specific gauge cluster, an A-pillar-mounted turbo boost gauge and a new shifter arrangement. Three interior color combinations are available: Ebony, Light Grey and Victory Red.
Chevrolet is one of America's best-known and best-selling automotive brands. With the largest dealer network in the United States, Chevy is the leader in full-size trucks and the leader in sales of vehicles priced $35,000 and above. Chevrolet delivers more-than-expected value in every vehicle category, offering cars and trucks priced from $9,995 to $83,175. Chevy delivers expressive design, spirited performance and great value with standard features usually found only on more expensive vehicles. More information on Chevrolet can be found at www.chevrolet.com.
GERMANY'S NÜRBURGRING RACETRACK WAS THE PROVING GROUND FOR THE '08 COBALT SS
DETROIT – The Cobalt SS is at home on the boulevard or starting grid, thanks to development at Germany's famed Nürburgring racing circuit – a winding, undulated road course of approximately 14 miles in length (22 km) and with more than 170 turns. It is considered by many professional racers and auto manufacturers as the ultimate test of a car's mettle.
In fact, the Cobalt SS set a lap record for front-drive sport-compact cars at the "'Ring," posting a time of 8:22.85 minutes – besting the previous record by more than 13 seconds.
"The Cobalt SS delivers an integrated driving experience that balances a strong, satisfying feeling of acceleration with a precise, responsive chassis," said John Heinricy, GM Performance Division executive. "It has been tuned to deliver confident handling and road manners, while also maintaining overall ride comfort."
GM Performance Division (GMPD) is responsible for the "go, stop and turn" capability of Chevrolet's high-performance SS models, and its team of enthusiastic engineers made sure that the new, 2008 Cobalt SS not only achieved stellar performance on the track, it delivered it with a grin-inducing level of driving satisfaction.
Specific performance features include:
* FE5 sport suspension
* Standard F35 five-speed manual transmission with short-throw shifter
* Quicker-ratio steering
* Brembo fixed-caliper front disc brakes
* Vented rear disc brakes
* Eighteen-inch wheels and performance tires
* Driver Information Center "Competition" mode with launch control function
* Available limited-slip differential
Chassis tuning
Conveying the Cobalt SS's turbocharged horsepower to the pavement is an FE5 sport suspension that includes a host of other chassis, steering and braking revisions – and a set of gorgeous, 18-inch forged aluminum wheels. The elements pull together to give the vehicle surprisingly agile ride and handling characteristics, as well as an enviable maximum lateral acceleration rate of 0.9 g – making it one of the best-handling cars in the segment.
"There was a concerted effort to tune the Cobalt SS for competitive track performance," said Heinricy. "This makes the car not only formidable in sanctioned competition, but it puts a finer edge on street performance."
The MacPherson strut independent front suspension uses SS-specific gas-charged twin-tube struts; unique steering knuckles with optimized geometry; 27 N/mm linear coil springs with specific damper tuning; stiffer control arm handling and stabilizer bar bushings; and a direct-acting, 24-mm solid stabilizer bar. At the rear, the SS's semi-trailing twist beam axle uses monotube gas-charged shocks with specific damper tuning, a 24-mm solid stabilizer bar, stiffer axle bushings and multi-rate coil springs (28-40 N/mm). StabiliTrak electronic stability control and traction control are standard.
More than cornering capability, the Cobalt SS's chassis – along with the available limited-slip differential – also is tuned to mitigate conditions often associated with high-performance front-wheel-drive vehicles, such as torque steer and axle hop. The result is smooth application of the car's full performance potential, quickening acceleration and/or lap times and ensuring a smooth, comfortable driving experience on the way to the office.
Quicker steering
An improved electric power steering (EPS) system is tuned to match the SS's handling prowess. The rack-and-pinion gear has a quick 14.8:1 ratio, which is 20-percent quicker than other Cobalt models, and the new EPS provides improved precision and a more viscous feel.
Brembo fixed-caliper brakes
Four-wheel disc brakes with ABS are standard. They consist of large, 12.4-inch-diameter (315 mm) Brembo front vented rotors with premium, high-performance, four-piston fixed calipers in the front and 11.5-inch-diameter (292 mm) rear vented discs with single-piston calipers.
During spirited drives, this gives the Cobalt SS a more precise and consistent braking feel that resists fading, even after repeated occurrences of hard braking, such as the driving experience on a racetrack.
The Brembo calipers are visible behind one of the Cobalt SS's most distinguishing features: a set of 18- x 7.5-inch polished forged aluminum wheels. The wheels ride on SS-specific 225/40-series Y-rated summer tires.
The standard anti-lock brakes are connected to the StabiliTrak electronic stability control system to enhance stopping and handling in emergency driving situations.
TURBOCHARGER FORCE-FEEDS THE COBALT SS 2.0L ECOTEC ENGINE FOR 260 HP (194 kW)
DETROIT – The Cobalt SS is powered by a turbocharged and intercooled 2.0L Ecotec DI engine that delivers 260 horsepower (194 kW) and 260 lb.-ft. of torque (353 Nm) with the standard five-speed manual transmission.
"Chevrolets are about fun and the SS models are the most fun of all," said John Heinricy, GM Performance Division executive. "With the Cobalt SS, fun is balanced with a serious degree of capability, on both the street and racetrack."
Features such as "no-lift shift" and other driver-selectable performance modes help the Cobalt SS achieve 0-60 mph performance in approximately 5.7 seconds and cover the quarter-mile in approximately 14.1 seconds, with minimal torque steer. The top speed is more than 160 mph.
2.0L Ecotec DI turbo engine details
The Cobalt SS's Ecotec 2.0L turbo engine is the same that powers the recently introduced HHR SS. It produces 2.1 horsepower per cubic inch of displacement (130 hp / 97 kW per liter) and is the most powerful engine in the Ecotec family. Gasoline direct-injection technology helps the engine produce more power while maintaining the lower fuel consumption of a small displacement port-injected engine.
With direct injection, fuel is delivered directly to the combustion chamber to create a more complete burn of the air/fuel mixture. Less fuel is required to produce the equivalent horsepower, especially at normal cruising speeds, of a conventional port-injection combustion system. Direct-injection technology works well with turbocharging and helps deliver a great balance of power and economy.
Highlights of the Cobalt SS's Ecotec 2.0L DI turbo engine include:
* Steel crankshaft
* Forged connecting rods
* Oil-spray piston cooling
* 9.2:1 compression ratio
* Aluminum cylinder head with stainless steel intake valves and sodium-filled exhaust valves
* High-pressure engine-driven fuel pump
* Mobil 1 synthetic oil
Components including the steel crankshaft and forged connecting rods are high-strength items that provide strength and enhance durability. Oil-spray piston cooling helps reduce cylinder temperatures and promotes longevity by delivering pressurized oil that continuously lubricates the pistons, which reduces friction. To enhance combustion, the piston tops feature a dish shape that deflects incoming fuel toward the spark plugs.
To accommodate the direct-injection system, the Ecotec 2.0L DI turbo has a unique cylinder head and intake manifold. The cylinder head incorporates mounting locations for the fuel injectors – items that are typically mounted in the intake manifold on port-injection engines. Specialized and extremely precise multi-hole fuel injectors are used to meter fuel and deliver it in a finely atomized manner. They are supported by an engine-mounted high-pressure fuel pump.
Apart from the mounting positions of the fuel injectors, the cylinder head has conventional port and combustion chamber designs. Large stainless steel intake valves and sodium-filled exhaust valves are durable components designed to stand up to the high-performance capability of the engine.
The unique cylinder head, fuel system, pistons and intake manifold are the major components that differentiate the 2.0L DI turbo from other members of the Ecotec engine family. Mobil 1 synthetic engine oil is installed at the factory. Synthetic oil was selected for its friction-reducing capabilities and high-temperature performance.
Turbocharger and charge air cooler
Pumping up the Cobalt SS's 2.0L Ecotec engine is an intercooled turbocharger system. The turbo blows pressurized air into the combustion chambers to enhance horsepower and torque, while the system's intercooler circuit cools the turbocharged air charge to maximize its effect. The turbocharger is sized to deliver a significant horsepower boost and almost no spool-up lag. Maximum pressure is almost 20 psi.
Because the pressurized air pushed by a turbocharger becomes heated, the Cobalt SS's system employs an air-to-air intercooling system. With it, the pressurized air passes through a heat exchanger mounted behind the grille in the lower front fascia, where it is cooled before it enters the engine. Cooler air is denser, enabling the combustion chambers to draw in more air for maximum power. The cooler air also staves off the possibility of detonation at higher temperature, which allowed engineers to tune the engine for maximum power and ensure consistent performance in all driving conditions.
Transmission
Backing the turbocharged engine is a standard GM Powertrain Sweden F35 five-speed manual transmission. Semi-synthetic transmission fluid is used for its capability of absorbing heat and resisting breakdown during high-performance driving.
A performance-oriented feature referred to as "no-lift shift" allows maximum performance – upshifts can be performed very quickly without lifting the throttle. An algorithm in the engine's controller enables this high-performance feature, which helps maximize acceleration and gear changes.
A short-throw shifter with stiffened shifter bushings and modified cables and attachments enhances confidence behind the wheel, giving the driver a firmer, more direct and quicker shift feel. A limited-slip differential is available with the manual transmission.
3.82:1 final drive ratio
The Cobalt SS's powertrain has a 3.82:1 final drive ratio, which was selected because it allows the turbocharged engine to remain in the optimal section of the torque band during shifts and while driving competitively on a racetrack. This enhances both the car's tangible performance measures and intangible fun-to-drive quotient.
PERFORMANCE-ORIENTED COCKPIT HIGHLIGHTS THE '08 COBALT SS INTERIOR
DETROIT – Every driver's element – from the highly bolstered seats to the A-pillar-mounted boost gauge – is designed to match the performance capability delivered by the 2008 Cobalt SS's 260-horsepower (194 kW) turbocharged engine and FE5 sport suspension deliver. In short, the cabin delivers maximum functionality and driver satisfaction.
The features that comprise the Cobalt SS's driver-focused interior include:
Sport seats: The Cobalt SS's seats don't just look sporty; modified seatback bolsters and "winged" bottom-cushion bolsters provide excellent support during spirited driving. The seat features contemporary, mesh-style impression cloth coverings with suede-like UltraLux inserts in the center section for additional grip. "SS" logos are embroidered on the front seats.
Contrasting interior colors, including Ebony, Victory Red and Light Grey, contribute to the sporty look and are offered in SS-only combinations. Color-matched door panel inserts complete the theme. The rear seat is trimmed to match the front seats and features enhanced bolster styling to also match the front seats.
Shifter: Compared with other Cobalt models equipped with a manual transmission, the SS features a shifter that has shorter throws between gears and a more precise feel.
No-lift shift: An algorithm in the engine's controller allows upshifts to be performed very quickly without lifting the throttle.
Steering: The Cobalt SS has a quicker-acting, more precise steering system consisting of a modified steering knuckle and a new steering gear (14.8:1 ratio).
160-mph speedometer: A unique instrument panel gauge cluster is standard; it includes a 160-mph readout (255 km/h) illustrated with large, easy-to-view graphics.
A-pillar gauge: In what is now a signature feature of models with the turbocharged 2.0L Ecotec, the Cobalt SS comes with a standard A-pillar-mounted turbo boost gauge.
Driver Information Center: The standard Driver Information Center located in the gauge cluster allows the driver to engage several SS-specific features, including a "competition" mode that is designed for closed-course performance driving and adjusts chassis controls (including turning off traction control) in controlled driving conditions. A launch control function is part of the competition mode and enables consistent acceleration performance.
Additional changes: SS-specific satin nickel trim accents the cabin, enhancing the distinctive and performance-oriented theme of the SS's driver environment.
Comments (63)
what a nice yellow car this is
Posted by Rene | October 28, 2007 1:05 AM
Posted on October 28, 2007 01:05
Hmmmm let me see about $20k for this car or $31k for a civic that gets the same skid pad rating and 60hp less. Not a tough choice for me.
Posted by Gary | October 28, 2007 2:24 AM
Posted on October 28, 2007 02:24
"Hmmmm let me see about $20k for this car or $31k for a civic that gets the same skid pad rating and 60hp less. Not a tough choice for me." - Gary
Don't be a wanker Gary. A normal Civic Si can be had for a little over $20k. And you'll be crying like a baby two years from now when the Chevy is only worth 50% of it's original price...some people refuse to think on a slightly longer term scale.
BTW, where did you see a $20k price tage listed in this full sales brochure?
No lift shift? In a Chevy Cavalier?
Posted by Noya | October 28, 2007 3:09 AM
Posted on October 28, 2007 03:09
Not really a chevy fan and for myself whenever I read of CEO's or high up company representatives refer to a vehicle as having "a youthful feel"....I makes me run the other way. If you look at all the top selling "youth" cars, they dont need to brand them or slogan them in such a fashion. Stop trying so hard.
Hats of to GM for putting out a turbo 4 cylinder car, Maybe ford will catch on. After all everyone else is doing it.
Sounds like a pretty solid setup with a steel crank and forged rods. They didn't mention piston type , anyone know? 9.x :1 compression , meh.
Posted by Mr_woodster | October 28, 2007 4:10 AM
Posted on October 28, 2007 04:10
"And you'll be crying like a baby two years from now when the Chevy is only worth 50% of it's original price...some people refuse to think on a slightly longer term scale."
I know this is a novel idea, but some people actually buy cars to DRIVE, not buy and then sell at a loss in a couple of years and brag because their loss was less than others. If you buy a car and drive it for 10-15 years, the resale value is generally going to be about the same, regardless of what make and model it is.
Posted by Remy LeBeau | October 28, 2007 6:56 AM
Posted on October 28, 2007 06:56
LOL@ the depreciation comment!
The Civic in question is about $8k overpriced. So you can just about write off that money right off the bat. Figure this Cobalt to be $22k, the Civic Si is $31k. In two years when the SS is worth $14k and the Civic is worth $15k, who's going to be crying?
Posted by Kevin | October 28, 2007 11:45 AM
Posted on October 28, 2007 11:45
I knew they would do this sooner or later, given how well the turbocharged ecotec performed in the Solstice GXP and Sky Redline. The supercharged 2.0 was good, but this thing is fantastic. Not only does it have lots of horsepower, but it has torque like a larger displacement engine. Very good power curve. My buddy picked up a Solstice GXP, and it is pretty badass. There's no waiting for the turbo to spool, it takes off like a rocket.
Woodster: "9.x :1 compression , meh" It's got a twin-scroll, intercooled turbocharged setup. Favoring boost over compression is a no brainer.
Drive one before you pass (pre)judgement.
Remy: I have to agree with you here. I'm not buying a shitbox just because it has a good resale value.
Posted by Alexvrb | October 28, 2007 12:01 PM
Posted on October 28, 2007 12:01
Actually the quoted prices for the Honda Civic Si are misleading. The $30,000 price tag is for the Mugen limited edition, which is more for collectors. A regular Honda Civic Si with the same Horsepower rating as the Mugen version can be had between $20-22,000 depending on options. And yes, I'd rather drive something that has 60hp less but is one of the most reliable car in the U.S., has better gas mileage and will get me a higher resale value when I decide later to upgrade or get a newer car. Sure, some people buy cars to 'drive' but the fun factor gets on a sour note if you have to go back to the shop more often than driving it.
Posted by Randy D. | October 28, 2007 12:50 PM
Posted on October 28, 2007 12:50
"back to the shop more often than driving it."??? That sounds like my Honda's...I've owned an '00 Accord EX V6...it blew up. I "upgraded" to an '02 Acura CL-S...it went thru 3..yes, THREE transmissions before I got fed up with Honda's "reliability". I now own an '04 CTS-V, it has gobs more power and I'm getting about the same mileage as the CLS(with my driving). It has been in the shop much less than either one of the Hondas. My point is that EVERY make of car has their share of problems.
Posted by Mat | October 28, 2007 1:57 PM
Posted on October 28, 2007 13:57
Civic most realiable?? Please, I know 4 people with new Civics and they all have suspension problems, 2 have had cracked blocks (one of which First Texas Honda actually tried to repair with JB Weld), and Honda already has a recall for them for other stuff. I'm a Honda fan and drive an Integra so no I'm not just bashing Honda's.
I agree Honda has better reliability in general, however the new Civic is not exacly up to Honda standards. Also the new Civic SI placed 2nd to last in all aspects of racing in a recent review of sport compacts which included VW, Mazda, Hyundai, etc.. The only car the Civic could beat in anything was the Hyundai Tiburon.
The current Civic in anything but base model form is overpriced and underperforming.
Posted by Gary | October 28, 2007 1:58 PM
Posted on October 28, 2007 13:58
Just FYI...the Honda Civic ranks well below the Chevy Cobalt in both initial quality and overall reliability. Check out JD Power's website if you don't believe me.
Not to mention the price difference for repairs and general maintenance.
Posted by Kevin | October 28, 2007 2:11 PM
Posted on October 28, 2007 14:11
Nürburgring should not be marketing material for an American based car. GM needs to find an American race track that is as competitive so people can see American technology.
Hondas cars are good cars. Resale value or not they need to work on thier warranty. 3 years 36,000 miles it very short since others are pushing 10 year 100,000 mile warranties. Even GM has managed to squeeze 5 years 100,000 mile warranty in their cars including this one.
The Cobolt is more aggressive looking than the Civic. Something that some people are looking for. The Cobolt might tank in resale value but then people who might purchase this car maybe keeping it for a while. These are keeper cars for people who will also want to purchase a nicer car. I have had numerous Luxury cars and I have kept my Civic as a communter car.
Posted by Andrew | October 28, 2007 2:19 PM
Posted on October 28, 2007 14:19
Alexvrb - I agree boost over compression is ideal, my "meh" was due to higher compression. I would rather see it in the 8.5 range , as most boosted applications run. The higher the compression, the harder it will be to turn up the power on pump gas!
Should be interesting to see what they can do though.
Posted by Mr_woodster | October 28, 2007 2:40 PM
Posted on October 28, 2007 14:40
The whole idea that foreign cars are perfectly reliable and domestic cars are not is a complete myth. People have to start waking up. I just did myself and realized that domestic cars have come a really long way in terms of reliability from the 80's and 90's and are becoming strong competition to foreign cars so when choosing a car don't just write something off because some magazine said so. In my driveway sits my wifes 2002 Honda Accord EX with 108,000 and my 2003 Ford Focus ZX3 with 75,000 that I picked up a few months ago. I was worried about buying the Focus at first because supposedly they are not too reliable and they supposedly have "cheap interior materials" but all I can say is I am glad I did. Currently with 84,000, this thing is built like a tank and looks and drives like it is brand new. I will also say that nothing has gone wrong with it and it doesn't squeak or rattle at all. Meanwhile the Accord has had 3 wheel bearings replaced before 50,000 along with a clicking noise in the transmission that started somewhere around 70,000. Also I drive my cars until the wheels fall off, I don't invest in them.
Posted by jimbom | October 28, 2007 3:06 PM
Posted on October 28, 2007 15:06
Mr_woodster:
Not really a chevy fan and for myself whenever I read of CEO's or high up company representatives refer to a vehicle as having "a youthful feel"....I makes me run the other way. If you look at all the top selling "youth" cars, they dont need to brand them or slogan them in such a fashion. Stop trying so hard.
Hats of to GM for putting out a turbo 4 cylinder car, Maybe ford will catch on. After all everyone else is doing it.
Sounds like a pretty solid setup with a steel crank and forged rods. They didn't mention piston type , anyone know? 9.x :1 compression , meh.
9.x compression in a turbocharged car is an amazing feat of engineering. It wasn't too long ago that a compression ratio under 9 was required in order to have a boosted engine that will not detonate. Direct injection allows this high compression ration in a turbo car. Look at the subaru sti and mitsubishi evo, their compression ratios are very similar. Next time you discredit something and you have no idea what you're talking about, don't do it.
Posted by dill | October 28, 2007 3:42 PM
Posted on October 28, 2007 15:42
It's still a cavalier, get over it.
Posted by Jason | October 28, 2007 4:00 PM
Posted on October 28, 2007 16:00
I applaud GM for making something small & fun.
My problem is I can't get past the fact that it is still a Cavalier. This is the same problem I had with the Neon SRT-4.
Now, if they made something like a Solstice/Sky coupe (read: hardtop), that would definately be a portential soul shaker, provided they don't foul up a good chance like they did with the Crapfire (Crossfire, same thing).
Posted by Dan | October 28, 2007 4:23 PM
Posted on October 28, 2007 16:23
I agree a few years ago something made by chevy I wouldnt touch it with a 100ft stick but seeing as my family has much worse luck with their foreign brang cars I dont have to much doubts. We have a toyota that has been refused for service 3 times because they cant figure out why teh ac stops working, a jaguar that blew the motor before 50k miles a mitsubishi that has all the electrical problems in the world and acura that has 3 transmissions before 70k but my ford that is raced regularly working without a hitch and my dodge truck that has been a tank for the past 2 years. I really applaud chevy for breaking a stock fwd record on the ring with this car, the only other really fun fwd car ive ever been in was a svt focus but that car lacked a bit on the power department.
Posted by unknown | October 28, 2007 8:05 PM
Posted on October 28, 2007 20:05
The only way they can sell this crap is by lowering the value of the US dollar, thus making imports cost more !! I'll still buy a jap car over a US built car anyday..
Can you say tow truck !!!
If you own a car built by Americans ,I'll sure you'll have the towing guy on your cells SPEED DIAL ...
Posted by Born in the USA | October 28, 2007 8:12 PM
Posted on October 28, 2007 20:12
It took over twenty years to feel this way , It take another twenty to get over it
I won't buy another US built car in my live time.
I'm just a slow learner
Better late than never
BY By toewtruck
Posted by Born in the USA | October 28, 2007 8:27 PM
Posted on October 28, 2007 20:27
The Honda Inline 4 is legendary for building up to 500 HP with a turbo setup, so I think I'll stick with that.... and the Civic Si can be had for $20,000 easily.
Posted by Allen | October 28, 2007 8:34 PM
Posted on October 28, 2007 20:34
Dill, 9.x compression is no amazing feat anymore. There are many high comp engines that have forced induction nowadays. The new Lotus hardtop has a supercharged Toyota 1.8L engine. The engine itself has an 11.5:1 compression and can rev to 8500rpm. Lotus didn't change a single thing in the engine, but they have rather sophisticated ECU to make sure things run smoothly. That car may seem exotic, but there are many more homebrew turbo setups on cars with upwards of 10.x compression ratios. It all comes down to control.
It is true that American cars have gone up in quality in recent years... but it's kinda weird it all happened when domestic companies started building cars and components overseas and shipping them over here. And.... import companies are setting up more factories in the US and the quality of their cars are going down....
Posted by Jason | October 28, 2007 9:09 PM
Posted on October 28, 2007 21:09
I love the domestic vs. import battles in here, and some of the lame arguments on both sides. First, if that is the Cobalt SS pictured there...that's pretty boring and looks no different than something you'd get at a rental car place. Most people that buy this will end up forking out a lot more money (on top of the $20K) just for wheels and body kit to make it look decent. The Civic looks MUCH nicer out of the box...especially the Si coupe. Next, there are no pictures of the interior. The newer Civics have a pretty nice interior, and much better quality materials than what GM products use. While people will sit here and argue all day about ONLY the mechanicals of the car, I'd also like one that didn't rattle like crazy after the first year...and that goes for Ford, GM, and Chrysler. For the reliability comments above, you can't just go by what Consumer Reports says...they have been proven to be somewhat biased at times and don't explain what the "quality" issues were or how major. Same with the comments above. Some of those examples sound like people beating on their Hondas at the track...haha. As for resale value, that's tricky. Most of the kids that buy this Cobalt will beat up on the car, which the dealer will notice and be unable to resell anyways. Some may or not penalize you, depending on how expensive a car you're trading it in for. It sounds nice, and while everyone is so bent on cost...don't forget...sometimes "you get what you pay for" is true. How about waiting to see how the car actually does, instead of saying right away it is better than a Civic.
Posted by Mike M | October 28, 2007 9:30 PM
Posted on October 28, 2007 21:30
Dill,
First off that was my personal take on compression. I've built a couple I4 turbo motors through the years, so what i do and dont know about efficiencies of compression and its yeild for power is debatable. Generally, even with after-market Standalones with individual cylinder trim and control, lower compression has proven to be a widely accepted "optimal" build pattern. I agree, things have come a long way since the days old. But at the same time I've seen plenty more 8.x:1 motors (of the same displacement) with more archaic engine managment make more horsepower than this cobalt.
So before you start thinking that GM has invented something to amazing or that I was counting them out, neither is the case. I welcome them to the market and hope it will make the other I4 turbo platforms step it up a notch.
Remember Dodge/chrysler/ford and a few others were doing turbo 4's (above 200hp) in the 80's. This is not a new game.
Posted by mr_woodster | October 28, 2007 10:49 PM
Posted on October 28, 2007 22:49
Born in the USA:
The only way they can sell this crap is by lowering the value of the US dollar, thus making imports cost more !! I'll still buy a jap car over a US built car anyday..
Can you say tow truck !!!
If you own a car built by Americans ,I'll sure you'll have the towing guy on your cells SPEED DIAL ...
Wow, I guess I should have the tow guy on my speed dial. SInce the Toyota Corolla I drive was built in America. I mean the whole thing, not assembled, but actually built. And that includes the engine. So, umm, no I think we do quite a fine job building things. As for my 96 Cavalier, never had a problem (it did die at around 113k, but was already totaled at 78k from a sandwiched collision)
Posted by Brian | October 28, 2007 11:52 PM
Posted on October 28, 2007 23:52
Does anyone know how much boost this thing is running?? And dont say 20, cuz thats how much the turbo can push out, not how much it's actually using. Also, Does any1 know where a dyno chart for this engine is??
Posted by Andy | October 29, 2007 12:28 AM
Posted on October 29, 2007 00:28
Its funny how people react when talking about import vs. domestic reliability. "I've owned this many Honda's blah blah and all of them are unreliable" is pretty much BS. That person is stupid if he buys that many of an unreliable car brand. Overall, I'm willing to bet that Chevy horror stories outnumber Honda ones by a factor of 100:1...and JD powers reviews INITIAL quality..which is pretty much what people say when they first get their car..and during that time they are as giddy as hell. Average out GM vs. Honda on a a 10-year reliability graph and GM would be nowhere in sight. And maybe there is a plausible explaination why imports are getting less reliable..because they are not 'imports' anymore but domestically made..made by the same workers who made GM, Ford and Chrysler synonymous with flashy, low quality vehicles.
Posted by PaulMP | October 29, 2007 1:41 AM
Posted on October 29, 2007 01:41
What most of you wankers are missing, is that almost all of the buyers in this market won't be cross shopping Chevy's and Hondas - they already have their minds made up, and wouldn't be seen dead in the other's offerings.
Posted by Todd | October 29, 2007 11:38 AM
Posted on October 29, 2007 11:38
@Todd:
I agree that most people will already have their minds made up. The sport compact segment is fiercely competitive. I applaud Chevy for offering a quality car to the segment (The engine is incredible, I tested it in my friend's Solstice and it's a beast). Chevy may still be a little behing Honda in the fit and finish department(interior) but it is a vast step forward from the GM products in the 90's. The chassis is is capable and value for dollar is what will sell this car.
Posted by longdxcommuter | October 29, 2007 12:50 PM
Posted on October 29, 2007 12:50
Why only a 5-speed? This car deserves a 6-speed!
Posted by Rob | October 29, 2007 4:11 PM
Posted on October 29, 2007 16:11
Nice engine, suspension, and brake package and performance...
Even the interior is quite excellent; sleek and clean.
The only thing left for the biased Euro fanboys to complain about is the bland body styling... and in that regard, I'd have to agree 100%.
Now lets see a body style that doesn't look like one piece injection molded plastic and maybe people will actually want American cars again... and keep prices in the $20k range and make cars like this normal and not a niche offering, and import brands will have a serious problem on their hands.
Posted by Chris | October 29, 2007 4:19 PM
Posted on October 29, 2007 16:19
"Why only a 5-speed? This car deserves a 6-speed!"
I've been saying that about all the new non-V8 GM sports cars......when the competition has 6 gears, you're not going to catch it or match it with 5. Take the Miata vs. the Solstice - people frequently point out how the Miata gets 2-3 more mpg...which the Solstice could do just fine if they had a 6th gear on it. The same applies to this car, though a 2 liter turbo Cobalt SS will wail on a Civic Si and they'll be around the same price...still, it would be nice to see the Cobalt get a little bump up in mpg.
Now that they're going to put the 2 liter turbo in this thing, it will actually make my list of potential cars to buy when I graduate from college in the next year. I have a couple minor complaints with it that they'll hopefully have fixed soon (such as that idiotic lockout on reverse that requires you to pull up on a ring on the stick to engage reverse).....mix that with the fact that due to my family I qualify for the GM employee discount so I can knock a few thousand off the MSRP and it's not looking too bad.......
Posted by Remy LeBeau | October 29, 2007 4:42 PM
Posted on October 29, 2007 16:42
6 Speed transmissions are really only suitable or needed when a car has an extreme powerband. High rpm engines with low torque output can do with 5 gears, but 6 gears would help it stay in it's desired powerband longer while shifting since the gear ratios are closer together. This can be a bad thing though, since it may require you to switch through 3 gears to hit 60mph, rather than just 2 gears. If a car has a really strong midrange and good top end, a 5 speed might be a better choice since you can space the ratios out a bit more.
Posted by Jason | October 29, 2007 5:28 PM
Posted on October 29, 2007 17:28
"If a car has a really strong midrange and good top end, a 5 speed might be a better choice since you can space the ratios out a bit more."
First, the Cobalt SS already had a close ratio transmission. Second, my point on the mpg issue is that you can leave the first 5 gears alone and have the 6th significantly shorter to improve gas mileage while cruising.
Posted by Remy LeBeau | October 29, 2007 6:57 PM
Posted on October 29, 2007 18:57
http://media.gm.com/us/powertrain/en/product_services/2008/HPT%20Library/Ecotec/2008%20LNF/2008_20L_LNF_HHR%20manual.pdf
HHR graph, Solstice graph the same. Could be a difference installed in the Cobalt chassis, who knows until it comes out.
Ritalin Version- Straight 260 ft-lb from 2000 to 5300 RPM. Horsepower rises to 260 at, duh, 5300.
Posted by J.D | October 29, 2007 8:14 PM
Posted on October 29, 2007 20:14
WOW! What an engine. Just look at that torque curve!!
Posted by Andy | October 30, 2007 1:46 PM
Posted on October 30, 2007 13:46
*holds up printout of the 2 liter turbo's power curves*
Ladies and Gentlemen of the jury, I give you exhibit A showing that people who claim that you can only get low end torque off of an engine the size of a sofa are full of shit. Also, I'd like you to note that this (and many other) turbo engine has a flatter torque curve than the over sized American engines do.
Posted by Remy LeBeau | October 30, 2007 3:37 PM
Posted on October 30, 2007 15:37
I'm surprised. Shocked actually. This little car is going to be very busy pouncing on unsuspecting compact owners and blowing their doors off. Many other cars too, in fact. It will be a fun car, regardless of who makes it.
Posted by Kell | October 30, 2007 4:19 PM
Posted on October 30, 2007 16:19
Just remember, that torque curve is most likely that flat due to computer limitations- imagine if someone lets that little pig loose- GM doesn't usually lock people out of their PCMs too often. Imagine some low end spikes to 300 ft lbs or extending 260 ftlb out to 6000+ RPM.
And most sofa sized engines now put out flat torque curves around 350 ftlb.
http://media.gm.com/us/powertrain/en/product_services/2008/HPT%20Library/Gen%20IV/Gen%20IV%20Car/2008_60L_L76_G8_GT.pdf
Not that a 6.0 is sofa sized, more like a loveseat.
Hey, looking at that torque curve, that thing is putting out 400hp at 6000 rpm. Guess 361hp is not lying, just selective advertising. Or the chart is funky. But, 350 ftlb at 6000 rpm works out to 400 horse. That horsepower line could not drop off like that if the torque stays above 350 ftlb to redline.
Posted by J.D. | October 30, 2007 6:06 PM
Posted on October 30, 2007 18:06
Remy LeBeau:
Only you would compare a forced induction 4 cyl to a naturally aspirated V8. Try comparing a 4 cyl to a 8 cyl with the same fuel type and same boost levels and see how they compare.
Properly built forced induction engines generally *always* have a flatter torque curve with proper turbo selection, etc. (this doesn't apply to people who stick a T88 on a B18C at 50 psi on exotic fuels to get 700 TQ at 10,000 RPM and only 150 TQ at 8500 RPM)
Once again the "no replacement for displacement" argument rears it's ugly head.
I'm sure you know what a 6L engine with a modest 6-8psi puts out, something north of 800 HP on pump gas.
I'm sure you'll bring up some 4 cyl engine running on the edge using nitrous, methanol, 117 octane race gas or nitro, a Motec ECU and custom harness, etc. to show a 4 cyl can also make 800 HP.
But we also know what happens when you run a large cube V8 with all that; you end up with close to 8,000 HP and 4 second ETs, something an engine with half the displacement has yet to, and never will, accomplish. And anything that did allow that to happen would just as soon be applied to the larger engine as well and the separation between the two would be constant and a proportional function of the difference in their displacements.
Posted by Chris | October 31, 2007 12:08 PM
Posted on October 31, 2007 12:08
Now where I will agree Remy is that all this particular car needs for it's intended power goals is a turbo 4 cyl.
Using a 6L V8 for anything less than 400 HP is a waste of potential akin to buying the biggest fridge you can just to keep a 6 pack cold.