While we considered the cable-operated gearshift mechanism a bit stiff and balky for our taste, that concern disappeared on the track, where all control inputs tend to be firm and decisive. Plus, the supportive seats, with their grippy ultrasuede inserts, are trumped only by the Pontiac G8 in GM's sporty car lineup. #2008 COBALT DRIVER#We circulated at Buttonwillow with the Stabilitrak system in "competitive mode," where it was completely unnoticeable unless the driver seriously overcooked a corner.Īnd here's something to write home about: The electric power steering system feels more natural than the one in Toyota's Corolla. The result is a reasonable ride out in the real world, with plenty of body-motion control for fast track or road work. The Cobalt chassis team discovered that the suspension worked better on the Nordschleife with somewhat less rebound control than initially estimated, but with firmer spring and stabilizer bar rates. The diff sends torque to the wheel with the most grip, while the traction control system gently brakes the wheel wanting to spin. (The company claims 0.9g of skidpad grip.) Left-right transitions can be finessed beautifully by throttle and steering sequences that allow the car to rotate and then drive out of bends with no lost effort thanks to the Torsen diff and Stabilitrak system. It turns in predictably and clings to the line with a tenacity that speaks volumes for its 225/40ZR-18 Continental Sportcontact 2 summer tires. In combination with a firm pedal feel, the system worked great in all circumstances.Īs a result of all this tuning, the little Cobalt performs like a serious race car at the track. To keep a rein on the spunky turbo 2.0-liter, Chevy engineers adopted Brembo four-piston fixed calipers on 12.4-in. This cheeky new Chevy has a chassis tuned on the famous Nurburgring's Nordschleife (northern loop), resulting in the adoption of a new front suspension knuckle, monotube Sachs rear shocks, specially valved Delphi struts, 30-percent stiffer springs and beefed-up stabilizer bars. All you hear is a crackling exhaust note as the electronics cut power, then it's back on the gas to the red line.ĭirect injection, launch control, and no-lift shift on a Chevy Cobalt? What's going on? Well, it doesn't end there. And check this out: As you're ripping through the gears, there's no need to pull off the throttle, thanks to the Cobalt's no-lift shift capability that allows full-throttle shifts. Then you can release the clutch normally for a run down the strip that will result in times to 60 mph within a few tenths of Chevy's claim. Standing on the throttle gets you a surging response that tops out at no more than 5100 rpm. Simply tap the Stabilitrak button twice for the competitive mode, wait for the words "launch control" to appear on the info panel, and you're set. Because of the rapid arrival of boost and the likelihood of wheelspin, GM has fitted the SS with a launch control system. And the results are impressive: If you can avoid excessive wheelspin off the line (difficult even with the optional Torsen limited-slip diff installed), the new Cobalt SS will snarl to 60 mph in 5.7 seconds.
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