Many cars fade into obscurity, becoming automotive wallpaper, unremarkable in every way. They exist, they serve their purpose, but they leave no lasting impression. Then there are cars like the Chevrolet Cobalt SS from 2009, vehicles that, against expectations, manage to inject a bit of excitement into an otherwise ordinary lineage. It might be a faint glimmer, but it’s there.
The Cobalt itself isn’t inherently offensive to the eyes – from a distance, perhaps, and viewed through the rose-tinted glasses of 2004 design trends, and specifically avoiding a direct frontal view. However, proximity is required to actually drive the car, and approaching it from the ideal rear three-quarter angle isn’t always practical. Once those wide, uneven gaps surrounding the somewhat cartoonish headlamps are noticed, they’re hard to ignore. Thankfully, the oversized rear wing, a staple of questionable aftermarket aesthetics, was not a standard feature on all models, offering a slightly more mature look for those who preferred it.
{width=280 height=250}Stepping inside the Cobalt SS is a journey into the realm of budget-conscious automotive interiors. The hard plastic oval door pulls immediately bring to mind the question: “Can the interior quality of a Mk IV Jetta be achieved for half the cost?” The resounding answer, delivered by the tactile experience, is a firm “no.” The other interior surfaces don’t fare much better, dwelling in the domain of廉价 materials. A coat of silver paint on cheap plastic might attempt to elevate its appearance, but arguably, it only serves to highlight its inherent cheapness.
However, any perceived cost-cutting in the interior department demonstrably went straight into what truly matters in a sport compact: the engine. The original Cobalt SS’ supercharger was deemed insufficient and replaced with a more modern turbocharger, enhanced by direct injection. Engine displacement remained at 2.0 liters, but peak horsepower received a significant boost, jumping from 205 to an impressive 260. This power isn’t solely concentrated at the upper reaches of the rev range; torque figures are equally noteworthy. The engine produces a robust 260 foot-pounds of torque from as low as 2,000 rpm, maintaining this plateau of pulling power all the way to just before the horsepower peak at 5,300 rpm. This broad torque curve is key to the Cobalt SS’s accessible performance.
This engine, and indeed the entire car, might not be ideally suited for the mundane tasks of everyday commuting. Abrupt throttle inputs in stop-and-go traffic can result in a somewhat jerky response, as the turbo boost arrives slightly after the initial request, even when no longer desired. The manual shifter, while a step above GM’s typically vague offerings, still requires deliberate action for smooth gear changes in casual driving scenarios. Road noise is noticeable at higher speeds, and the ride quality can be firm, sometimes bordering on busy, especially on less-than-perfect road surfaces. However, it’s worth noting that even with these characteristics, the Cobalt SS remains considerably more comfortable and daily-driver friendly than more hardcore track-focused machines like a late-model Mitsubishi Evo or Subaru STI.
But let’s be honest, who genuinely purchases a 260-horsepower, track-capable compact car primarily for grocery runs? The true enjoyment of the Cobalt SS emerges when pushing its limits, engaging with the somewhat quirky but undeniably addictive pillar-mounted “Performance Display,” and experiencing the engine’s capabilities. Gone is the abrupt on-off power delivery associated with older high-pressure turbo systems. Boost builds smoothly and predictably, accompanied by a distinct turbo whistle, but without sudden surges or noticeable lag. This refined power delivery, however, comes with a slight trade-off. The Cobalt SS’s 2.0-liter turbo doesn’t quite deliver the same forceful midrange punch as the larger displacement turbo fours found in some competitors, which can give the impression that the car isn’t as rapid as its specifications suggest. However, make no mistake, with this level of power in a relatively lightweight 2,975-pound coupe, the 2009 Chevrolet Cobalt Ss is undeniably quick, and maintaining legal speed limits requires conscious effort. This is where the firm and fade-resistant Brembo brakes become a welcome and necessary feature.
{width=280 height=250}The Cobalt SS, being a relatively lightweight front-wheel-drive compact car channeling 260 foot-pounds of torque through its front wheels, naturally exhibits torque steer. However, it’s surprisingly well-managed. GM engineers stiffened up the electric-assist steering system, and then refined it further. As a result, under hard acceleration, the steering wheel might require a slight correction of a few degrees off-center, rather than violently pulling the car towards the roadside. Traction is further enhanced by an optional limited-slip differential, an option highly recommended for maximizing the car’s performance potential.
While the steering might not be overly communicative – a consequence of mitigating torque steer – it offers a natural weighting and a willingness to turn, especially when not under full throttle. The chassis demonstrates impressive balance and composure, defying its nose-heavy weight distribution and the simplicity of its twist-beam rear axle. Body roll in corners is minimal, contributing to a confident and planted feel. The grip provided by the tires on asphalt is only rivaled by the tenacious hold of the heavily bolstered, faux suede-trimmed bucket seats on the occupants. Instrumented testing has consistently corroborated these subjective impressions, demonstrating that on a winding track, the 2009 Cobalt SS can outperform many other sport compacts in the US market, even challenging established benchmarks like the Evo and STI in certain metrics.
However, the beauty of the Cobalt SS isn’t limited to track performance; everyday driving can also be surprisingly rewarding. There’s an intangible benefit to its budget-friendly nature: the Cobalt SS development team had the freedom to prioritize the visceral thrill of driving in a way that perhaps the engineers of more premium brands, with their pursuit of Lexus-like refinement, are sometimes constrained from doing. Simply put, the 2009 Chevy Cobalt SS is genuinely fun to drive.
If you’re willing to overlook the inherent “Cobaltness” – a task that requires a degree of selective amnesia – the SS variant offers top-tier sport compact performance at a remarkably accessible price point, often found in the lower twenties (in terms of original MSRP). If the Cobalt’s inherent compromises are too much to bear, the Chevrolet Cruze was on the horizon as a more refined, albeit potentially heavier, alternative.
However, the Cruze, like the Cobalt, remained front-wheel drive, a configuration that raises a fundamental question: If GM’s performance-focused engineers could achieve this level of handling prowess with a Cobalt, what could they accomplish with a compact rear-wheel-drive chassis, unburdened by the need to emulate European luxury brands? Imagine placing the potent turbo 2.0-liter engine into such a chassis, refining the aesthetics to eliminate any off-putting design elements, and pricing the resulting combination in the mid-twenties. The result could be a truly compelling compact car, one that wouldn’t need frequent rebranding with each new generation. Such a vehicle might even make us collectively forget the less-than-stellar legacies of the Corvair, Vega, Cavalier, and yes, even the Cobalt.
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