American economy car

srobertson

Chevy Cobalt ready to battle imports

If you are one of those car shoppers browsing in the "high value" market (translation: inexpensive), and you can't stand the thought of buying anything but American, I've got a car for you. It's brand new, it has most of the gee-whiz engineering gizmos, it's very well built, and it flies Old Glory with pride. It's Chevy's answer to the Ford Focus, Dodge Neon and the imports from South Korea and Japan. It's called the Cobalt, and Chevy fans and GM investors have been waiting for it for decades. Is it good enough to change the fortunes of the world's largest automaker? I recently drove one for a couple of days to find out, and I think it has a pretty good chance!

Here are some things the new Cobalt is not: It is not a revamped Cavalier. It is not an underpowered sports sedan wanna-be. It is not a cramped little econo-box. It is not an ugly car full of cheap parts that don't fit right.

And here are some things the Cobalt is:

Powerful. It has the largest engine in its peer group. Its 2.2-liter DOHC 16-valve engine with twin balance shafts puts out 145 horsepower and 155 pound-feet of torque -- enough juice to scoot it to 60 mph in 8.4 seconds and through the quarter-mile in 16.6 seconds at 84 mph, according to one test. By comparison, the Toyota Corolla's 1.8-liter engine makes 130 horsepower, Civic's 1.7-liter makes 115 horsepower, VW Jetta's 2.0-liter makes 115 horsepower, and Ford's Focus makes 136 horsepower with its 2-liter engine.

Safe. Cobalt's standard dual-stage frontal air bags and optional side head curtain air bags give a margin of safety, while daytime running lamps and automatic exterior lamp control eliminate hassles.

Driveability. Cobalt has near sport-sedan manners. Independent strut-type front suspension and torsion beam rear suspension with stabilizer bars at front and rear keep the Cobalt tracking true, while speed-sensitive electric power rack and pinion steering provides directional control. ABS disc brakes at the front are standard, and traction control is optional with the automatic transmission.

Living with the Cobalt

But mashing the Cobalt's throttle brings a rewarding kick in the seat of the pants as the smooth-revving engine climbs toward redline. Gone is the old thrashing and buzzing of earlier GM econo engines. The Cobalt's power plant is smooth. Upgrades include a redesigned oil pump, a pricier Denso alternator, and a more rigid 360-degree bell-housing mount.

There's no skimping with the interior trim, or the headliner, which is finely woven cloth. The front passenger gets an overhead grab handle, but doesn't get the lumbar adjustment from the driver's seat. Too bad -- that's my favorite place to take a nap.

My test vehicle was priced at $18,555 with a $600 sport package that included oversized wheels and tires and rear spoiler, automatic transmission, satellite radio, and a deluxe sound system with a powered subwoofer in the trunk. If I were Chevy's marketing guy I would have included an American flag.

Steve Robertson of Robertson's Creative Photography is a car enthusiast and former staff writer/photographer for the Southeast Missourian. Contact him at sjr1@robertsonsphotography.com.