2009 Chevy Cobalt Turbo SS

The first generation Cobalt SS sported a supercharged 205 hp four cylinder and became a car that has developed a decent enthusiast following. The car is a good all around performer, but still showed it's econo car roots. For 2009, Chevy has reworked the car, swapping a a turbo, upgrading the rest of the mechanicals, and testing and tuning the car on the famed Nürburgring in Germany.



The turbocharged, direct injected engine is the same 2.0l Ecotec in the first generation Cobalt SS that now produces 260hp and 260lbft of torque. Available since 2008 in the Cobalt SS Turbo and HHR SS, and also in the Pontiac Solstice GXP and Saturn Sky Red Line, the turbo DI Ecotec does now what Ford promises its EcoBoost engines will do in a few years. That is, produce V6 power with four-cylinder fuel economy. Case in point, the Cobalt SS Turbo returns 30 mpg on the highway.



Peak torque arrives early at 2000 rpm. Turbo lag is scant, and power builds early and linear until the redline is reached at 6,250rpm. Chevy claims the SS runs to 60 in 5.7 seconds.



The turbo SS gets a much revised suspension that doesn't feel like one lifted from an economy car. Clutch feel is firm, and the five speed shifts with precision and authority.



The new SS Turbo also gets wider P225/40ZR18 tires mounted on a set of flattering 18-inch, Corvette-inspired wheels with five split-spokes and larger brakes wearing one of the biggest names in the business of battling inertia: Brembo. The front stoppers are 12.4 inches in diameter and clamped by four-piston calipers while the rears are 11.5-inches large and get single-piston pressure.



All of this adds up to quite a well performing machine. Car and Driver ran a massive performance car comparison test in a recent issue, with each car making laps around Virginia International Speedway. The list of cars that were slower than the SS is astounding:



Mitsubishi Lancer EVO MR

Lexus IS-F

Audi S5

Honda S2000 CR

Dodge Challenger SRT-8

Lotus Elise SC

Subaru Impreza WRX STI

Dodge Caliber SRT-4

Volkswagen R32

Honda Civic Mugen Si



The Cobalt SS Turbo is clearly outgunned in the engine department by a few of these vehicles, besting only the Civic Mugen Si, R32, S2000 CR and the Elise SC with its 260-hp engine. But c'mon, is the Cobalt SS Turbo really quicker than the legendary Lancer, the 416-hp IS-F, and the 425-hp Challenger SRT-8 around VIR's 4.2-mile track? Apparently so says C&D, who were just as stunned as were by the Chevy's particular brand of canned whoopass.



Of course, the best part of this performance in an unsuspecting package is price. The Cobalt SS starts at $22,775. Depending on options, the price can be jacked up a little bit. But we've seen several selling for less than $20,000 new, given the poor market conditions right now.



The Chevy Cruze will be rolling off assembly lines before long to take the place of the Cobalt, but at least the little econo car will go out with a bang.

2009 Subraru Impreza WRX first look

The WRX is a legend around the world. Thanks mostly to the overwhelming success of the classic Playstation game Gran Turismo, the car has been glamorized for quite a few years now. Sad that it took a video game to make Americans appreciate what Europeans had already been appreciating for years. Despite it's initial popularity, the sprightly rally car has lost some considerable ground to it's main competitor in the Mitsubishi Lancer Evolution.

Some say that the WRX lost it's way because as the Evolution "evolved" while the Subie stood tall and didn't see fit to gain horsepower or technology as the years went by. So how does Subaru fight it's way back to the forefront? By softening the car up and selling it as a five door.

With the introduction of the most recent model last year, the moans and groans from die hard WRX fans were everywhere. Ikuo Mori, President and CEO of Fuji Heavy Industries, Ltd., stood adamantly by his new ride. He explained that it wasn't really their intention to make the car soft, but more accessible for all to drive. Problem is, the charm of the WRX and it's rival Evolution is that they are hard edged and exciting to drive. Once the fun factor is taken out, what are these cars really good for?

Subaru is attempting to listen to it's fan base, however. After one year of production, the 2009 WRX has been unveiled and attempts to make ammends with those it has alienated. The '09 has a sharper tuned suspension, more aggressive styling, summer tires, and most importantly a good dose of extra power.

Engineers started off by fitting a larger turbo to the boxer style engine. They then fitted a more free flowing exhaust and low density catalyst for reduced back pressure. Their efforts brought the 2.5 liter up to an impressive 265 hp and 244 lb ft of torque, an improvement of 41 hp and 18 lb-ft over the 2008 model.

When it comes to the twisties, a increasing spring rates from 26.5 N/mm to 38 N/mm up front and to 34 N/mm from 24 N/mm in the rear sharpens things up a lot. The front upper-strut mounts are now borrowed from the track-ready STI, the diameter of the stabilizer bars is greater in the front and rear, and a new damper valve on the steering gearbox helps turn-in feel smooth and sharp. The old 17" all weather tires have been replaced with 225mm sticky summmer tires to further enhance dry weather handling.

Styling has been enhanced with a new, STI-esque grille, a standard Aero package, front and rear under-bumper spoilers and side ground effects, while WRX sedans receive a low-profile trunk spoiler, and five-door models get the STI's rear spoiler and diffuser.

Despite all the grumbling about the WRX going soft, there were quite a few folks who enjoyed the new car. To satisfy those folks, Subaru is introducing a new model. The Impreza 2.5GT, which features the same 2.5L turbo four from last year's WRX under the hood. Lacking the new WRX's revised spring rates and available only with a four-speed automatic transmission, the 2009 Impreza 2.5GT is only good for 224 hp and 226 lb-ft.