Cobalt SS SuperchargedFirst, let's be clear: The Cobalt SS will be the best small Chevy ever. Based on the same Delta platform that underpins the Saturn ION and Opel Vectra, the body structure promises to be satisfyingly stiff. The suspension is strictly conventional, with MacPherson struts in front and a torsion beam semi-independent (that's sort of like Puerto Rico) rear suspension. Those are 18-inch wheels on five-lug hubs on the SS and they're wrapped in P215/45R18 Z-rated tires. The brakes are four-wheel discs and the whole handling package was, GM is proud to point out, "refined at Germany's famous Nrburgring, one of the world's most challenging road courses, with more than 170 turns in nearly 13 miles." Hey, we don't care if it was tuned in Akron by a blind marmoset, just as long as it works.
All supercharged Ecotec four-cylinder engines are built in Germany (a turbocharged version for Europe is screwed together alongside it) and the Cobalt's 2.0-liter is no exception. The huffer itself is an Eaton M62 unit heaving up to 12 pounds of boost through an air-to-water intercooler. The intercooler sits under the front bumper where it can be appreciated by the cognoscenti and feared by squirrels, possums and stray cats. Total output is 205 hp at 5600 rpm and 200 lb-ft of torque at 4400 rpm. Hey, that's the same as the Saturn ION Red Line. Talk about a coincidence. The only transmission will be a five-speed manual.
In appearance, the Cobalt is a big step forward for all of GM. The styling is a bit truck-ish and bullnosed in the front, but the greenhouse is aggressive and low slung. The detailing is just about perfect with deeply tunneled driving lights up front, a rear wing which the engineers claim actually produces measurable downforce, and round taillights that recall the Corvette. The five-spoke design of the wheels is sweet, even if their vast diameter make the brakes (11.6-inch rotors in front, and 10.6-inchers in the back) look somewhat puny behind them.
The interior is even better. The instrumentation is titanium faced and easy to read, and the black upholstery is nicely set off by "satin nickel" accents that are attractive even if they are neither a metal nor a fabric. The aftermarket influence is apparent by the aggressive bolstering on the front seats and the boost gauge inserted into the left A-pillar. XM satellite radio, the OnStar panic button and a seven-speaker Pioneer sound system will all be offered.
If there's one problem that's immediately apparent with the Cobalt SS Supercharged car, it's that it's available solely as a two-door coupe. There's a lot of fast sedan competition out there, and while some of us want a two-door, a lot of us need a four-door.
Evo MrThe big question about Mitsubishi's EVO VIII MR is why Mitsu didn't go ahead and call it the EVO IX. The changes that turn the regular VIII into an MR are in fact more significant than the differences between a VII and a VIII and are nothing less than scintillating. And the MR will go on sale in the United States this fall.
The most apparent modification that makes an MR an MR is the sixth gear in its transmission. But the sixth gear is, relatively speaking, an almost superficial improvement. The real substance of the MR lies in additional power (up to 280 hp), reduced mass (an aluminum roof and even lighter-weight BBS aluminum wheels) and better adhesion (an active center diff for the all-wheel-drive system and new Yokohama Advan tires). Externally, the most readily apparent differences are a new set of multi-element headlights, revised front spoiler, tweaked taillights and a row of trim tabs along the trailing edge of the roof that supposedly creates small vortices in the airflow to enhance the downforce generation of the rear spoiler.
The additional power is mostly the result of a larger turbocharger heaving into the otherwise familiar 2.0-liter, DOHC, 16-valve four. The six-speed it feeds has ratios more closely spaced to stay in that bigger blower's sweet spot, and the active center diff should ensure a better use of the power. Mitsu also packs its Active Yaw Control (Super AYC) system into the MR with fresh programming that's intended to deliver more stable and neutral handling.
Weighing about 30 pounds less than a regular EVO VIII, the MR should easily beat archrival, the Subaru WRX STi, in any drag race. The best thing that could happen, obviously, is that Subaru responds to this challenge aggressively.
Don't expect the EVO VIII to cost much less than $34,000 when it goes on sale. So get down to Kinko's and use the color copiers to make more money.
Comptech Blows the TSXComptech has supercharged practically every Honda product except the HHT25SLTA four-stroke hedge trimmer. So it's no surprise it's been hammering away on the Acura TSX.
Still in development as it was shown at the IAS show, Comptech is being closemouthed about its plans for the blower installation. But it does admit to already bolting on its own intake, header, cat-back exhaust system, short shift kit for the six-speed manual transmission, titanium strut tower brace, rear anti-roll bar, lowering springs (1.5 inches downward), specially tuned Koni shocks, Brembo 13-inch front brakes, 12.9-inch rear brakes, Work Meister 18x8-inch wheels, Michelin 235/40ZR-18 Pilot Sport tires, the Honda Factory Performance body kit and a Comptech front grille.
In other words, Comptech has done the usual stuff. Now the question is whether that supercharger makes it all worthwhile. We look forward to Comptech dropping the car off to us soon. Our address is on the masthead.
A Lithe Lexusexus has produced mechanically impressive cars, but it hasn't made something truly beautiful. The LF-C concept shown at the New York Auto Show threatens to change that. It's about time.
The LF-C concept is basically a preview of the upcoming replacement for the IS-series sedan. Obviously this one isn't a sedan; rather, it's a retractable hardtop, but a four-door will be spun from this shell as well. In fact, the next IS will stretch so there's a version to take on every version of the BMW 3 Series head-on.
While the LF-C is only fractionally longer than the current IS, it's a massive 5 inches wider and sits on a 5.1 inch longer wheelbase. Power for the concept car comes from a "high-output double overhead cam V8" and Lexus won't say anything beyond that. However, we expect the production version will be powered by either V6 or V8 engines, depending on how manly the buyer wants his vehicle to be. The transmission behind that speculative V8 is a sequential six-speed automatic.
Both the inside and outside of the LF-C are nothing less than spectacular. Here's hoping/praying/pleading that those good looks carry into the production car and that the chassis is as engaging as the appearance.