The current issue of Consumer Reports tests sporty coupes, and the Cobalt SS Supercharged comes out first of the four tested vehicles. For all sporty coupes, the rankings are:
1. Subaru Impreza WRX STi (recommended)
2. Mazda RX-8 (recommended)
3. Mitsubishi Lancer Evolution
4. Subaru Impreza WRX (recommended)
5. Chevrolet Cobalt SS
6. Mini Cooper (recommended)
7. Acura RSX (recommended)
8. Scion tC (recommended)
9. Hyundai Tiburon GT (recommended)
10. Mitsubishi Eclipse GS 4 cylinder
Excerpts:
Cobalt SS: Opting for the SS trim transforms the middling Cobalt into a responsive, sporty car. The supercharged engine provides strong performance and quick acceleration, and its exhaust note is invigorating. Handling is good and the firm ride isn't overly stiff. The cabin is nicely detailed and the trunk is roomy, although it doesn't offer the same versatility as a hatchback. The Cobalt sedan's reliability, however, has been below par.
The Cobalt has a firm but steady and controlled ride. Road imperfections are transmitted to the cabin as hard kicks. The ride remains steady at highway speeds, and wind and road noise mix with the sporty exhaust note. We noticed some interior squeaks.
In corners the Cobalt is nimble with little body lean, but its steering isn't very quick or communicative. At its handling limits, the Cobalt feels very secure and forgiving, with good tire grip giving way to controlled understeer. It posted the group's highest avoidance maneuver speed. However, the wide 42-foot turning circle is a nuisance.
The SS's 205-hp, supercharged 2.0-liter four-cylinder engine is much stronger than the others in the group. The five-speed manual shifts well despite long throws and a fairly heavy clutch. It returned 23 mpg in mixed driving.
Braking performance was flawless, with very short, straight stops. Headlight performance was good, but the low beams leave a dim area in front of the bumper.
Seats and door inserts that match the car's body color add a sporty feel. Most parts fit together well, but some of the switchgear feels flimsy.
Drivers sit upright, with good foot room and abundant head room for most. The tilt-only steering wheel and close-set pedals marred the driving position for some. Forward visibility is good, but the wide roof pillars and tall spoiler create large blind areas.
The well-padded seats have cushions that sag after extended driving time. Seat adjustments are manual, including lumbar control. The seatback recline lever is tight to reach with the door closed.
Adults will find the rear seats snug, with insufficient head room. Access tot he front cabin is good, but the long, heavy doors swing open too easily, a problem in tight parking spaces. Rear cabin access is hampered by the front safety belts.
The gauges are legible and the controls are simple, with large buttons and dials. Complaints include the unlighted steering-wheel controls, flimsy seat controls, and hidden remote trunk release.
Acura RSX: The RSX is a fun-to-drive, nimble car with a smooth engine that loves to rev, and an excellent shifter. Fuel economy is impressive and its versatile hatchback design completes an enjoyable package.
However, the ride is choppy and transmits a lot of road noise. The engine performs adequately, but the RSX isn't as quick as some competitors. Opting for the quicker RSX Type S might be worthwhile. Rear seating is tight. Reliability has been very good.
The RSX has a stiff, nervous ride. Impacts from road imperfections are muted, however. Road noise is pronounced and the engine sounds polished, but at full throttle it's a bit buzzy.
The Acura feels nimble, with limited body lean. Its steering is quick, well-weighted, and provides good feedback. At its handling limits the RSX is stable, nicely balanced, and predictable, with good tire grip. It posted a notably high speed in our avoidance maneuver. However, it has a relatively wide turning circle of 40 feet.
Its 155-hp, 2.0-liter four-cylinder engine is smooth, but not as quick as the Type S or the Cobalt SS. Overall fuel economy is very good at 28 mpg. The shifter is excellent, with short, crisp throws.
Scion tC: While not exciting, the Scion tC is a well-rounded, competitively priced coupe with a lot of standard equipment. It's one of the few coupes with a usable back seat. Its ride is relatively comfortable and quiet. Handling is sound but not really sporty. Acceleration, shift quality, and fuel economy are commendable. First year reliability has been average.
The tC has the group's most comfortable ride, with good isolation from bumps and ruts. The ride is controlled and steady, but fairly stiff for rear passengers. On the highway, the ride is smooth and relatively quiet. The engine hum is mostly civilized.
The tC was agile, with limited body lean and precise, responsive steering. The driving experience, however, is more like that of a small sedan than a sports coupe. At our track, the tC is mostly predictable with understeer that changes to a bit of oversteer after lifting off the throttle. It posted a good speed in our avoidance maneuver. The 37-foot turning circle is tight.
The 160-hp, 2.4-liter four-cylinder provides adequate performance and returned a very good 26 mpg overall. The five-speed transmission is easy to drive smoothly and the clutch is easy to modulate.
Mitsubishi Eclipse: Despite its curves, the Eclipse is unexciting to drive. It lacks agility and quickness, two critical ingredients of a sporty car. The Eclipse has a cramped, uncomfortable cabin. Its hatchback design offers some cargo-carrying versatility. Its four-cylinder engine provides moderate performance, but the GT's V6 is much quicker and quieter. The Eclipse's stiff ride doesn't translate into sporty handling. This new model's reliability is unknown.
The Eclipse has a stiff and nervous ride. Bumps and ruts enter the cabin as rubbery kicks. Even at highway speeds, the ride is nervous. Wind and road noise are persistent over the droning engine.
The Eclipse lacked agility, with noticeable body lean and vague, reluctant steering. At our track, it reached its handling limits early on, understeering in most turns but proving ultimately secure. It posted the lowest speed of the group in our avoidance maneuver. The 42-foot turning circle is wide.
The 162-hp, 2.4-liter four-cylinder engine provides adequate performance but isn't very sporty. The five-speed manual is clumsy and has long shifter travel, and the clutch engagement point is too high. Fuel economy of 23 mph overall or regular fuel is good.
Even average-height drivers found seating to be uncomfortable. Limited head room, long clutch travel, and a tilt-only steering wheel add to the awkwardness, and a low driving position and high beltline create a claustrophobic feel. Furthermore, the side mirrors are mounted to far back to view easily.
The poorly contoured front-seat cushions lack sufficient support. The rear seat isn't even adequate for small children. Leg room and head room are virtually nonexistent. Front cabin access is difficult; rear access is awkward.
