Any switches already installed in vehicles will be replaced by GM dealers as part of NHTSA recall 14V-047, free of charge. The weight on the key ring and/or road conditions or some other jarring event may cause the affected ignition switches to move out of the run position, turning off the engine and disabling the air bags.Ĭonsequence: If the ignition switch moves from the run position to accessory, the car would stall and the air bags will not deploy in the event of a crash, increasing the risk of personal injury to the occupants.įix: UCI-FRAM Group has notified its purchasers to quarantine and return all inventory. It boils down to what matters most to you: all-out performance with some rough edges or a more refined package that offers very respectable performance.Summary: UCI-FRAM Group is recalling certain LS1328 ignition Switches sold as Wells LS1328, Duralast LS1328, Airtex 1S6097, and Carquest 53-27479, and LS1497 Ignition Switches sold as Wells LS1497, Duralast LS1497, Airtex 1S10961, and Carquest 53-27967, for use on various General Motors model and model year vehicles during repair and replacement of the original ignition switch. The SS may be faster and more powerful, but the Si offers a more refined and better overall driving experience. Offering the most power for the price doesn’t always mean you have the best deal. I’m still not ready to say I would throw down $22,000 of my hard-earned dough on this car. The 18-inch aluminum rims look good and also separate the SS from the rest of the Cobalt family. The bumpers differentiate the SS from run-of-the-mill Cobalts enough for enthusiasts to know the difference, but I bet the average Joe wouldn’t notice. The SS could almost qualify for sleeper status if you lose the enormous wing, a move I would recommend for anyone who likes rear visibility. I like the Recaro seats, though a little more padding wouldn’t hurt. Most buyers in this segment are looking for bang-for-buck, and Chevy decided to put that bang under the hood, not around the driver. The interior of the Cobalt is where the car has drawn most of its criticism, but I don’t think the quality of the plastics is terribly important in the pocket-rocket class. The limited-slip does a great job of getting the power to the ground and minimizing wheelspin, but you can still get smoke off the inside tire in first gear.
I was pleasantly surprised by how composed the car was through turns at speed, but the limitations of front-wheel drive are still noticeable. Suspension is firm enough to tear up the corners, but not too harsh for daily driving duties. The torque makes up for the lack of a sixth gear, and because there are only five gears you don’t need to deal with the mediocre shifter as frequently. Some have bemoaned the choice of a five-speed by Chevy, but it works well in this car. I never had a problem finding gears, and there were no missed shifts, but if you compare it to a Honda Civic Si, the Cobalt leaves you wanting for more feel. This time I kept my foot in it and lived with the roughness.
Last time ’round I would shift early to keep the engine in the smoothest rev range but missed out on the big power. The supercharger does give a healthy boost of power, though it does nothing to refine the wheezy four-banger. I put a lot more time behind the wheel with this tester than the last, both driving it hard in a variety of conditions and keeping my foot out of it for a while in town. Chevy came through, and I got my weekend in the SS.
The hate mail poured in after my last romp with a supercharged Cobalt SS, so I begged Chevy to send another example our way in hopes of testing it over a weekend.