From what we have gathered, "some" are saying LSD will be standard on the SS s/c.
Automobile Mag Reviews Cobalt SS.
Via Automobile Magazine // Chevrolet Cobalt SS // By Michael Jordan;
Yes, the wretched Cavalier is gone, shuffled off to whatever reward comes to twenty-two years of mediocrity. Good riddance.
Its replacement isn't satisfied with mediocrity. The Chevrolet Cobalt SS comes with a supercharged 205-hp engine developed in drag racing, a stiff chassis derived from the Opel Astra, eighteen-inch wheels, and a rear wing even bigger and sillier than that of the Subaru WRX STi.
The engine really got our attention. The supercharged, intercooled 2.0-liter four-cylinder has a steel crankshaft and forged pistons, so it's strong enough to withstand more than 12 psi of boost. It runs smoothly and crisply, and the rasp from the exhaust mesmerizes you until you reach the redline in all five gears.
Meanwhile, the Cobalt SS's chassis has been tuned to deliver the autobahn-style composure of a European car. It was developed at Mosport, the Nürburgring, and Road Atlanta, and it delivers ultra-stable dynamics plus lots of grip from the 215/45WR-18 Pirelli P6 tires. It's the kind of car that shows its stuff best in 80-mph bends.
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Stability is also characteristic of the standard Cobalt sedans and coupes. There are three different trim levels (base, LS, and LT), and each has its own suspension and tire package. The ride in each version is supple, and the body motions are firmly controlled. Overall, the Cobalt is sure-footed and capable, a step above the examples of the Ford Focus, the Honda Civic, the Toyota Corolla, and the Volkswagen Jetta that we drove for comparison purposes. Special insulated steel and lots of other acoustic insulation also make the Cobalt very quiet compared with these other compacts. Even the standard 145-hp, 2.2-liter Ecotec engine is quiet, a minor miracle in itself. If you were driving across the state, a Cobalt sedan would be an excellent choice, especially once the optional 175-hp, 2.4-liter four-cylinder with variable valve timing comes on stream for the '06 model year.
For all of this goodness, the Cobalt SS still doesn't quite have the athletic edge of the slower, less-refined Focus and Mazda 3. The Cobalt's electric power steering smothers most of the road feel, and the thick, vibration-absorbing rim of the steering wheel takes care of the rest. The SS is really terrific when you drive it fast, but there's magic in the Ford's communicative steering that the Cobalt can't capture.
Like so many Opel-derived cars, the Cobalt SS is a little heavier than its competition, and it lacks rear-seat legroom (the Cobalt sedan and coupe have the least passenger space in this group). Yet we're still really impressed by this car. It has the full allotment of hard-core, high-performance equipment (a Quaife limited-slip differential and Recaro seats will be part of the option list this spring), so it measures up well against the other racy sport compacts.
While Ford and Honda seem to be waffling in their commitment to cars like this, Chevrolet has stepped up. It's a real player in the small-car market at last.
Link URL: http://www.automobilemag.com/reviews/coupes/0501_chevrolet_cobalt/
Yes, the wretched Cavalier is gone, shuffled off to whatever reward comes to twenty-two years of mediocrity. Good riddance.
Its replacement isn't satisfied with mediocrity. The Chevrolet Cobalt SS comes with a supercharged 205-hp engine developed in drag racing, a stiff chassis derived from the Opel Astra, eighteen-inch wheels, and a rear wing even bigger and sillier than that of the Subaru WRX STi.
The engine really got our attention. The supercharged, intercooled 2.0-liter four-cylinder has a steel crankshaft and forged pistons, so it's strong enough to withstand more than 12 psi of boost. It runs smoothly and crisply, and the rasp from the exhaust mesmerizes you until you reach the redline in all five gears.
Meanwhile, the Cobalt SS's chassis has been tuned to deliver the autobahn-style composure of a European car. It was developed at Mosport, the Nürburgring, and Road Atlanta, and it delivers ultra-stable dynamics plus lots of grip from the 215/45WR-18 Pirelli P6 tires. It's the kind of car that shows its stuff best in 80-mph bends.
Stability is also characteristic of the standard Cobalt sedans and coupes. There are three different trim levels (base, LS, and LT), and each has its own suspension and tire package. The ride in each version is supple, and the body motions are firmly controlled. Overall, the Cobalt is sure-footed and capable, a step above the examples of the Ford Focus, the Honda Civic, the Toyota Corolla, and the Volkswagen Jetta that we drove for comparison purposes. Special insulated steel and lots of other acoustic insulation also make the Cobalt very quiet compared with these other compacts. Even the standard 145-hp, 2.2-liter Ecotec engine is quiet, a minor miracle in itself. If you were driving across the state, a Cobalt sedan would be an excellent choice, especially once the optional 175-hp, 2.4-liter four-cylinder with variable valve timing comes on stream for the '06 model year.
For all of this goodness, the Cobalt SS still doesn't quite have the athletic edge of the slower, less-refined Focus and Mazda 3. The Cobalt's electric power steering smothers most of the road feel, and the thick, vibration-absorbing rim of the steering wheel takes care of the rest. The SS is really terrific when you drive it fast, but there's magic in the Ford's communicative steering that the Cobalt can't capture.
Like so many Opel-derived cars, the Cobalt SS is a little heavier than its competition, and it lacks rear-seat legroom (the Cobalt sedan and coupe have the least passenger space in this group). Yet we're still really impressed by this car. It has the full allotment of hard-core, high-performance equipment (a Quaife limited-slip differential and Recaro seats will be part of the option list this spring), so it measures up well against the other racy sport compacts.
While Ford and Honda seem to be waffling in their commitment to cars like this, Chevrolet has stepped up. It's a real player in the small-car market at last.
Link URL: http://www.automobilemag.com/reviews/coupes/0501_chevrolet_cobalt/
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It would be very interesting if that were the case, I imagine traction is going to be an issue either way, but an LSD helps out a ton... it definetly does on the SRT-4 
LSD WILL NOT be standard. As said in the previous post it is part of the optional "performance package" that also includes the Recaro seats. Bad part is that it will bring the SS to nearly $24,000.NIVO88T said:
Bad move on GM's part considering the SRT comes with the LSD for 21,000.i wish for it to be standard
Yea same here i wish it would to.NIVO88T said:i wish for it to be standard
That my friend is the Gravan Tunning Cobalt from the Sema show, its a nice change to the car but I don't care for the hoodscoop, you can see it over on GMinsidenews.com if you look for their SEMA show coverage.
pics/specs
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While I do think GM is being a bit..odd by pricing the SS above the SRT, it does have two things the SRT doesn't that alot of performance people want...2 less doors. While that may not be enough to justify the cost minded, not everyone needs the 2 extra doors, and I think that the cobalt for one looks better because of it.
pics/specs
While I do think GM is being a bit..odd by pricing the SS above the SRT, it does have two things the SRT doesn't that alot of performance people want...2 less doors. While that may not be enough to justify the cost minded, not everyone needs the 2 extra doors, and I think that the cobalt for one looks better because of it.
HEHE never said you were wrong, heck you never know the magazine might be wrong for all I knowcobaltssblue said:
I agree with you, the only problem I honestly have with the SRT-4 is that it's a 4 door, sports cars should be coupe's.Nocturn said:
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