New Cobalt SS Supercharged

[Jaguar D-Type]

The new Cobalt SS Supercharged is raced in Grand-Am Cup.

check here

Grand-Am Cup

These Cobalt SSs were raced at Laguna Seca.





A performance package is available for the Cobalt SS. It includes leather-appointed Recaro seats and a Quaife limited-slip differential. It will be available for the 2006 model year.





The new Cobalt SS Supercharged has a 2.0 liter supercharged Ecotec I-4 with 205 hp and 200 lb-ft of torque.

It includes the following:

- Forged steel crankshaft
- Semi-permanent-mold cylinder head casting
- Stainless steel intake valves with undercut stems
- Sodium-filled exhaust valves
- 12.5-mm-wide chain cam drive
- 6.5-quart oiling system with crankshaft-driven pump
- Engine oil cooler
- Coil-on-plug ignition with 58X crankshaft position encoder
- Oil-jet-cooled pistons

The Cobalt SS Supercharged also has aluminum lower control arms, larger brakes (11.6 inch discs up front with 10.6 inch discs in the rear), more aggresive brake pads, Pirelli P Zero Rosso ties (215/45R-18), bigger front (24 mm) and rear (22 mm) anti-roll bars, sport-tuned front struts, sport springs that lower the car 10 mm, a larger radiator with larger cooling fans, revised power steering, a short-throw shifter (by 1 inch), a heavy-duty F35 five-speed manual transmission which includes two equal-length halfshafts with higher torque capacity, and some other stuff.

New Cobalt article

January 2005

ai-online.com

The engineering team’s orders from GM Vice Chairman Bob Lutz and small car Vehicle Line Executive Lori Queen was to design and develop the best car in class. Really! “We wanted to bring a credible small car back to Chevy in a really big way,” Queen says. Taking that order seriously, they drew up a wish-list of 150 components, systems and attributes required to achieve that … and were thrilled and surprised to see those wishes granted.

“We benchmarked all our competitors,” she relates. “We had to lead in NVH [noise, vibration and harshness] and achieve best-inclass body gaps. On our very first evaluation drive of prototypes, the Cobalt exceeded all the targets when judged against the list of competitive vehicles’ strengths and market advantages. The 150-point list was a sort of Holy Grail on which the engineers focused their attention. And with such strong results, there was no going back. There truly were no compromises to the list.”

“What has Cobalt in common with Cavalier? Other than its Ecotec engine, transmission and basic suspension layout — essentially nothing. The suspension geometry is all different,” GM Small Car Program Engineering Manager Gary Altman asserts. “The whole setup and how it performs. The lower control arms have additional ride bushings of an elastomeric that can dampen itself yet be soft. The rear axle is designed, mounted and controlled completely differently, similar to that on GM’s European Opels, with special bushings and the attitude [fore-aft angle] of its trailing arms enabling precise tuning of its handling response. The EPS (electronic power steering) is vastly improved over the Saturn’s, yet retains the fuel economy benefit. The interior [by Intier] and the way it’s put together are significantly different, with European accent and Chevy brand character. The concept is that fewer pieces are better.”

GM’s robust Delta architecture (updated and improved over the original Saturn Ion’s) is the foundation for Cobalt’s surprisingly solid feel. Its stiff structure allowed engineers to tune the MacPherson-strut front and twist-beam rear suspension with long wheel travel and directacting components without having to compromise for chassis flex. “It allowed us to work with other components independently to optimize ride and handling and NVH,” Altman says. “The Delta architecture represents a culmination of people we brought together from GM Europe, Latin America and our Asia- Pacific region,” he explains. “It’s a global architecture designed for global requirements using a lower dominant structure concept. From the front bumper and tie bar, each rail transitions into two separate rails through the underbody, then comes back together into a single rail going out the rear of the car. By developing that lower structure to handle all the load inputs, we’re able to increase stiffness in both torsion and bending so we don’t depend on the upper structure as much as in the past."

“Because the car can sustain itself on the lower part of its structure, you don’t need hydraulic motor mounts or absorbers compensating for body inputs that are amplifying road inputs. You can deal with them specifically, which makes the job much easier, and get to a higher level of performance.” The stiff structure (28 Hz average bending and torsional stiffness) also enables precise exterior tolerances, while a one-piece body side stamping reduces assembly line variation. The engineers point proudly to Cobalt’s windshield and backlight, installed with exposed-edge glass instead of conventional sealing frames, a visual testament to a level of precise build quality uncommon in the segment."

“This architecture conceptually started with discussions a long time ago when we had the idea that we should consolidate engineering homerooms,” Altman continues. “But at that point it wasn’t really an architecture. It was a discussion of, ‘What are the benefits of consolidating engineering resources and technologies in the development of a car?’” The Delta’s engineering design process began in 1998, and it debuted with the ’02 ION in 2001.

“This is one of the first vehicles where we used a lot of virtual analysis and development, and one of the first where probably more than 50 percent of our engineers were also designers. They literally did component level analysis, design and engineering of their own parts on unigraphic models in what we call “big collaboration rooms” on four-by-six-foot screens, and communicating with other rooms at other locations, including key suppliers."

“We were even able to do regular virtual builds during design and development. We pulled parts together and did interface and interference checking, workplace simulations, tool clearances and assembly plant throughput calculations.” From Vehicle Program Initiation (VPI) to SOP (Start of Production), the sedan took 21 months and the coupe 18 months.

“And there have been significant changes in the assembly operation, including doors-off processing and a completely different body shop. It’s a complete new modern assembly process, and all these changes were done while the J-car was running. We literally turned off the J-car one day and had seven days to turn on the Cobalt full-time,” Altman says.











check the link for road racing

Road racing

[97cavalier]

i have one question tho, how come every time chevy supercharges a motor they always down grade the motor size? like the cobalt they down sized to a 2.0, they should have that supercharger on the 2.4, imajen the hp on that dude. They should have the base model the 2.2, the ss n/a a HO 2.4 like they do now and the ss supercharged a 2.4 supercharged engine. I am not dogging chevy, i love chevy and that is all i drive in gm.

[LT4BLAZER]

Originally Posted by 97cavalier

i have one question tho, how come every time chevy supercharges a motor they always down grade the motor size? like the cobalt they down sized to a 2.0, they should have that supercharger on the 2.4, imajen the hp on that dude. They should have the base model the 2.2, the ss n/a a HO 2.4 like they do now and the ss supercharged a 2.4 supercharged engine. I am not dogging chevy, i love chevy and that is all i drive in gm.

The engine size is no smaller, they use smaller pistons so that they can use thicker walls in cylinder to handle supercharger pressure. You also get less rotating mass on pistons so they take less hp to move them.

[team chevy]

I have a question for everyone? I have a 2006 chevy cobalt ss supercharged and i want to hook it up and I need help with finding performance, engine, and suspension?

[Jaguar D-Type]

Originally Posted by team chevy

I have a question for everyone? I have a 2006 chevy cobalt ss supercharged and i want to hook it up and I need help with finding performance, engine, and suspension?

You might want to start a new thread about that.

[Jaguar D-Type]

Curran and Holtom Extend Street Tuner Points Lead with Grand-Am Cup Race Victory at Lime Rock Park

http://theracesite.com/index.cfm?pag..._article=11636

Cobalt SS/Cs race at Lime Rock Park with production supercharged drive pulleys and exhaust systems

Practice



Race



Eric Curran and Jamie Holtom

[daveshapellSVT]

thats gotta be a long race lol freakin low 14 second cars goin around a track.