Chevy's New Subcompact is a Bona-Fide ContenderBy Rory Jurnecka, Motor Trend - Racetracks are fine locations for automakers to introduce new models to the press. Porsche invited journalists to drive the current 911 GT3 at the Autodromo at Adria, for example. Ferrari brought its 599 GTO to Italy's Mugello circuit. And now Chevrolet has brought the 2012 Sonic Turbo, a subcompact five-door hatch, to Lucas Oil Raceway, a drag strip in a sleepy corner of Indianapolis, Indiana, mere miles from the iconic Indianapolis Motor Speedway.
Okay, the "track" we're using is actually a temporary autocross course, the boundaries of which are defined by the winding access roads serving the nearby drag strip, and a smattering of orange pylons. Still, Chevy makes a bold statement by presenting its Aveo replacement -- a car destined to spend the majority of its miles getting 20-somethings to and from offices, homes, grocery stores, and concert venues -- here on a closed track. Getting straight to the point, Chevy rounds us up in front of the cars sitting on the damp asphalt circuit and tells us that the Sonic was designed to be the most fun-to-drive 40-mpg vehicle sold in the U.S. The collective ears of our assembled group perk up.
We're listening.
The Sonic is the first vehicle to be born from General Motor's all-new global small vehicle architecture, a front-wheel-drive platform that will underpin GM subcompacts on nearly every continent over the next several years. The Sonic's primary market is the U.S., and in fact, it's the only vehicle in its segment to be built in the States (right in good 'ol Orion Township, Michigan). Two bodystyles will be available: a four-door sedan and the five-door hatchback version we're spending most of our time with. Both are fun, and even aggressive-looking, with chiseled front ends and a rising waistline crease that runs from the front fender all the way back to the tail. Hatchback versions feature a rear door handle that's hidden in the blacked-out C-pillar, a la Nissan Juke.
Overall, the styling remains remarkably similar to the Aveo RS concept car first shown at the Detroit Auto Show in early 2010. It's a solid effort to connect with younger buyers and the antithesis of the drab Aveo that looked as if it was styled in a back office at Hertz. And get this: All Sonic models, even the most entry-level version, are given alloy wheels as standard. To put it another way, you cannot buy a Sonic with steelies, even if you wanted to.
"No one else in the segment has them," says Sonic lead development engineer John Buttermore of the wheels. "And I had to fight like hell to get them."
Inside the Sonic, the dynamic styling traits continue. The main instrument cluster is small -- similar in size and design to that of a sport bike. Indeed, designers took cues from the motorcycle world in the cluster's design with a large, round, red-needled tachometer dominating the layout, with an adjoining digital display for other vitals, including speed and engine temp. The center stack is heavily stylized, and somewhat futuristic-looking. Hard, cheap-looking plastic abounds, but let's face it, this is an inexpensive entry-level car. We fully expect plenty of cosmetic cost-cutting on a vehicle starting in the mid-teens. It should be noted that as these were pre-production vehicles, interior appointments are subject to change slightly, but the recent near-production model we saw looked about ready to go.
Ergonomics are good, with a nice-feeling steering wheel, comfortable driving position, and superb visibility. Rear seat room was very good for this 6-foot-tall scribe, with ample headroom and satisfactory legroom in both sedan and coupe. Controls are easy to operate and identify for the most part, and center console storage is reasonable for a car of this size. The cargo area in both variants also looked deep and uniform in shape, lacking much of the irregularity that often makes stowing larger, non-comformable objects difficult. Chevy says the sedan boasts 14.0 cubic feet of cargo space.
Two powertrain options are available in the Sonic and both are based on the twin options offered on the larger Cruze sedan. The base engine is a 1.8-liter, 16-valve I-4 that produces 138 hp and 125 lb-ft of torque and is paired to either a five-speed manual or six-speed automatic. The higher-spec offering that we spent our time with borrows the Cruze's 1.4-liter turbocharged four-banger, which puts out 138 hp and 148 lb-ft of torque. Tuned for increased drivability and torque, rather than all-out power, the single-scroll turbo mill produces a relatively flat torque curve that reaches its max around 2500 rpm and starts falling off after 4000 rpm. The versions we drive are equipped with six-speed manual transmissions, but for those who would have two pedals over three, the same six-speed automatic in the base model is available with the turbo engine as well. In the age of the dying manual transmission, we appreciate that a row-your-own option is available even in the high spec version (each also feature hill-hold assist). What's more, the 40 mpg highway fuel economy figure will be true for both manual and auto versions. Kudo, Chevy.
But GM wants the Sonic to be more than fun and youthful. Many aspects of the car were designed to be seriously grown-up. NVH values were a major concern with the Sonic engineering team. Recognizing that increasing fuel prices and a new interest in smaller cars is driving buyers of larger vehicles into the subcompact market, developers worked to give the Sonic big-car comfort in a small-car package. Wind noise, often an issue in inexpensive cars, is at on part with A-level (read: premium) vehicles, says Chevy. Acoustic baffles in the A-, B- and C-pillars help keep this to a minimum, while liquid-applied sound deadening on the floors dampens road noise. The structure of the Sonic is 60 percent high-strength steel to provide stiffness that not only aids driving dynamics, but also the comfort and solidarity of the ride. According to Chevy, the small Sonic is also safe. The engine cradle has been specially designed to absorb frontal impact and 10 airbags are fitted as standard equipment.
After an engineering walkaround (MacPherson struts and disc brakes up front, torsion-beam axle and drums out back), we get our first taste of the manual-equipped Sonic Turbo hatch. To play fair, Chevy has even brought two of what it says are the Sonic's chief competitors -- Honda's Fit Sport and Ford's Fiesta SES (the only automatic in the group and the only vehicle not capable of having its stability control deactivated). Each are variants that Chevy claims best compete against the three Sonic Turbos (two pre-production, one early production) that it has stationed at the course's start/finish line. Oh, and there's full timing gear, too. To each Sonic's snout has been taped a transponder that will monitor lap times, crushing the egos of those who abandoned their aspirations as would-be F1 pilots, turning instead to the noble, yet lowly, world of automotive journalism.
It's tough to get full driving impressions from a slightly damp, twisty temporary course, but some key traits are revealed in our brief time with the car. First, the Sonic's electric power steering is really quick (just under three turns lock-to-lock, 14:1 ratio) and rather accurate, but as in the Cruze, it is light and lacking in feel. Both stability and traction control are standard equipment on the Sonic, and as expected, while engaged the two conspire to kill any hooligan-style fun.
Press and hold the disabling button on the center console, and the story changes. Entering the higher-speed sweeping hairpin at the far end of the course, front-end grip feels strong and the car's willingness to turn-in, coupled with easily controllable trailing-throttle oversteer, allows the car to enter a lovely drift mid-turn, straightening out just in time for a quick left-right sequence of turns. Tighter bends exhibit fundamental understeer typical of a front-wheel-drive setup with a bit of body roll. The Sonic's brakes seemed adequate, but the pedal felt progressively softer as the hard-driven laps piled up, even with brief cool-down periods between sessions.
While the Fit's engine was certainly more rev-happy and the Fiesta felt a little bettwe planted in the turns, averaged lap times from the day indicated that the Sonic was incrementally quicker around the temporary track. This should, of course, be taken with a grain of salt until we're able to independently test all three cars ourselves. In truth, all three subcompacts felt very well-behaved and very, very close in performance. The Sonic's turbo engine and impressive driving dynamics certainly kept it in contention against its more established rivals.
The Sonic goes on sale later this fall, where GM expects the sedan to slightly outsell the hatchback with around a 60/40 percent split. Should the hatch prove more popular, a trend that GM says isn't out of the realm of possibility, production is flexible to produce more of the five-door version if necessary. Whatever the split, we expect the Sonic as a whole to provide its fair share of competition on the sales boards against Ford, Honda, Hyundai, and Nissan.
While we haven't been overwhelmed with the 1.4-liter turbo power in the 3300-pound Cruze, the mill seems much better suited to the smaller, lighter Sonic. While a hint of turbo lag still exists, the engine's 148 lb-ft of down-low torque makes itself known coming out of tight bends in second gear. Still, the drop-off in power around 4k rpm is noticeable, and while the engine is fairly content to let you wind it out all the way to its 6500 rpm redline, there's little point in doing so beyond the sake of making noise.
Okay, the "track" we're using is actually a temporary autocross course, the boundaries of which are defined by the winding access roads serving the nearby drag strip, and a smattering of orange pylons. Still, Chevy makes a bold statement by presenting its Aveo replacement -- a car destined to spend the majority of its miles getting 20-somethings to and from offices, homes, grocery stores, and concert venues -- here on a closed track. Getting straight to the point, Chevy rounds us up in front of the cars sitting on the damp asphalt circuit and tells us that the Sonic was designed to be the most fun-to-drive 40-mpg vehicle sold in the U.S. The collective ears of our assembled group perk up.
We're listening.
The Sonic is the first vehicle to be born from General Motor's all-new global small vehicle architecture, a front-wheel-drive platform that will underpin GM subcompacts on nearly every continent over the next several years. The Sonic's primary market is the U.S., and in fact, it's the only vehicle in its segment to be built in the States (right in good 'ol Orion Township, Michigan). Two bodystyles will be available: a four-door sedan and the five-door hatchback version we're spending most of our time with. Both are fun, and even aggressive-looking, with chiseled front ends and a rising waistline crease that runs from the front fender all the way back to the tail. Hatchback versions feature a rear door handle that's hidden in the blacked-out C-pillar, a la Nissan Juke.
Overall, the styling remains remarkably similar to the Aveo RS concept car first shown at the Detroit Auto Show in early 2010. It's a solid effort to connect with younger buyers and the antithesis of the drab Aveo that looked as if it was styled in a back office at Hertz. And get this: All Sonic models, even the most entry-level version, are given alloy wheels as standard. To put it another way, you cannot buy a Sonic with steelies, even if you wanted to.
"No one else in the segment has them," says Sonic lead development engineer John Buttermore of the wheels. "And I had to fight like hell to get them."
Inside the Sonic, the dynamic styling traits continue. The main instrument cluster is small -- similar in size and design to that of a sport bike. Indeed, designers took cues from the motorcycle world in the cluster's design with a large, round, red-needled tachometer dominating the layout, with an adjoining digital display for other vitals, including speed and engine temp. The center stack is heavily stylized, and somewhat futuristic-looking. Hard, cheap-looking plastic abounds, but let's face it, this is an inexpensive entry-level car. We fully expect plenty of cosmetic cost-cutting on a vehicle starting in the mid-teens. It should be noted that as these were pre-production vehicles, interior appointments are subject to change slightly, but the recent near-production model we saw looked about ready to go.
Ergonomics are good, with a nice-feeling steering wheel, comfortable driving position, and superb visibility. Rear seat room was very good for this 6-foot-tall scribe, with ample headroom and satisfactory legroom in both sedan and coupe. Controls are easy to operate and identify for the most part, and center console storage is reasonable for a car of this size. The cargo area in both variants also looked deep and uniform in shape, lacking much of the irregularity that often makes stowing larger, non-comformable objects difficult. Chevy says the sedan boasts 14.0 cubic feet of cargo space.
Two powertrain options are available in the Sonic and both are based on the twin options offered on the larger Cruze sedan. The base engine is a 1.8-liter, 16-valve I-4 that produces 138 hp and 125 lb-ft of torque and is paired to either a five-speed manual or six-speed automatic. The higher-spec offering that we spent our time with borrows the Cruze's 1.4-liter turbocharged four-banger, which puts out 138 hp and 148 lb-ft of torque. Tuned for increased drivability and torque, rather than all-out power, the single-scroll turbo mill produces a relatively flat torque curve that reaches its max around 2500 rpm and starts falling off after 4000 rpm. The versions we drive are equipped with six-speed manual transmissions, but for those who would have two pedals over three, the same six-speed automatic in the base model is available with the turbo engine as well. In the age of the dying manual transmission, we appreciate that a row-your-own option is available even in the high spec version (each also feature hill-hold assist). What's more, the 40 mpg highway fuel economy figure will be true for both manual and auto versions. Kudo, Chevy.
But GM wants the Sonic to be more than fun and youthful. Many aspects of the car were designed to be seriously grown-up. NVH values were a major concern with the Sonic engineering team. Recognizing that increasing fuel prices and a new interest in smaller cars is driving buyers of larger vehicles into the subcompact market, developers worked to give the Sonic big-car comfort in a small-car package. Wind noise, often an issue in inexpensive cars, is at on part with A-level (read: premium) vehicles, says Chevy. Acoustic baffles in the A-, B- and C-pillars help keep this to a minimum, while liquid-applied sound deadening on the floors dampens road noise. The structure of the Sonic is 60 percent high-strength steel to provide stiffness that not only aids driving dynamics, but also the comfort and solidarity of the ride. According to Chevy, the small Sonic is also safe. The engine cradle has been specially designed to absorb frontal impact and 10 airbags are fitted as standard equipment.
After an engineering walkaround (MacPherson struts and disc brakes up front, torsion-beam axle and drums out back), we get our first taste of the manual-equipped Sonic Turbo hatch. To play fair, Chevy has even brought two of what it says are the Sonic's chief competitors -- Honda's Fit Sport and Ford's Fiesta SES (the only automatic in the group and the only vehicle not capable of having its stability control deactivated). Each are variants that Chevy claims best compete against the three Sonic Turbos (two pre-production, one early production) that it has stationed at the course's start/finish line. Oh, and there's full timing gear, too. To each Sonic's snout has been taped a transponder that will monitor lap times, crushing the egos of those who abandoned their aspirations as would-be F1 pilots, turning instead to the noble, yet lowly, world of automotive journalism.
It's tough to get full driving impressions from a slightly damp, twisty temporary course, but some key traits are revealed in our brief time with the car. First, the Sonic's electric power steering is really quick (just under three turns lock-to-lock, 14:1 ratio) and rather accurate, but as in the Cruze, it is light and lacking in feel. Both stability and traction control are standard equipment on the Sonic, and as expected, while engaged the two conspire to kill any hooligan-style fun.
Press and hold the disabling button on the center console, and the story changes. Entering the higher-speed sweeping hairpin at the far end of the course, front-end grip feels strong and the car's willingness to turn-in, coupled with easily controllable trailing-throttle oversteer, allows the car to enter a lovely drift mid-turn, straightening out just in time for a quick left-right sequence of turns. Tighter bends exhibit fundamental understeer typical of a front-wheel-drive setup with a bit of body roll. The Sonic's brakes seemed adequate, but the pedal felt progressively softer as the hard-driven laps piled up, even with brief cool-down periods between sessions.
While the Fit's engine was certainly more rev-happy and the Fiesta felt a little bettwe planted in the turns, averaged lap times from the day indicated that the Sonic was incrementally quicker around the temporary track. This should, of course, be taken with a grain of salt until we're able to independently test all three cars ourselves. In truth, all three subcompacts felt very well-behaved and very, very close in performance. The Sonic's turbo engine and impressive driving dynamics certainly kept it in contention against its more established rivals.
The Sonic goes on sale later this fall, where GM expects the sedan to slightly outsell the hatchback with around a 60/40 percent split. Should the hatch prove more popular, a trend that GM says isn't out of the realm of possibility, production is flexible to produce more of the five-door version if necessary. Whatever the split, we expect the Sonic as a whole to provide its fair share of competition on the sales boards against Ford, Honda, Hyundai, and Nissan.
While we haven't been overwhelmed with the 1.4-liter turbo power in the 3300-pound Cruze, the mill seems much better suited to the smaller, lighter Sonic. While a hint of turbo lag still exists, the engine's 148 lb-ft of down-low torque makes itself known coming out of tight bends in second gear. Still, the drop-off in power around 4k rpm is noticeable, and while the engine is fairly content to let you wind it out all the way to its 6500 rpm redline, there's little point in doing so beyond the sake of making noise.
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