Speed is life. Or so the legend on Chip Ganassi’s Team Target race hauler would have you believe. The other side of that proposition would have you think anything less is akin to a trip to Cemetery Village.
But that just wouldn’t be the case with the 2012 Chevrolet Sonic LTZ Turbo Sedan.
A replacement for the late and maybe not-so-lamented Chevy Aveo, the Sonic is currently the only B–segment subcompact built in the United States. Breathing new life into the Orion Assembly plant in Orion Township, Michigan, it was previously marketed around the world by many names including the Daewoo Gentra, the Holden Barina, and the Suzuki Swift. For 2012, the Sonic name is new to the North American market.
But back to that proposition of speed: To be certain, no one’s going to get hurt here. Still, if they exercise this Sonic correctly, they can have a heck of a lot of fun.
‹strong >What is it?‹/strong >
The Sonic LTZ Turbo sedan sounds suspiciously like something you’d get from the drive-in restaurant’s milkshake menu. It’s available as a five-door hatchback, or in our case, a four-door, five-passenger sedan of the traditional three-box design. Our LTZ (Lutz?) high-zoot model had virtually every option box ticked that would give it lots of things we have come to expect and a few we didn’t.
Start with the obvious. We expected that this would be a high revving little buzz bomb and in that regard, the Sonic did not leave us wanting. The power from the 1.4-liter Turbo four-cylinder was just enough to keep the ride interesting. And a six-speed manual transmission allowed us the ability to row it ourselves.
This Sonic stands in contrast to a five-door non-boosted model we sampled late last year. We weren’t enthralled with it, but tubochargers make just about everything more interesting.
Expected: Noise from tires, lots of plastic. Buzzy under acceleration.
Unexpected: Fun to drive. Auto-up windows, OnStar turn by turn. Sunroof. Airbags, lots of airbags. Heavy chemical smell from the vinyl seat covers.
What’s it up against?
This is a rather populated segment, filled with worthy competitors from all corners. Buyers will typically cross-shop the Sonic against the Toyota Yaris, Honda’s Fit, Hyundai’s Accent, the Kia Rio and the Ford Fiesta.
That they are all really good cars lays testament to the importance manufacturers place in this category.
How does it look?
Stylish for its size, our first thoughts were along the lines of “honey, I shrunk the Chevy Cruze.†Wider than its predecessor, it offers a more substantial take on a subcompact car.
Our LTZ version was dressed up with chrome surrounds on everything from the grill to the greenhouse all the way down to the door handles. Once again the two-tier corporate identity is on display in the aero-tuned front grill. Flanked by what it describes as inspiration from motorcycle headlamps, as well as the LTZ-included fog lamps, it is a rather refined look in a segment, that hasn’t always embraced the concept of refinement. But it’s a new era, with new competitors, and newer, more serious stakes that are causing all manufacturers to up their game.
Further refinement comes from the sculpted side panels, which adds more detail to what could’ve been a boring, slab–sided Econobox. Our LTZ was footed with 17-inch alloy wheels and Hankook Optima all-season low-profile tires. The Sonic’s rear is finished with chrome badging and trim strip along the rear fascia, and just ever so slightly, a hint of spoiler along the trailing edge of the trunk.
And on the inside?
A cleverly designed interior greets the occupants of the Sonic sedan. Sure, there is a whole lot of plastic goin’ on here, and some of it is harder than others in the segment. But cheap materials don’t mean the interior should be any less innovative. It seems that not a spare piece of real estate was wasted in the design of this car. From the duplex glove boxes, to the dual storage cubbies on either side of the center stack, to a small parking ticket-sized slot under the radio, to the rather large door-mounted storage bins, it’s clear that what GM saved in material costs, they spent on interior design.
The driver’s information display looks like something from a video game controller but still offers pertinent information in an easy to read manner. Our LTZ was equipped with the Connectivity Plus Cruise package, which includes Bluetooth and audio streaming functionality as well as OnStar turn-by-turn navigation to replace the lack of navigation screen.
The air conditioning system performed admirably, helping to rid the cabin of the excessive petroleum byproducts smell that we think came from the vinyl “leatherette†seat coverings.
If we could have, we would have opted for the higher quality (and generally less fragrant) fabric seating that came with the LT model. Unlike the Ford Fiesta, no genuine cow hide is available on the Sonic… but it’s a subcompact, after all.
But does it go?
The Sonic Turbo comes with bragging rights that include the most powerful engine in the segment. At 1.4–liters, that’s not just making hay. The buzzy four-banger is comprised of a cast-iron block with aluminum heads that is boosted to the tune of 138 hp at 4,900 rpm, and 148 lb-ft of torque, which hits its peak at 2,500 rpm. This Chevy mill relies on double continuously variable cam phasing (DCVCP) which sounds like another way to say variable valve timing. Fuel delivery is via sequential multiport injectors.
The 1.4-liter turbo is only available with a six–speed manual transmission so that it can be properly exercised while underway. The Sonic rides on MacPherson struts with offset coils and a stabilizer bar in front, while the rear kit consists of a semi-independent torsion beam axle with coil springs. Our sedan tipped the scales at 2,862 lbs. Chevrolet estimates zero to 60-mph sprints in 8.8 seconds and fuel economy to slot in at 29 city/40 highway.
Jaunts around our super–secret test loop displayed a mildly sluggish start due to turbo lag. The long-ish shift throw had us pounding the Advil bottle for the first time in a long time.
Perhaps we’ve become spoiled by well-designed short throw shifters.
The electric power steering was light while at slow speeds but progressively increased to just the right amount of weight when we were fully underway. Handling was right on, neither overly cushy, nor bone–jarringly firm during spirited runs.
Squeezing the accelerator caused the noise levels to climb, possibly due to the Hankook tires and rough road surfaces. Under normal acceleration and running, our Sonic Turbo behaved quite nicely.
Why you would buy it:
Because you know that good things sometimes come in small packages.
Why you wouldn’t:
Your last car was a Chevrolet Aveo.
Leftlane’s bottom line
The Chevrolet division, and by extension, General Motors continues their upward climb back from the brink.
Their 2012 Sonic Turbo LTZ sedan proves that it is possible to buy an affordable, yet fun to drive car for the masses.
Unlike our last Sonic tester, which listed for just $300 less but came with a confounding powertrain combination, this one pushes most of the right buttons.
The Blackboard:
Aesthetics: B-
Technology: B-
Green: B
Drive: B-
Value: B-
Overall Score: B-
2012 Chevrolet Sonic LTZ Turbo sedan base price, $16,535. As tested, $18,845.
Turbocharged engine, $700; Moonroof, $850; Destination, $760.
Words and photos by Mark Elias.
Review: 2012 Chevrolet Sonic LTZ Turbo sedan
Reviewed by
Mark Elias on
January 17
.
A standard Sonic hatchback didn’t light our fire. Does the zippiest of Sonics change our opinion? We find out.
Speed is life. Or so the legend on Chip Ganassi’s Team Target race hauler would have you believe. The other side of that proposition would have you think anything less is akin to a trip to Cemetery Village.
But that just wouldn’t be the case with the 2012 Chevrolet Sonic LTZ Turbo Sedan.
A replacement for the late and maybe not-so-lamented Chevy Aveo, the Sonic is currently the only B–segment subcompact built in the United States. Breathing new life into the Orion Assembly plant in Orion Township, Michigan, it was previously marketed around the world by many names including the Daewoo Gentra, the Holden Barina, and the Suzuki Swift. For 2012, the Sonic name is new to the North American market.
But back to that proposition of speed: To be certain, no one’s going to get hurt here. Still, if they exercise this Sonic correctly, they can have a heck of a lot of fun.
‹strong >What is it?‹/strong >
The Sonic LTZ Turbo sedan sounds suspiciously like something you’d get from the drive-in restaurant’s milkshake menu. It’s available as a five-door hatchback, or in our case, a four-door, five-passenger sedan of the traditional three-box design. Our LTZ (Lutz?) high-zoot model had virtually every option box ticked that would give it lots of things we have come to expect and a few we didn’t.
Start with the obvious. We expected that this would be a high revving little buzz bomb and in that regard, the Sonic did not leave us wanting. The power from the 1.4-liter Turbo four-cylinder was just enough to keep the ride interesting. And a six-speed manual transmission allowed us the ability to row it ourselves.
This Sonic stands in contrast to a five-door non-boosted model we sampled late last year. We weren’t enthralled with it, but tubochargers make just about everything more interesting.
Expected: Noise from tires, lots of plastic. Buzzy under acceleration.
Unexpected: Fun to drive. Auto-up windows, OnStar turn by turn. Sunroof. Airbags, lots of airbags. Heavy chemical smell from the vinyl seat covers.
What’s it up against?
This is a rather populated segment, filled with worthy competitors from all corners. Buyers will typically cross-shop the Sonic against the Toyota Yaris, Honda’s Fit, Hyundai’s Accent, the Kia Rio and the Ford Fiesta.
That they are all really good cars lays testament to the importance manufacturers place in this category.
How does it look?
Stylish for its size, our first thoughts were along the lines of “honey, I shrunk the Chevy Cruze.†Wider than its predecessor, it offers a more substantial take on a subcompact car.
Our LTZ version was dressed up with chrome surrounds on everything from the grill to the greenhouse all the way down to the door handles. Once again the two-tier corporate identity is on display in the aero-tuned front grill. Flanked by what it describes as inspiration from motorcycle headlamps, as well as the LTZ-included fog lamps, it is a rather refined look in a segment, that hasn’t always embraced the concept of refinement. But it’s a new era, with new competitors, and newer, more serious stakes that are causing all manufacturers to up their game.
Further refinement comes from the sculpted side panels, which adds more detail to what could’ve been a boring, slab–sided Econobox. Our LTZ was footed with 17-inch alloy wheels and Hankook Optima all-season low-profile tires. The Sonic’s rear is finished with chrome badging and trim strip along the rear fascia, and just ever so slightly, a hint of spoiler along the trailing edge of the trunk.
And on the inside?
A cleverly designed interior greets the occupants of the Sonic sedan. Sure, there is a whole lot of plastic goin’ on here, and some of it is harder than others in the segment. But cheap materials don’t mean the interior should be any less innovative. It seems that not a spare piece of real estate was wasted in the design of this car. From the duplex glove boxes, to the dual storage cubbies on either side of the center stack, to a small parking ticket-sized slot under the radio, to the rather large door-mounted storage bins, it’s clear that what GM saved in material costs, they spent on interior design.
The driver’s information display looks like something from a video game controller but still offers pertinent information in an easy to read manner. Our LTZ was equipped with the Connectivity Plus Cruise package, which includes Bluetooth and audio streaming functionality as well as OnStar turn-by-turn navigation to replace the lack of navigation screen.
The air conditioning system performed admirably, helping to rid the cabin of the excessive petroleum byproducts smell that we think came from the vinyl “leatherette†seat coverings.
If we could have, we would have opted for the higher quality (and generally less fragrant) fabric seating that came with the LT model. Unlike the Ford Fiesta, no genuine cow hide is available on the Sonic… but it’s a subcompact, after all.
But does it go?
The Sonic Turbo comes with bragging rights that include the most powerful engine in the segment. At 1.4–liters, that’s not just making hay. The buzzy four-banger is comprised of a cast-iron block with aluminum heads that is boosted to the tune of 138 hp at 4,900 rpm, and 148 lb-ft of torque, which hits its peak at 2,500 rpm. This Chevy mill relies on double continuously variable cam phasing (DCVCP) which sounds like another way to say variable valve timing. Fuel delivery is via sequential multiport injectors.
The 1.4-liter turbo is only available with a six–speed manual transmission so that it can be properly exercised while underway. The Sonic rides on MacPherson struts with offset coils and a stabilizer bar in front, while the rear kit consists of a semi-independent torsion beam axle with coil springs. Our sedan tipped the scales at 2,862 lbs. Chevrolet estimates zero to 60-mph sprints in 8.8 seconds and fuel economy to slot in at 29 city/40 highway.
Jaunts around our super–secret test loop displayed a mildly sluggish start due to turbo lag. The long-ish shift throw had us pounding the Advil bottle for the first time in a long time.
Perhaps we’ve become spoiled by well-designed short throw shifters.
The electric power steering was light while at slow speeds but progressively increased to just the right amount of weight when we were fully underway. Handling was right on, neither overly cushy, nor bone–jarringly firm during spirited runs.
Squeezing the accelerator caused the noise levels to climb, possibly due to the Hankook tires and rough road surfaces. Under normal acceleration and running, our Sonic Turbo behaved quite nicely.
Why you would buy it:
Because you know that good things sometimes come in small packages.
Why you wouldn’t:
Your last car was a Chevrolet Aveo.
Leftlane’s bottom line
The Chevrolet division, and by extension, General Motors continues their upward climb back from the brink.
Their 2012 Sonic Turbo LTZ sedan proves that it is possible to buy an affordable, yet fun to drive car for the masses.
Unlike our last Sonic tester, which listed for just $300 less but came with a confounding powertrain combination, this one pushes most of the right buttons.
The Blackboard:
Aesthetics: B-
Technology: B-
Green: B
Drive: B-
Value: B-
Overall Score: B-
2012 Chevrolet Sonic LTZ Turbo sedan base price, $16,535. As tested, $18,845.
Turbocharged engine, $700; Moonroof, $850; Destination, $760.
Words and photos by Mark Elias.
Rating:
