Inside, Chevy has taken the Sonic’s cabin to a level that can really compete with the current class leaders. While the plastics were a little harder than I would have liked, the general layout of the middle console, the nifty storage areas and the general ergonomics of the cabin were top-notch.
The coolest feature, though, was undoubtedly the motorcycle-inspired gauge cluster. Small, simple and yet perhaps one of the most futuristic I’ve ever seen, the cluster was a little bit hard to get used to at first, but once I’d gotten over the unique layout, I fell in love. And just like the MINI, you won’t be able to hide your speed from your passengers thanks to the huge digital readout on display for everyone (you’ve been warned).
The interior look (which can also be two-toned for a look with a bit more attitude) is sure to appeal to the market that Chevy has its eye on; the young, hip, cool, singleton crowd.
What I found most interesting was how much the design and “cool” factor took precidence over the drive aspect. Sure, the Chevy Sonic is nice to drive, but it’s not thrilling. I began my day in the top-of-the-range Sonic LTZ (starting at $20,495) which holds a 1.4L Ecotec turbo under the hood. With 138 hp (the same number found on the 1.8L 4-cylinder available on the LS and LT models) and 148 lb.-ft in such a small package, I expected the car to feel... zippier.
The 6-speed manual gearbox coupled to the turbo was a breeze to drive, and I’d highly recommend it as a first-time manual transmission for those learning the ropes. And while Chevy’s biggest claim to fame with their Ecotec turbo was less lag (90% of the torque is available at 2,400 rpm), I kind of wished I’d felt it a bit more.
Call me a turbo snob, but I get upset with modern turbos and their “hidden” ways. I want to feel my turbo, I want to hear it, I want to know it’s there. And this applies to all companies. I said the same thing about the X1’s turbo and I felt the same about the WRX. Maybe I’m just old-school that way, but that’s a topic for another article...
In the middle-of-the-pack LT equipped with a 6-speed automatic transmission, the drive was pleasant and relatively fuel efficient. Chevrolet claimed the Sonic can reach 5.1 L/100km highway and 7.7 L/100km city fuel efficiency numbers, and I averaged 7.8 L/100km after an afternoon driving on open country roads, highway stints and a bit of traffic-laden city driving.
 |
| Inside, Chevy has taken the Sonic’s cabin to a level that can really compete with the current class leaders. (Photo: Chevrolet) |
The coolest feature, though, was undoubtedly the motorcycle-inspired gauge cluster. Small, simple and yet perhaps one of the most futuristic I’ve ever seen, the cluster was a little bit hard to get used to at first, but once I’d gotten over the unique layout, I fell in love. And just like the MINI, you won’t be able to hide your speed from your passengers thanks to the huge digital readout on display for everyone (you’ve been warned).
The interior look (which can also be two-toned for a look with a bit more attitude) is sure to appeal to the market that Chevy has its eye on; the young, hip, cool, singleton crowd.
What I found most interesting was how much the design and “cool” factor took precidence over the drive aspect. Sure, the Chevy Sonic is nice to drive, but it’s not thrilling. I began my day in the top-of-the-range Sonic LTZ (starting at $20,495) which holds a 1.4L Ecotec turbo under the hood. With 138 hp (the same number found on the 1.8L 4-cylinder available on the LS and LT models) and 148 lb.-ft in such a small package, I expected the car to feel... zippier.
The 6-speed manual gearbox coupled to the turbo was a breeze to drive, and I’d highly recommend it as a first-time manual transmission for those learning the ropes. And while Chevy’s biggest claim to fame with their Ecotec turbo was less lag (90% of the torque is available at 2,400 rpm), I kind of wished I’d felt it a bit more.
Call me a turbo snob, but I get upset with modern turbos and their “hidden” ways. I want to feel my turbo, I want to hear it, I want to know it’s there. And this applies to all companies. I said the same thing about the X1’s turbo and I felt the same about the WRX. Maybe I’m just old-school that way, but that’s a topic for another article...
In the middle-of-the-pack LT equipped with a 6-speed automatic transmission, the drive was pleasant and relatively fuel efficient. Chevrolet claimed the Sonic can reach 5.1 L/100km highway and 7.7 L/100km city fuel efficiency numbers, and I averaged 7.8 L/100km after an afternoon driving on open country roads, highway stints and a bit of traffic-laden city driving.
 |
| The coolest feature, though, was undoubtedly the motorcycle-inspired gauge cluster. (Photo: Chevrolet) |