2009 Chevrolet Cobalt XFE: Fuel Miser Without the Showroom Premium

There are innumerable ideas on how to quell the coming fuel crisis; some feel we need to explore new hydrogen technologies, some think gas/electric hybrids are the way to go, and some realize that automotive fuel consumption is a proverbial drop in an oily bucket as compared to international shipping, industry, and air travel. But regardless of the realistic impact of automotive fuel consumption on the world’s environment and oil reserves, there’s no denying the one place where your automobile’s fuel consumption impacts you: your wallet. And no one recognizes that better than the Big 3. Having watched their share prices plummet after spending decades suckling at the SUV and pickup truck cash cow, they’ve scrambled to rectify their disastrous corporate average fuel economy figures in the face of rising fuel costs. And while the majority of the effort behind creating more fuel efficient vehicles has gone behind creating (or borrowing) fuel sipping hybrids, GM has also taken the initiative to turn existing models into so-called “XFE” models.

A badge appearing on various Chevy products, the XFE sticker denotes the most efficient of each; but only the Cobalt XFE promises near-hybrid fuel consumption. A relatively obscure order, the XFE model comes out of ordering a base LS model, and specifying the five speed manual transmission. That defaults to the XFE model, which boasts a longer final drive ratio in fifth gear, and narrower, 15” wheels wrapped in special low-rolling resistance tires. The overall effect is reported to be a 13% improvement in city-borne economy and an 8% improvement on the highway. But does it work?

In a word, yes.

But it’s how it works that surprises. Walking up to the Cobalt sedan’s familiar shape, the XFE’s narrower 15” wheels make it look like the bargain basement model it is; especially when you get close enough to see the plastic wheel covers covering simple black steel wheels. The el cheapo appearance doesn’t benefit from the fact that obtaining access to the interior is accomplished by actually inserting a small, shaped metal rod into something called a “lock,” and twisting. A foreign concept in the age of keyless entry, the Cobalt’s first impression didn’t bode well for the seven days to come.

But, sliding behind the wheel, the Cobalt separated itself from the hordes of cheap automobiles with a surprisingly high level of quality inside. Yes, it has roll up windows and a complete lack of powered locks (although reaching over to unlock the passenger side door does return one to one’s youth), but the seat is supportive and comfortable, and the adjustable steering wheel provided even my lanky 6’1” frame with a high degree of comfort. The pedal placement is just right, and although the clutch pedal travel is a little long, the gas and brake are deep enough in the footwell to provide a good amount of comfort without making one reach to put the clutch pedal into the carpet. That said, it’s not quite perfect; although the steering wheel’s narrow rim feels nice enough, the overall diameter of the steering wheel seems a little too large, and really makes the vehicle feel more like a boring grocery getter.

Likewise, there was one singular frustrating “convenience” in the Cobalt’s interior: the cupholders. Perhaps the most important part of any A to B commuter car, the Cobalt’s cupholders place your beverage squarely in front of the climate controls. So, while you and your carpool hustle off to Timmies for the morning ritual of large double doubles, the remainder of your commute will require you to reach around the coffees to adjust the climate controls. Likewise, should you be forced to stop somewhat abruptly, your collision avoidance skills will reward you with coffee-coated climate controls. That said, the remainder of the interior is very well thought out, with the low center console providing plenty of little buckets to store cell phones, iPods, and change. And should you need to store larger objects, the trunk is simply massive. Yes, the overall package is dead simple, but it's far from the cheap, poorly-made commuter car I expected it to be.

Moving down the road, the Cobalt is predictably sedate. Although the most aggressive sportsmen will get the tail to come out with judicious trail braking and overzealous corner entry speeds (perhaps the best part about low rolling resistance tires!), the Cobalt’s true role is with the cruise control set, and the transmission in sixth. Oh wait, it doesn’t have a sixth gear; a mistake I made plenty of times on the highway. Although the new final gearing makes the Cobalt run at a lower RPM at freeway speeds, the tachometer still indicates a relatively high engine speed at 100 kph, which made this scribe reach for the imaginary sixth gear a few times.

But, even with a shorter-than-necessary fifth gear, the Cobalt XFE still burned an average of just 7.4 litres of regular-grade fuel for every 100 kilometres I traversed. Not a bad figure by any stretch of the imagination, I actually thought a gas pump was faulty when it stopped filling that tank at just $23 and change. With the gauge reading just a ¼ tank remaining as I pulled into the gas station, I expected the fuel bill to be about double what it was, but the tiny tank took just a few litres to top up; a pleasant surprise after a week’s worth of driving! But perhaps the most pleasant surprise was the MSRP. While most fuel miser models will charge you a premium for their hybrid technology or diesel drivetrain (a premium that often offsets any fuel savings for a period of years), the Cobalt XFE is one miserly model that actually saves you money in the showroom and at the pump.