2005–2007 Chevrolet Cobalt SS Supercharged: Specs & History

Chevrolet Cobalt SS Supercharged (2005–2007) — GM Performance’s Eaton-fed sleeper

Historical context and development background

The first-generation Chevrolet Cobalt arrived as GM’s Delta-platform answer to a hotly contested sport-compact market. The SS Supercharged variant, launched for 2005, was the work of GM Performance Division, drawing heavily on lessons learned with the Saturn Ion Red Line and GM’s Ecotec racing program. The brief was straightforward: extract genuine performance from the humble Cobalt coupe without sacrificing everyday utility.

At the project’s heart was the LSJ—a square-bore 2.0‑liter Ecotec four topped by an Eaton M62 Roots-type supercharger and an air-to-water charge cooler. The package was rounded out with FE5 chassis tuning, 12.4-inch Brembo front brakes, and a close-ratio Getrag five-speed. Visually, the SS Supercharged announced itself with deep front and side aero, a functional high-mount rear wing, and 18-inch alloys shod in low-profile performance rubber.

The competitive set in-period reads like a who’s who of mid-2000s front-drive heroes: Dodge’s brawny SRT‑4, Acura’s high-rev RSX Type‑S, Ford’s crisp SVT Focus (earlier in the decade), and the then-emerging turbocharged wave from Volkswagen and Mazda. The Cobalt’s angle of attack was distinct—instant, low‑rpm torque from positive displacement boost, big-brake stamina, and a chassis tuned to be forgiving yet effective on rough real-world pavement.

Motorsport relevance came through SCCA eligibility (notably in Showroom Stock and Touring categories) and grassroots autocross where the LSJ’s tractability and factory brake hardware made it a credible weekend warrior straight from the showroom. GM Performance also supported owners with sanctioned upgrade paths that preserved drivability and reliability.

Engine and technical specs

Under the aluminum hood lives one of GM’s most endearing small four-cylinders. The LSJ is an all-aluminum, chain-driven DOHC unit with robust internals designed to tolerate boost and heat—attributes inherited from the broader Ecotec development that saw success in diverse competition environments.

Driving experience and handling dynamics

The SS Supercharged’s character is defined by the supercharger’s immediacy. Unlike the later turbocharged SS, the LSJ delivers torque early and consistently; the car leaps off part-throttle inputs with a clean, linear response. There’s tasteful intake whine under load, but cabin noise remains reasonable on the highway.

Chassis tuning (FE5) brings firmer springs and dampers, thicker anti-roll bars, and a broader front track compared with garden-variety Cobalts. The steering is direct and suitably weighted, and the big Brembo front brakes provide real endurance. Wheel hop can intrude on poor surfaces when launching hard—an endemic challenge in torquey FWD cars—but period cars responded well to fresh bushings and quality tires. The Getrag F35 five-speed is not the last word in rifle-bolt precision, yet ratios are well chosen to keep the LSJ on boost without constant cog swapping.

Performance specifications

Factory figures and period instrumented tests painted a consistent picture: the SS Supercharged was properly quick for its time, with stout brakes and usable gearing.

Variant breakdown (2005–2007)

The SS Supercharged was offered exclusively as a coupe during this period. Annual running changes were subtle but meaningful to enthusiasts.

Notes: Chevrolet also sold an “SS” with a naturally aspirated 2.4‑liter (non‑LSJ) during this timeframe; it is a different model and distinct from the SS Supercharged discussed here.

Ownership notes: maintenance, parts, and restoration

• Engine and supercharger: The LSJ uses a timing chain and stout internals. The Eaton M62’s oil is factory-filled; most owners simply inspect for nose-drive noise and replace the supercharger belt as needed. Heat soak can reduce power during extended lapping—fresh intercooler fluid and a healthy pump help.
• Fluids and service intervals: Follow the GM Oil Life Monitor with quality 5W‑30. Coolant is long-life Dex‑Cool (period spec). Brake fluid benefits from periodic replacement, especially if the car sees track use. Spark plugs are long-life iridium; many owners refresh them sooner than the maximum interval for best performance.
• Chassis and brakes: The FE5 suspension responds well to fresh dampers and bushings after years of service. Brembo front hardware uses readily available pads/rotors; stainless lines and high-temperature fluid sharpen pedal feel.
• Transmission and driveline: The Getrag F35 is durable when serviced with the correct fluid and not shock-loaded. 2007’s optional helical LSD (G85) materially improves traction; earlier cars often benefit from quality tires and careful throttle application to mitigate wheel hop.
• Parts availability: OEM trim and some GMPP upgrade components have become limited, but core service parts (engine, brakes, sensors) remain accessible through GM channels and the aftermarket. Enthusiast forums and specialist breakers are valuable for model-specific bits (aero, interior trim, wheels).
• Known recalls: The broader Cobalt line, including the SS, was subject to the well-documented ignition-switch recall; verify completion. Many non-SS Cobalts had electric power steering concerns, but the SS Supercharged employs a different steering assist setup.

Cultural relevance and enthusiast market

The Cobalt SS Supercharged earned strong period coverage for delivering real pace and big brakes at an attainable price. It also found a second life in enthusiast circles thanks to factory-sanctioned performance paths and a willing aftermarket. The model appeared in contemporary video games—famously as a starter car in 2005-era arcade racers—cementing its visibility among younger enthusiasts.

Collector desirability tends to favor unmodified, low-mile examples with original wheels, aero, and documentation. The 2007 cars with the optional G85 limited-slip differential are particularly sought after by drivers who prioritize traction. While exact auction results vary by condition and originality, these cars consistently trade at a premium to their naturally aspirated SS counterparts, reflecting their performance hardware and limited production window.

FAQs

How much power does the 2005–2007 Cobalt SS Supercharged make?
Factory rating is 205 hp and 200 lb‑ft from the 2.0‑liter LSJ with an Eaton M62 supercharger and air‑to‑water intercooler.

How quick is it?
Period instrumented tests commonly recorded 0–60 mph around 6.1 seconds and quarter‑mile runs in the mid‑14s at roughly mid‑to‑high‑90s mph. Top speed is factory limited to approximately 143 mph.

Does it have a limited-slip differential?
A helical limited-slip (RPO G85) was optional for 2007. Earlier years did not offer a factory LSD in the SS Supercharged, although the aftermarket and GM dealer networks supported upgrades.

What are common issues?
Typical aged-car items: suspension bushings and dampers, supercharger belt wear, and intercooler system maintenance (fluid condition/pump). Wheel hop under aggressive launches can stress driveline components; quality tires and fresh mounts help. Ensure ignition‑switch recall work is documented.

How does it compare to an RSX Type‑S or SRT‑4?
The LSJ’s supercharged delivery provides strong low‑to‑midrange torque and immediate throttle response versus the RSX’s high‑rev character. The SRT‑4 is punchier in a straight line in stock trim, but the Cobalt counters with stout Brembo front brakes and a cohesive chassis tune.

What fuel does it require?
Premium unleaded is recommended for optimal performance and knock resistance on the supercharged LSJ.

How is parts support?
Service parts are broadly available; model‑specific trim and certain GMPP components can require patience. The Ecotec community remains active, easing ownership and upgrades.

What changed after 2007?
The supercharged SS gave way to a different package using a turbocharged 2.0‑liter for later model years. The car covered here is the 2005–2007 LSJ “SS Supercharged.”