With an inexpensive compact car, there is no middle ground in acceleration: it's either zippy or it's a dog. The Aveo is zippy with zoom to spare, at least with the standard manual transmission, a solid-feeling five-speed gearbox. The gas pedal seems a bit mushy, but the engine works hard to overcome it. The little Aveo will chirp the tires in second gear, which will surely impress an audience of a likely owner's peers. Secretaries? High-school boys and girls? Little old people? Whomever, a chirp will impress them. The Aveo is a common-ground kind of car. It brings people together.On the other hand, the Aveo also features some surprisingly sophisticated engineering. Its little engine breathes through a variable-geometry intake system that helps fatten the torque curve at low rpm. As a result, there's plenty of power from 2000 rpm in the lower gears all the way up to 6000 rpm. The power band is remarkably linear, with no lapses or surges as the tach needle climbs to 6500, where a rev-limiter abruptly interrupts forward progress; so you upshift and all is well again. We accelerated all the way up to 85 mph in fourth gear, and the engine stayed with us all the way. But you can't expect miracles from 103 horsepower, and Aveo won't exactly catapult you toward the horizon if you stomp it at 65 mph in fifth. Out on a Texas Interstate we ran with the 80-mph traffic, mostly big ol' pickups. We noticed how pleasantly, surprisingly quiet it was inside the Aveo's cabin, with nary a buzz from under the hood. The engine noise is low thanks to the deep-skirt construction of the block itself, along with a large intake resonator and dual-muffler exhaust system. We gave the gearbox some good hard downshifts, and it took them without complaint. The gearshift lever has kind of a long throw, but then Aveo isn't trying to be a sports car. The optional four-speed automatic is gated; by depressing a Hold button on the shifter, the driver can shift manually, even starting in a higher gear for better traction on ice or snow. One has to admire this simple, mechanical alternative to the electronic tip-shift devices found on far more expensive automobiles. From behind the wheel the sedan seems bigger than it is, or maybe it's actually bigger than it seems it should be. Whatever the reason, it's a good thing for a subcompact to feel bigger. The rack-and-pinion steering is sharp, and the torsion beam rear axle gives the car a grown-up feel. With a turning circle of just 16 feet, Aveo can make a U-turn in a ridiculously small space. That makes it extremely maneuverable in tight, crowded quarters. Aveo is no sports car, however, as its narrow 14-inch tires will quickly remind you if you try taking turns like a road racer. Our test route took us through a choppy construction zone and over some twisty back roads. There were a number of spots where the ride might have felt harsh if it were going to, and it didn't. We were driving a number of new GM cars over the same route, everything from a Chevrolet SSR to a Cadillac SRX. It was interesting to notice how the Aveo handled a particularly severe dip every bit as well as the higher-priced cars. If you lock the brakes, you will come to a screeching halt without veering. The vented front discs are large for the size of the car, and the rear drums have wide linings. We recommend the optional anti-lock brakes with brake force distribution, which improves stability and helps the driver maintain control under hard braking. In any case, wear your seat belts as that's your first line of defense in a crash. |
