The Aveo has played a major part in Chevrolet’s resurgence in the South African market, and the latest generation of the Bowtie’s light car range seeks to reprise the role that its predecessor played with such plucky aplomb…
Just four years since the return of “The General”, Chevrolet has eclipsed Opel as General Motors SA’s top-selling brand, but it’s hardly a surprise: Despite Korean or Australian (in the case of the Lumina) origins, the Bowtie’s products are all competent and its brand image is strong, considering that the “young” brand sits in the top half of JD Power and Associates’ latest Customer Satisfaction Index.
Chevrolet didn’t throw out the form book when it designed the new Aveo… The front end features a split-design honeycomb grille with the Chevrolet insignia on the bar that splits the grille. There are small, grey false air intakes on the front wings, and the rear is dominated by large circular taillights. The Aveos’s overall appearance is innocuous enough, although I hasten to add that the test unit’s alloy-look wheel covers (with faux protruding wheel studs), look, and probably were, cheap.
The new Aveo may not ooze charm, but its powerplant – an updated version of GM’s 1,6-litre Ecotec engine with multi-port fuel injection, delivers 77 kW at 5 800 r/min, and 145 N.m of torque at 3 600 r/min. The powerplant is mated with a five-speed manual transmission that feels rubbery and just a bit vague, and despite its DOHC (four valves per cylinder) configuration, the engine sounds strained and harsh at high revs. Make no mistake though, if you’re looking to buy a new car for R113k, few – if any – rivals will match the Aveo’s performance capabilities.
The interior layout is predictably utilitarian, but the finish is solid and durable. The steering-wheel rim is arguably the softest to the touch, but I liked the feel of the ventilation and interior heating control knobs and the pop-out dual drinkholder “tray” at the bottom of the facia was a welcome bonus. Sure, you don’t get central locking or electric windows on the entry-level “L” model, but air-conditioning, a dual-stage driver’s airbag and ABS are standard. I wouldn’t specify an audio system for the 1,6 L, because Chevy don’t offer an integrated audio system and a conventional push-in radio/CD/MP3 unit would probably constitute a break-in hazard, to be frank.
I am 1,88 metres tall and in order to find a comfortable driving position, I had to hike up the steering column all the way to its highest setting and push the driver’s seat far back to avoid brushing my left knee against the footwell’s aperture. Although I appreciated the front headrests, low-profile rear seat headrests, seatback storage pockets and the boot- and fuel flap release levers, the Aveo would certainly benefit from having height-adjustable front seats. And what’s up with having a digital clock perched at the far end of the dashboard? It looks lost out there…
The boot managed to hold 192 dm3 of our standard ISO measuring blocks, which is about par for this class of car. With the split-folding rear seats stowed, the volume is extended to about 1 000 dm3 and there’s a full-sized spare wheel.
As for the driving experience, the 1,6 L hosts no handling demons whatsoever. The ride is more absorbent than one might expect from competitors at the lower end of the light car market, and the steering is predictably light, but not woolly.
The Aveo’s greatest challenge is that it’s a solid, if unexciting, offering in a highly-competitive market segment. The “L” specification is not all that basic, but then again there is no service plan included in the purchase price. Therefore, the new Aveo can pick up were its predecessor left off, but GM will have its work cut out to maintain the Aveo’s sales momentum in a cut-throat market.
Look out for a full road test of the Chevrolet Aveo 1,6 L in the November 2008 issue of CAR magazine.