If I were the type to sign up for vanity license plates, and if I had a Cobalt SS of my very own, my plates would probably read "SQRTGN," because whenever you tip into the throttle the little car  just squirts forward with playful, supercharged vigor. Or, maybe the plate would say "GTAGRP," in honor of the tenacious way this sweet coupe turns in, hangs on and builds G-forces when you wind it into a corner. Either way, another appropriate plate would be "CHPTHRL," since a nicely equipped SS starts at a base price of just $21,990.

The real draw of the Cobalt SS is the driving experience, and it does not disappoint—especially if you've reached that point in your evolution as a driver where you appreciate the benefits of balanced performance. Let's start with the drive train, which features a two-liter, DOHC, Ecotec four-cylinder equipped with an Eaton-built Roots-type supercharger, an air-to-water intercooler and an FPG five-speed manual transmission. A Quaife limited-slip differential is also available, but our tester performed just fine without it—at least on smooth, high-traction roads.

The SS motor is delightful and useful in ways that many high-performance Japanese fours are not, largely because it offers a great blend of midrange torque-on-demand and top-end pull. Where you have to rev the bejibbers out of cars like the Acura RSX-S to reach the meaty parts of their powerbands and must allow time for turbo lag with the Subaru WRX (one Mississippi, two ...), you can tip into the throttle of the SS at nearly any engine speed and enjoy immediate supercharger boost that sends the car surging forward in real time. Midrange immediacy is one of the Cobalt's defining characteristics, and it's a quality other class competitors can't really match. Yes, the RSX-S offers a mightier top-end hit if you wind it up into the 6000 to 8000 rpm range where big power awaits, and yes, the WRX offers more outright horsepower once its turbocharger reports for duty, but neither car offers the immediate jump that the SS does. Except for situations where maximum warp drive is required, downshifts are more a matter of choice than of outright necessity.

Speaking of shifting, I found the Cobalt's FPG five-speed transmission was good, with short and reasonably light throws, though it fell just short of producing the telepathic feel of the RSX-S six-speed gearbox, which is known for its incredible lightness and precision. The Cobalt's five gears are evenly and appropriately spaced, offering quick acceleration with long enough legs to facilitate relaxed, fuel-efficient highway cruising.

Connoisseurs of exhaust notes will also enjoy the subtle, aggressive tuner “rasp” that the SS develops around 3000 rpm at moderately large throttle openings and the delicate, turbine-like whine that emerges as the supercharger builds boost. In day-to-day driving, and especially when  tapping the Cobalt's midrange thrust when hustling along back roads, the SS produces an  inspiring, but not overpowering soundtrack. Perhaps the only place the engine's music grows harsh is at redline, where there's a little too much raspiness.

While the SS doesn't produce the necksnapping acceleration of a Mitsubishi Evo, it is plenty brisk, delivering about as much power as a comparatively light front-wheel driver can put to the pavement without risking serious wheelspin. Granted, if you do track days and/or autocross events on a regular basis, you might prefer the more powerful and ultimately quicker Dodge SRT-4. But, in exchange for Dodge’s raw thrust (and it’s definitely a little raw), the SS offers what is arguably a more balanced, street-revelant performance package. Provided road surfaces are clean and dry, and your throttle applications are smooth, you can use much of the SS' power without fear of lighting up the front tires, even during vigorous cornering. But, be mindful of the “instatorque” response when traction conditions are questionable; abrupt throttle applications on dusty or wet pavement can send the front tires up in smoke. Easy does it.

The SS is also about grip and braking, and it's in these areas where I think the GM folks have done some of their best work. The SS offers a firm, but reasonably compliant and astonishingly quiet ride with plenty of roll-stiffness. Couple these qualities with quick, nicely-weighted steering, plus sticky Z-rated P215/45R tires on 18-inch rims, and you've got a car that fairly begs for vigorous cornering. There's an evocative, confidence- building eagerness about this suspension setup that I came to love. It responded linearly and progressively as G-forces built up, exhibiting little in the way of confidence-sapping up and down float. Pushed hard enough and long enough, the Cobalt eventually shows some body roll and understeer at the limit, but it approaches its limits in a predictable, progressive way. By  comparison the RSX-S, which is a respectable handler in its own right, feels more softly sprung  and less firmly damped and allows more vertical motion, meaning it generally feels less “glued- down” than the Cobalt does. While the SS does not offer the go-kart like tossability of cars like the Mitsubishi Evo, nor does it show any of the Evo's tendency to dart off line when passing over bumps. Instead, its suspension strikes a happy compromise between the firmness necessary for fierce grip and the compliance demanded by the flawed roads of the real world.

The SS’ big four-wheel disc brakes deserve praise, as well, because they offer plenty of initial bite and can saw off big speed in a hurry should the need arise.

In terms of steering feel, the Cobalt SS is good but not great, falling well below our reference standard, the highly communicative Lotus Elise. The problem is that the Cobalt's electronically assisted steering offers too little centering force and too much damping, leaving you feeling slightly decoupled from the front wheels. While your centering forces build as you tighten your lines, too many useful (and enjoyable) nuances of the road feel get filtered out. I'd like to see GM work on letting more feedback pass from the front tires to the steering wheel.

In terms of fit, finish, ride and quietness, the Cobalt SS is light years ahead of previous generation Cavaliers, and though it is derived from an economy-car platform the SS in no way feels cheap. Instead, it feels solid and trustworthy. That said, let's concede that the SS gives ground to the more costly Acura RSX-S in the refinement department, in part because of the RSX-S' lighter steering, better shifter feel, nicer interior materials, and other small touches that show Honda's mastery of understated luxury. Even so, I suspect buyers considering this class of car care less about achieving the nth degree of refinement than about enjoying a  vigorous, involving driving experience, and in this area, the SS easily holds its own with the  Acura-outperforming its Japanese rival in terms of midrange punch and accessible grip.

If you've thought small U.S.-made performance cars could never equal Japanese or European tuner-car platforms for pure fun, think again. The Cobalt SS offers exuberant acceleration, ample cornering and stopping power-qualities you can enjoy on real-world roads and in everyday driving. What’s more, the sensible price puts it within reach of younger, not-so-well-heeled buyers. But, speaking as a middle-aged car nut, believe me when I say that Chevy's smallest SS beckons to "old guys," too, because the appeal of truly fun cars is timeless.