Blown_SC
11-26-2005, 03:28 PM
2006 Chevrolet HHR Review
http://en.autos.sympatico.msn.ca/images/Vip/Malloy/malloy_header.GIF
Pros:
- Practical configuration
- Unique styling
- Pleasant interior
- Highly competitive pricing
Cons:
- Tight rear-seat room
- Some ergonomic glitches
- Restricted visibility
- ABS and side-airbags optional on all
- Imprecise steering feel
Overall rating is 7.5
The all-new Chevy HHR gives consumers a highly practical, retro-styled alternative in the small wagon class, with attractive pricing and a long list of options that permits personal tailoring.
You can be forgiven if your first impression of the all-new Chevrolet HHR is that of a PT Cruiser knock-off. After all, it is the product of the same designer, Bryan Nesbitt, whom GM hired away from Chrysler.
But while its retro styling cannot be overlooked, it masks the reality of what the HHR really is: a Cobalt station wagon. It is a tall wagon for sure - all the better for roominess and utility - but under the skin, it is essentially a Cobalt, and that is no criticism. The front-wheel-drive Delta platform, which they share, is definitely one of GM's better efforts.
Obviously, the HHR's competitors include the PT Cruiser and the funky Honda Element, but also more conventional vehicles such as the Ford Focus wagon, Pontiac Vibe and Toyota Matrix.
Two trim levels are offered. Pricing starts at $18,995 for the base LS, and the up-level LT lists at $21,195. My generously optioned-out LT test car, however, carried a price tag just shy of $30,000.
Spirit of Suburban
HHR stands for 'Heritage High Roof', GM says. As widely publicized, the heritage part of that equation comes from the 1949 Chevrolet Suburban, on which the HHR's shape is loosely based. It is a polarizing design - perhaps even more so than that of the PT Cruiser.
Few cars I have driven recently have prompted as many unsolicited comments from strangers as did the HHR. And most of those comments were highly positive. Most, it should also be noted, came from men who were old enough to have some exposure to the car's spiritual forebear. How it will play with younger generations is a question yet to be answered.
GM is definitely aiming it at a younger crowd, and is backing up that pitch with a broad range of available appearance and performance accessories. The company even commissioned construction of a "customized" version for the show circuit.
While it may look like an old truck, the HHR is very much a modern car. The wagon differs from the sedans by just a few millimetres in wheelbase, but it is considerably shorter overall. Its 2629-mm wheelbase is slightly longer than the PT Cruiser's, but its 4475-mm overall length surpasses the Chrysler's by almost 200 mm, and the Honda Element's by 275 mm. It is bigger than the Vibe and Matrix as well, but 55 mm shorter than the Focus wagon.
Roominess a Mixed Bag
Inside, the HHR surpasses the PT Cruiser in front and rear headroom - both have more than enough for even the very tall - and it offers more rear seat hip room. Otherwise, the Chrysler holds a slight edge in passenger compartment dimensions, particularly rear seat legroom, which is greater by 35 mm. The HHR is plenty spacious for average-size adults, but with the front seat fully back, my 95th-plus-percentile frame is an interference fit in the rear: i.e. - my knees are hard into the front seatback.
In spite of the extra length, the HHR's cargo space and that of the PT Cruiser are virtually identical - within two per cent by the numbers. Unlike the larger Chevy Equinox, the cargo floor in the HHR is not unduly limited in width by its rear suspension design. As in the Cruiser, the rear load floor can be raised to make a shelf, thus multiplying the HHR's load carrying area, although it cannot be converted into an outward facing table like the Chrysler's.
In addition, there is a recessed storage compartment below the cargo floor, with an 80-litre capacity, and a pair of cargo bins behind the rear seat. The 60/40-split rear seatbacks fold to make a flat rear load floor and the front passenger's seatback also folds flat to accommodate long narrow loads - great for 2x4 studs and the like.
Interior Comfort and Features
I found the HHR's relatively high seating position an acquired taste. The resultant knee angle for the driver was more acute than I consider comfortable, but I'm told that many people prefer such a seating position. That is something you will have to assess for yourself.
Ditto for the claustrophobia factor: Compared to most modern vehicles, the HHR does not have a lot of glass area, and what is there is separated by exceptionally thick pillars. It's all part of the retro look, and it contributes to structural rigidity, but it takes a serious toll on all-around visibility.
Interior fit-and-finish is a definite notch above what we have come to expect in small GM cars, although a plastic look still prevails, particularly on the door panels. The centre stack is especially attractive, as well as functional, with its new corporate radio face and easy-to-use rotary HVAC controls, and a covered storage bin atop the instrument panel adds convenient storage. The small instrument cluster with an especially small odometer is adequately readable, but ergonomics get a black mark for the single set of power-window controls located far forward on the centre console - an inconvenient and particularly annoying cost-saving measure.
Front cupholders also raised my ire. Not only are they too small for anything bigger than a soft drink can, they are located low in the centre console underneath the armrest, which has to be flipped up to access them. Such seemingly minor faux pas can ruin one's opinion of a car because they reassert their annoyance factor every day.
Aside from those annoyances, inside the HHR is a pleasant place to be. Even the base LS model features standard air conditioning, cruise control, power windows, locks, and mirrors, remote keyless entry, a six-speaker AM/FM audio system with MP3-compatible CD player, and a six-way manually-adjustable driver's seat. The LT model also gets a power driver's seat with adjustable lumbar support. Leather trim with heated seats, a power sunroof, remote starting, OnStar, and side-curtain airbags are just a few of the many options that can add several thousand dollars to the HHR's price tag.
Shared Mechanicals
Under the skin, the HHR is virtually identical to the Cobalt and its Pontiac Pursuit sister in all major respects, although detailed tuning is exclusive to the 'wagon'. Suspension is independent strut-type in front with a simple twist-beam axle in the rear, and LT models with an uplevel option package get sportier FE3 tuning. Brakes are discs up front, drums in the rear but ABS is, unfortunately, an extra-cost option on all models. Sixteen-inch steel wheels are standard; 17-inch alloys optional. Steering is rack-and-pinion with speed-variable electric power assist.
Power, in the LS, comes from a 2.2-litre Ecotec four-cylinder engine, rated at 143 hp at 5600 rpm and 150 lb-ft of torque at 4000 rpm. The LT gets a 2.4-litre version of the DOHC Ecotec, rated at 172 hp at 6200 rpm and 162 lb-ft of torque at 5000 rpm. In both cases, the Ecotec has undergone refinements to improve smoothness and reduce noise, and both engines mate to your choice of a standard five-speed Getrag manual or four-speed automatic transmission. Unlike some of its competitors, the HHR does not offer any form of all-wheel- or four-wheel-drive.
Behind the Wheel
Like the Cobalt and Pursuit, the HHR surprised me, dynamically. It felt tight and well composed, and is reasonably quiet for the vehicle type and class. It is no sports car, with strong understeer the predominant characteristic when pushed hard, but it carves corners with adequate ease for everyday use, and it is consistent and predictable. Its ride quality is generally benign, although the sportier character of my tester's FE3 suspension made itself known with an incipient harshness on broken pavement. Brake feel is a bit on the soft side, but braking is easily modulated.
With the optional ABS brakes, the HHR LT came to a halt over a distance of 46.0 metres (150 ft) in our simulated emergency braking tests from 100 km/h.
Performance, with the up-level engine and automatic transmission, is adequate if not inspiring. Acceleration is reasonably smooth and progressive from stop, with relatively smooth shifts, but forced downshifts feel a bit harsh.
Our standard electronic performance measures, aboard an LT model equipped with the 4-speed automatic, produced a 0-100 km/h average of 9.4 seconds, and a quarter mile clocking of 16.89 seconds, with a peak of 147.4 km/h at the timing point.
Passing manoeuvres on twisty two-lanes require some advance planning, but high-speed cruising on the expressway is no problem, as I discovered when I inadvertently reached critical speed for the radio antenna, which is mounted centrally above the windshield: It began beating the sunroof glass mercilessly - albeit at a speed way above reasonable and prudent.
Steering feel is the car's weak point dynamically. Turn-in is progressive but feel and feedback are virtually non-existent. On consistent road surfaces, it is reasonably stable on-centre, but it is highly sensitive to road surface undulations and crosswinds.
Conclusion
The HHR is a vehicle of compromise, and most of its compromises are good ones for a do-everything vehicle, which it is. It offers a combination of unique styling, high utility, and reasonable levels of comfort and performance at an advantageous price - if you don't delve too deeply into the option list.
http://en.autos.sympatico.msn.ca/images/Vip/Malloy/malloy_header.GIF
Pros:
- Practical configuration
- Unique styling
- Pleasant interior
- Highly competitive pricing
Cons:
- Tight rear-seat room
- Some ergonomic glitches
- Restricted visibility
- ABS and side-airbags optional on all
- Imprecise steering feel
Overall rating is 7.5
The all-new Chevy HHR gives consumers a highly practical, retro-styled alternative in the small wagon class, with attractive pricing and a long list of options that permits personal tailoring.
You can be forgiven if your first impression of the all-new Chevrolet HHR is that of a PT Cruiser knock-off. After all, it is the product of the same designer, Bryan Nesbitt, whom GM hired away from Chrysler.
But while its retro styling cannot be overlooked, it masks the reality of what the HHR really is: a Cobalt station wagon. It is a tall wagon for sure - all the better for roominess and utility - but under the skin, it is essentially a Cobalt, and that is no criticism. The front-wheel-drive Delta platform, which they share, is definitely one of GM's better efforts.
Obviously, the HHR's competitors include the PT Cruiser and the funky Honda Element, but also more conventional vehicles such as the Ford Focus wagon, Pontiac Vibe and Toyota Matrix.
Two trim levels are offered. Pricing starts at $18,995 for the base LS, and the up-level LT lists at $21,195. My generously optioned-out LT test car, however, carried a price tag just shy of $30,000.
Spirit of Suburban
HHR stands for 'Heritage High Roof', GM says. As widely publicized, the heritage part of that equation comes from the 1949 Chevrolet Suburban, on which the HHR's shape is loosely based. It is a polarizing design - perhaps even more so than that of the PT Cruiser.
Few cars I have driven recently have prompted as many unsolicited comments from strangers as did the HHR. And most of those comments were highly positive. Most, it should also be noted, came from men who were old enough to have some exposure to the car's spiritual forebear. How it will play with younger generations is a question yet to be answered.
GM is definitely aiming it at a younger crowd, and is backing up that pitch with a broad range of available appearance and performance accessories. The company even commissioned construction of a "customized" version for the show circuit.
While it may look like an old truck, the HHR is very much a modern car. The wagon differs from the sedans by just a few millimetres in wheelbase, but it is considerably shorter overall. Its 2629-mm wheelbase is slightly longer than the PT Cruiser's, but its 4475-mm overall length surpasses the Chrysler's by almost 200 mm, and the Honda Element's by 275 mm. It is bigger than the Vibe and Matrix as well, but 55 mm shorter than the Focus wagon.
Roominess a Mixed Bag
Inside, the HHR surpasses the PT Cruiser in front and rear headroom - both have more than enough for even the very tall - and it offers more rear seat hip room. Otherwise, the Chrysler holds a slight edge in passenger compartment dimensions, particularly rear seat legroom, which is greater by 35 mm. The HHR is plenty spacious for average-size adults, but with the front seat fully back, my 95th-plus-percentile frame is an interference fit in the rear: i.e. - my knees are hard into the front seatback.
In spite of the extra length, the HHR's cargo space and that of the PT Cruiser are virtually identical - within two per cent by the numbers. Unlike the larger Chevy Equinox, the cargo floor in the HHR is not unduly limited in width by its rear suspension design. As in the Cruiser, the rear load floor can be raised to make a shelf, thus multiplying the HHR's load carrying area, although it cannot be converted into an outward facing table like the Chrysler's.
In addition, there is a recessed storage compartment below the cargo floor, with an 80-litre capacity, and a pair of cargo bins behind the rear seat. The 60/40-split rear seatbacks fold to make a flat rear load floor and the front passenger's seatback also folds flat to accommodate long narrow loads - great for 2x4 studs and the like.
Interior Comfort and Features
I found the HHR's relatively high seating position an acquired taste. The resultant knee angle for the driver was more acute than I consider comfortable, but I'm told that many people prefer such a seating position. That is something you will have to assess for yourself.
Ditto for the claustrophobia factor: Compared to most modern vehicles, the HHR does not have a lot of glass area, and what is there is separated by exceptionally thick pillars. It's all part of the retro look, and it contributes to structural rigidity, but it takes a serious toll on all-around visibility.
Interior fit-and-finish is a definite notch above what we have come to expect in small GM cars, although a plastic look still prevails, particularly on the door panels. The centre stack is especially attractive, as well as functional, with its new corporate radio face and easy-to-use rotary HVAC controls, and a covered storage bin atop the instrument panel adds convenient storage. The small instrument cluster with an especially small odometer is adequately readable, but ergonomics get a black mark for the single set of power-window controls located far forward on the centre console - an inconvenient and particularly annoying cost-saving measure.
Front cupholders also raised my ire. Not only are they too small for anything bigger than a soft drink can, they are located low in the centre console underneath the armrest, which has to be flipped up to access them. Such seemingly minor faux pas can ruin one's opinion of a car because they reassert their annoyance factor every day.
Aside from those annoyances, inside the HHR is a pleasant place to be. Even the base LS model features standard air conditioning, cruise control, power windows, locks, and mirrors, remote keyless entry, a six-speaker AM/FM audio system with MP3-compatible CD player, and a six-way manually-adjustable driver's seat. The LT model also gets a power driver's seat with adjustable lumbar support. Leather trim with heated seats, a power sunroof, remote starting, OnStar, and side-curtain airbags are just a few of the many options that can add several thousand dollars to the HHR's price tag.
Shared Mechanicals
Under the skin, the HHR is virtually identical to the Cobalt and its Pontiac Pursuit sister in all major respects, although detailed tuning is exclusive to the 'wagon'. Suspension is independent strut-type in front with a simple twist-beam axle in the rear, and LT models with an uplevel option package get sportier FE3 tuning. Brakes are discs up front, drums in the rear but ABS is, unfortunately, an extra-cost option on all models. Sixteen-inch steel wheels are standard; 17-inch alloys optional. Steering is rack-and-pinion with speed-variable electric power assist.
Power, in the LS, comes from a 2.2-litre Ecotec four-cylinder engine, rated at 143 hp at 5600 rpm and 150 lb-ft of torque at 4000 rpm. The LT gets a 2.4-litre version of the DOHC Ecotec, rated at 172 hp at 6200 rpm and 162 lb-ft of torque at 5000 rpm. In both cases, the Ecotec has undergone refinements to improve smoothness and reduce noise, and both engines mate to your choice of a standard five-speed Getrag manual or four-speed automatic transmission. Unlike some of its competitors, the HHR does not offer any form of all-wheel- or four-wheel-drive.
Behind the Wheel
Like the Cobalt and Pursuit, the HHR surprised me, dynamically. It felt tight and well composed, and is reasonably quiet for the vehicle type and class. It is no sports car, with strong understeer the predominant characteristic when pushed hard, but it carves corners with adequate ease for everyday use, and it is consistent and predictable. Its ride quality is generally benign, although the sportier character of my tester's FE3 suspension made itself known with an incipient harshness on broken pavement. Brake feel is a bit on the soft side, but braking is easily modulated.
With the optional ABS brakes, the HHR LT came to a halt over a distance of 46.0 metres (150 ft) in our simulated emergency braking tests from 100 km/h.
Performance, with the up-level engine and automatic transmission, is adequate if not inspiring. Acceleration is reasonably smooth and progressive from stop, with relatively smooth shifts, but forced downshifts feel a bit harsh.
Our standard electronic performance measures, aboard an LT model equipped with the 4-speed automatic, produced a 0-100 km/h average of 9.4 seconds, and a quarter mile clocking of 16.89 seconds, with a peak of 147.4 km/h at the timing point.
Passing manoeuvres on twisty two-lanes require some advance planning, but high-speed cruising on the expressway is no problem, as I discovered when I inadvertently reached critical speed for the radio antenna, which is mounted centrally above the windshield: It began beating the sunroof glass mercilessly - albeit at a speed way above reasonable and prudent.
Steering feel is the car's weak point dynamically. Turn-in is progressive but feel and feedback are virtually non-existent. On consistent road surfaces, it is reasonably stable on-centre, but it is highly sensitive to road surface undulations and crosswinds.
Conclusion
The HHR is a vehicle of compromise, and most of its compromises are good ones for a do-everything vehicle, which it is. It offers a combination of unique styling, high utility, and reasonable levels of comfort and performance at an advantageous price - if you don't delve too deeply into the option list.