2006 Chevrolet HHR Review

Specifications

Is There Room for Anther Retro People Hauler?

I have to admit that I was a bit put off when GM announced it would be coming to market with its retro HHR. Its just that Chryslers PT Cruiser made the new Chevy a bit of a “been there, done that” issue. But now that Ive seen it on the road and spent a week behind the wheel, I think I came to my conclusion too quickly.

It offers a more truck-like stance than the PT, with a bolder, wider front grille, more muscular fenders and a lower, longer profile. Its circular rear lights, two per side, are fully integrated into the bodywork, giving an expensive, custom look.

And why shouldnt there be more than one compact crossover with retrospective leanings? After all, there are many GM fans who would never think of purchasing a Chrysler, some of which might have really liked the PT when it debuted. And whats more, the HHR, which stands for “heritage high roof”, actually pays tribute to the 1949 Chevy Suburban and other late 1940s high-roof Chevy trucks, unlike the PT Cruiser that looks more like a classic Ford panel van than anything Chrysler, or the now defunct Plymouth brand ever offered.

But I believe the strongest argument for the HHR comes after spending some time in it. GM furnished an almost fully-loaded LT model, which normally would have featured an upgraded engine but had this deleted from the LT list for some reason, but nevertheless featured leather seating surfaces, and the top-line audio system, which made for a pretty rich ride.

When I say rich, I dont mean expensive. Altogether, my well-appointed LT tester arrived with a window sticker of $21,175 (plus $565 for destination fees), from a base price of $15,425. That base car, by the way, features cloth seats, the drivers including six-way manual adjustment (four-way for the front passenger) while the rear seatbacks and front-passenger seatback fold forward, air conditioning, power windows and locks with remote access, plus power mirrors, a six-speaker AM/FM/CD/MP3 audio system, 16-inch steel wheels, the latter connected to an almost fully independent suspension system.

Why do I say almost fully independent? Well, the front setup includes independent struts with an anti-roll bar, but the torsion beam suspension with anti-roll bar in the rear is semi-independent. Its the same setup in the top-line LT, so I can attest to it riding unusually smooth over bumps and irregular pavement, while tracking quite well through the corners. Of course, the optional 17-inch aluminum wheels might help when pushing the HHR more aggressively, but they also should theoretically hinder ride quality.

In the same way Im betting the five-speed manual that comes standard with either LS or LT drivetrain packages allows for more spirited acceleration, but I wasnt put off with the four-speed automatic included with my test HHR, even with its base 2.2-liter engine. Take-off is not overly snappy, but it accelerates in a smooth and progressive manner, with fairly precise shift points.

But back to ride and handling, GMs small car architecture includes a rigid lower-dominant structure, improving ride and handling, plus NVH levels and crash worthiness. The HHR also incorporates Quiet Steel laminated panels in the plenum, a sophisticated technology that makes it feel solid, and pricier than its fairly low entry price lets on.

Along with the extensive use of high-strength steel and ultra-high-strength steel in key structural components, such as the rocker panels and cross-car reinforcing beam, a “safety cage” surrounding the passenger cell provides load-carrying protection and, together with laser-welded blanks integrated into the door frames, plus front and rear doors, aids in the new crossovers low NVH levels and crash protection.

Two tuning levels are available, with the LS and LT1 getting the standard FE1 setup and the LT2 featuring an FE3 suspension. As expected the FE1 undercarriage optimizes ride over handling, with standard 16-inch wheels, while the FE3 is more suited to performance-oriented drivers. Its standard 17-inch wheels and monotube shocks should make for a slightly stiffer ride, but ride and handling should also increase measurably.

Rack-and-pinion steering is standard across the HHR line, complete with a speed-sensitive, variable-effort system dubbed Electric Power Steering (EPS). While tuned separately for each suspension setting, which aids steering feel, EPS rids the car of an engine-driven power steering pump, plus its fluid reservoir and associated plumbing, benefiting fuel consumption and potential environmental contaminants.

Behind either steel wheels or five-spoke rims, large front discs look the part while rear drums are more functional than stylish. ABS is available.

Other safety features include driver and front passenger airbags, as well as front safety belt pretensioners, rear seat center lap-shoulder belts, and the LATCH child seat retention system as standard equipment. Also available are head curtain side airbags for front- and rear-seat outboard passengers, plus OnStar with Advanced Automatic Crash Notification (AACN).

I dont mean to rain on anyones parade by talking about safety prior to performance, but such is the way I laid out the review. Both LT1 and LT2 trim levels pump up output over the 143-horsepower 2.2-liter four-cylinder by 29-horsepower that comes in the base LS, or more exactly the larger displacement 2.4-liter four makes a maximum of 172-horsepower at 6,200 rpm. Torque, which is as least as, and probably a more important specification with this vehicle, being that it has the ability to carry five large adults and their luggage, moves up from the LS models 150 lb-ft to 162 lb-ft in the LT, a gain of 12. Im looking forward to trying out the larger displacement engine, as it should make an already adequate performer much better.

It should be mentioned that GMs Ecotec four-cylinder engine lineup has been upgraded to reduce noise, vibration and harshness (NVH), something that was immediately noticeable during acceleration. The pistons, for instance, feature a polymer coating and skirt design to reduce noise during cold startup, while a new, two-layer acoustic engine cover has been added, which reduces noise.

The engines general architecture includes dual overhead camshafts (DOHC), four valves per cylinder, twin counter-rotating balance shafts, electronic throttle control, a low-friction roller-finger follower valvetrain with hydraulic lash adjusters, low-maintenance chain-driven camshafts, direct-mount accessories, that latter to reduce or eliminate traditional sources of noise and vibration, a full-circle transmission mount to reduce NVH, GMs Oil Life System, to reduce the frequency of oil changes, a cast-in oil filter housing, which makes it unnecessary to crawl under the HHR to perform oil changes while eliminating throwaway oil filter cans that retain used oil, which is better for the environment, plus a catalytic converter positioned next to the exhaust manifold to accelerate catalyst “light off,” reducing hydrocarbon emissions. Pretty heady stuff.

What might matter more to HHR buyers is the vehicles sizable cabin. Its a fairly long compact model at 174.5 inches, allowing for extremely accommodating rear passenger legroom, not to mention capacious headroom, ideal for tall drivers who find squeezing into most compacts a challenge, if not an impossibility. The length also allows for a decent load of cargo, a total of 63.1 cubic feet of space if youre counting, plus the wide and tall liftgate doesnt hinder when getting gear in and out of the back.

And a variety of configuration options make the HHRs cargo area adaptable, including a flat folding front passenger seat, a rear center armrest that can pivot flat along with the rear seats when folded forward, 60/40-split rear seatbacks, with the larger 60-percent portion positioned on the passenger side so that larger, longer items can be fed into the cargo area and right up to the dash when the front passenger seat is folded forward, making the most of the available space.

The load floor is completely flat when the rear seats are folded as well, while a 5-inch deep storage area is concealed beneath the cargo floor. Also convenient, two storage bins are situated just behind the rear seats under the load floor, optimizing space. Similar to the PT Cruiser, the load floor can be raised to become a shelf, multiplying the HHRs load carrying capacity, but Chevys version is larger than Chryslers, and includes convenient tie down hooks. It cant be made into an outward facing table, however.

I guess I should also mention the other features you get when moving up from a base LS to a $16,425 base LT, such as an eight-way (6-way power) drivers seat, which includes manual reclining, power height adjustable, power 2-way lumbar support, power fore/aft, power cushion tilt, as well as 16-inch machined alloy wheels.

Over and above the leather seating surfaces at $925, a leather wrapped steering wheel and shift knob were already included, and the automatic transmission at $1,000, and other options already mentioned, my test car featured a few stand-alone cosmetic upgrades, such as splash guards ($120), roof side rails ($150), color-keyed running boards ($445), a rear spoiler ($395), plus a much appreciated 6-disc, dash-mounted CD/MP3 player ($295) with Pioneer premium speakers, including a subwoofer ($295). Additional features included an electrochromic interior mirror with integrated reading lights, a power glass sunroof with sliding sunshade ($725), and side-impact curtain-type airbags ($395). Even cooler was the remote vehicle start function (included as standard with automatic transmission) - nice on cold winter days despite what some environmentalists say about additional idling depleting the ozone. Altogether, including a 1-Year Safe & Sound OnStar plan at $695 and the aforementioned $565 destination charge, $7,825 worth of options can be added to the base price, totaling $24,250.

One of my favorite HHR features is its superbly detailed center stack. It integrates all heating, ventilation and air conditioning controls in an easy to use interface, as it does the audio head unit, and goes about the job in a most satisfying way. The rotating knobs are nicely weighted to give them a feeling of quality, while rubber grips have been added to their circumference for a premium experience. Switchgear is excellent too, with zero tolerance gaps so that the buttons dont jiggle back and forth in their cutouts. In other words, theres nothing cheap about the HHRs detailing.

This is also apparent when looking at the HHRs chrome trimmed gauge cluster, a rather tiny but still easily legible assortment of very stylish dials, enhancing the interiors upscale ambience.

Even the plastic surfaces that surround the center console are at least average for this class, with only the gray upper door panels, theyre dark gray on the bottom, on the less than appealing side. But this, after all, is a relatively inexpensive compact, so the odd corner cut here and there is expected.

Like the switchgear, I was also pleasantly surprised by the tight fit of exterior panels, as well as the beautifully detailed door handles that felt as if made from solid chunks of brushed aluminum, plus the electronically switched rear door release was a premium touch that moves the HHR experience upscale.

There are, however, a few points that could be improved. Most annoying to me, was the location of the power window switches; just ahead of the shifter on the center console. While positioning them between the driving and front passenger saves money, removing the need for an additional switch on the passengers door, youve got to reach forward and down a bit to actuate these. The pictographs designating which switch operates which window are clever though.

Also, the twin cupholders, which are large enough only for pop tins and small beverage cups, are awkwardly located too; between the front seats in the lower console. While this isnt an abnormal spot for cupholders, because the HHRs front seats are higher than average, and the center console sits quite low, it makes getting at drinks difficult. Whats more, you need to flip up the armrest, if its in use, before attempting to retrieve your drink.

The last item is both positive and negative. The emergency brake lever, which is extremely well made, feels nice and solid and engages or disengages easily, at least mechanically speaking, is set a little too far rearward, making the process awkward. This isnt a big issue, but I thought it was worth mentioning. All in all, I had to get mighty picky to find things about the HHR that I didnt approve of, and if you give me enough time Ill find problems with every car made. Im not saying that Im particularly special in sourcing out imperfections or anything (special needs maybe), only that the HHR isnt alone in having a few niggling quibbles. All of the negatives mentioned wouldnt make it difficult to live with, and thats whats important.

I took the opportunity to scoot the family around in the HHR throughout my test week, and found it easy to drive, easy to load and unload kids and cargo, plus easy on the wallet when at the pump, all attributes that should make for an easy decision among those looking for a smart, convenient, and somewhat unique family wagon. Sure Chrysler came up with its retro hauler first, and quite some time ago to boot, but dont just lump Chevys HHR into the “too little, too late” category without giving it a solid run through like I have. Its pretty cool, and deserves respect all on its own.