Every Friday night freshly waxed classics motor up to the oldest surviving Bob's Big Boy in the world. It doesn't matter whether you drive a '36 Ford coupe, a '69 Chevelle or an '05 300C, so long as it's American you're welcome to stake out a parking spot at this Toluca Lake, California, landmark, enjoy a hand-prepared burger and chat up aging boomers about cubic inches and four-barrel carbs.
If there's any crowd GM needs to impress with the 2006 Chevy HHR, which stands for Heritage High Roof, it's the one at Bob's. GM says the little wagon's styling is a tribute to the '49 Suburban, and these people still know what a '49 Suburban looks like. We circle the lot, waiting for a reaction.
We don't have to wait long.
"So is it rear-wheel drive?" asks a bearded man in his 50s guarding a lovingly restored Bel Air.
"Nope, front-wheel drive. It shares a platform with Chevrolet's Cobalt."
"Does it have a V8?" his buddy chimes in.
"No, it has a 2.4-liter inline four."
We've bored them. They dismiss it as "Chevy's PT Cruiser" before we can even mention our test car's iPod hookup, Pioneer sound system and side curtain airbags.
We're not surprised. After five minutes in the HHR you realize this isn't a car for the hard-core, despite its classic lines. Instead, GM designed the HHR for the latte drinkers gathered at the Starbucks next door to Bob's. They wouldn't know a '49 Suburban if it ran them over, but they reacted favorably to our HHR's mix of classic-car styling, everyday practicality, mainstream mechanicals and $21,035 sticker price.
Retro Look, Stale Performance
Base LS and midlevel 1LT models get a 2.2-liter four-cylinder rated at 143 horsepower and 150 pound-feet of torque. Optional on the 1LT and standard on well-equipped 2LT models like our test car is a 2.4-liter motor that puts out 172 hp and 162 lb-ft of torque.
Even with the 2.4, the HHR doesn't have much spunk down low. Acceleration is more spirited once the engine revs up, though plenty of noise accompanies these efforts.
A five-speed manual and a four-speed automatic transmission are available, but over 90 percent of HHR buyers are expected to choose the automatic. The shifts in our automatic test car were well timed in relaxed driving, but the four-speed didn't like to hold gears during more aggressive driving. Fuel economy ratings are acceptable for a small wagon — 23 mpg city/30 mpg highway with the automatic and 22/30 with the manual. Our test car averaged just 20 mpg, though.
The manual transmission has long throws between gears but does a commendable job of wringing out the power. Chevrolet claims an 8.4-second 0-to-60-mph time for manual-shift 2.4s and 8.7 with the automatic. However, our tester took 9.5 seconds to reach 60 mph and a full 17 to get through the quarter-mile.
This isn't as slow as a base-engine PT Cruiser, but it's hardly a dramatic arrival for a latecomer to the tall wagon scene. Chrysler now offers 180-hp and 220-hp turbocharged engines on the PT, either of which gives it a nice kick.
Pleasant Ride, Sloppy Handling
The HHR isn't fast, but it is quiet. Chevrolet credits extensive use of high-strength steel in the chassis, close attention to seals and insulation, and countless hours of wind-tunnel testing. Most manufacturers do this stuff, but the HHR is uncommonly serene for its class.
It's comfortable, too, as the suspension competently filters out bumps and ruts despite its unsophisticated design: struts in front, a semi-independent torsion beam in back.
Unfortunately, engineers weren't able to work the same magic with the wagon's handling. LS and 1LT models have softer suspension settings and wear 16-inch wheels with 215/55R16 Firestone Affinity tires. 2LT models like ours get a firmer setup with thicker stabilizer bars, monotube shocks and 17-inch wheels with 215/50R17 Firestone Firehawks.
We expected the 3,200-pound Chevy HHR to have a mildly sporty feel in the corners, but it doesn't. Sling it into a turn and there's some encouragement at first, as those big 17-inch tires bite down. Then, the suspension keels over and you realize you're a damn fool trying to drive this wagon fast. In fact, it only ran our slalom at 58.4 mph, which is full-size SUV territory.
The electric steering is tuned to match. It's much too light and numb for enthusiastic cornering, but its weighting is fine for maneuvering around town.
Lousy Brakes
Low handling limits are forgivable on a budget vehicle, but poor braking is not. Our tester came with antilock brakes, but rear discs are not available on any HHR. And forget about newer technology like Electronic Brakeforce Distribution.
The HHR's best stopping distance from 60 mph was 135 feet. Not a very good number, but there was minimal fade between runs at the test track. The brake pedal provides minimal feedback, and ABS noise and vibration are excessive, even for this class.
But the HHR has a bigger problem: It doesn't stop straight. This was disconcerting at the track. It was downright scary during a real emergency stop on the freeway. And it crosses the limits of what is acceptable on a 2006 vehicle.
Gets Better Inside
Chrome interior detailing is basically a requirement these days, and Chevy designers went about it in a tasteful manner. The gauges are actually beautiful, with the metal-edged tach set slightly ahead of the speedometer. The climate and stereo controls are also pleasing to behold and ergonomically sound with large dials and a scrolling radio station display for XM surfers.
Seat comfort varies depending on whether you select cloth or leather upholstery. The cloth seats are merely passable, but the leather chairs have extra contouring and cushioning which makes them much more comfortable.
Driver and passengers sit tall and visibility is excellent in all directions. Yet despite the HHR's delivery truck shape, its cabin doesn't feel as roomy as the PT's. One large-framed passenger complained that his shoulders were pinched, although average-size adults were content in the front and the back. A family of four with two car seats certified the HHR kid-friendly.
But some things are still off the mark. Rather than installing window buttons on both front doors, designers crammed a single hard-to-reach set behind the shifter. Some of the interior plastics still aren't up to snuff, either. The grain patterns generally match, but the panels still feel rough and cheap. And what's with the small cupholders in an American car?
Cargo-Friendly
One advantage Chevrolet's HHR has over its peers is a deeper cargo bay. The family's double stroller slid right in behind the rear seats with no wrestling. As in the PT, there's a large, adjustable parcel shelf so you can organize your load.
For larger jobs, the plastic-backed rear seats fold completely flat as in the Matrix/Vibe (no nifty adjustable cargo tracks, though). With 63 cubic feet, the HHR has as much total cargo capacity as the PT and, unlike in the Chrysler, you don't have to completely remove the rear seats.
As Classic as Starbucks
Skin-deep history doesn't sell like it used to. Today, you can be retro if you want, but you better have the performance to back it up. The HHR doesn't.
What the HHR does deliver is practical family transportation in a retro wrapper, but so does the PT Cruiser. And for a couple hundred dollars more, you can get a turbo PT with better acceleration, tighter handling and stronger brakes.
We'll take the Chrysler.
If there's any crowd GM needs to impress with the 2006 Chevy HHR, which stands for Heritage High Roof, it's the one at Bob's. GM says the little wagon's styling is a tribute to the '49 Suburban, and these people still know what a '49 Suburban looks like. We circle the lot, waiting for a reaction.
We don't have to wait long.
"So is it rear-wheel drive?" asks a bearded man in his 50s guarding a lovingly restored Bel Air.
"Nope, front-wheel drive. It shares a platform with Chevrolet's Cobalt."
"Does it have a V8?" his buddy chimes in.
"No, it has a 2.4-liter inline four."
We've bored them. They dismiss it as "Chevy's PT Cruiser" before we can even mention our test car's iPod hookup, Pioneer sound system and side curtain airbags.
We're not surprised. After five minutes in the HHR you realize this isn't a car for the hard-core, despite its classic lines. Instead, GM designed the HHR for the latte drinkers gathered at the Starbucks next door to Bob's. They wouldn't know a '49 Suburban if it ran them over, but they reacted favorably to our HHR's mix of classic-car styling, everyday practicality, mainstream mechanicals and $21,035 sticker price.
Retro Look, Stale Performance
Base LS and midlevel 1LT models get a 2.2-liter four-cylinder rated at 143 horsepower and 150 pound-feet of torque. Optional on the 1LT and standard on well-equipped 2LT models like our test car is a 2.4-liter motor that puts out 172 hp and 162 lb-ft of torque.
Even with the 2.4, the HHR doesn't have much spunk down low. Acceleration is more spirited once the engine revs up, though plenty of noise accompanies these efforts.
A five-speed manual and a four-speed automatic transmission are available, but over 90 percent of HHR buyers are expected to choose the automatic. The shifts in our automatic test car were well timed in relaxed driving, but the four-speed didn't like to hold gears during more aggressive driving. Fuel economy ratings are acceptable for a small wagon — 23 mpg city/30 mpg highway with the automatic and 22/30 with the manual. Our test car averaged just 20 mpg, though.
The manual transmission has long throws between gears but does a commendable job of wringing out the power. Chevrolet claims an 8.4-second 0-to-60-mph time for manual-shift 2.4s and 8.7 with the automatic. However, our tester took 9.5 seconds to reach 60 mph and a full 17 to get through the quarter-mile.
This isn't as slow as a base-engine PT Cruiser, but it's hardly a dramatic arrival for a latecomer to the tall wagon scene. Chrysler now offers 180-hp and 220-hp turbocharged engines on the PT, either of which gives it a nice kick.
Pleasant Ride, Sloppy Handling
The HHR isn't fast, but it is quiet. Chevrolet credits extensive use of high-strength steel in the chassis, close attention to seals and insulation, and countless hours of wind-tunnel testing. Most manufacturers do this stuff, but the HHR is uncommonly serene for its class.
It's comfortable, too, as the suspension competently filters out bumps and ruts despite its unsophisticated design: struts in front, a semi-independent torsion beam in back.
Unfortunately, engineers weren't able to work the same magic with the wagon's handling. LS and 1LT models have softer suspension settings and wear 16-inch wheels with 215/55R16 Firestone Affinity tires. 2LT models like ours get a firmer setup with thicker stabilizer bars, monotube shocks and 17-inch wheels with 215/50R17 Firestone Firehawks.
We expected the 3,200-pound Chevy HHR to have a mildly sporty feel in the corners, but it doesn't. Sling it into a turn and there's some encouragement at first, as those big 17-inch tires bite down. Then, the suspension keels over and you realize you're a damn fool trying to drive this wagon fast. In fact, it only ran our slalom at 58.4 mph, which is full-size SUV territory.
The electric steering is tuned to match. It's much too light and numb for enthusiastic cornering, but its weighting is fine for maneuvering around town.
Lousy Brakes
Low handling limits are forgivable on a budget vehicle, but poor braking is not. Our tester came with antilock brakes, but rear discs are not available on any HHR. And forget about newer technology like Electronic Brakeforce Distribution.
The HHR's best stopping distance from 60 mph was 135 feet. Not a very good number, but there was minimal fade between runs at the test track. The brake pedal provides minimal feedback, and ABS noise and vibration are excessive, even for this class.
But the HHR has a bigger problem: It doesn't stop straight. This was disconcerting at the track. It was downright scary during a real emergency stop on the freeway. And it crosses the limits of what is acceptable on a 2006 vehicle.
Gets Better Inside
Chrome interior detailing is basically a requirement these days, and Chevy designers went about it in a tasteful manner. The gauges are actually beautiful, with the metal-edged tach set slightly ahead of the speedometer. The climate and stereo controls are also pleasing to behold and ergonomically sound with large dials and a scrolling radio station display for XM surfers.
Seat comfort varies depending on whether you select cloth or leather upholstery. The cloth seats are merely passable, but the leather chairs have extra contouring and cushioning which makes them much more comfortable.
Driver and passengers sit tall and visibility is excellent in all directions. Yet despite the HHR's delivery truck shape, its cabin doesn't feel as roomy as the PT's. One large-framed passenger complained that his shoulders were pinched, although average-size adults were content in the front and the back. A family of four with two car seats certified the HHR kid-friendly.
But some things are still off the mark. Rather than installing window buttons on both front doors, designers crammed a single hard-to-reach set behind the shifter. Some of the interior plastics still aren't up to snuff, either. The grain patterns generally match, but the panels still feel rough and cheap. And what's with the small cupholders in an American car?
Cargo-Friendly
One advantage Chevrolet's HHR has over its peers is a deeper cargo bay. The family's double stroller slid right in behind the rear seats with no wrestling. As in the PT, there's a large, adjustable parcel shelf so you can organize your load.
For larger jobs, the plastic-backed rear seats fold completely flat as in the Matrix/Vibe (no nifty adjustable cargo tracks, though). With 63 cubic feet, the HHR has as much total cargo capacity as the PT and, unlike in the Chrysler, you don't have to completely remove the rear seats.
As Classic as Starbucks
Skin-deep history doesn't sell like it used to. Today, you can be retro if you want, but you better have the performance to back it up. The HHR doesn't.
What the HHR does deliver is practical family transportation in a retro wrapper, but so does the PT Cruiser. And for a couple hundred dollars more, you can get a turbo PT with better acceleration, tighter handling and stronger brakes.
We'll take the Chrysler.
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