There's a line in a 1980s Kool and the Gang song that proclaims, "She's as heavy, as a Chevy." In modern parlance the same sentiment might be stated using the term "phat." As in, "That Chevy is one phat ride." In both cases, the actual weight and/or proportions of the Chevrolet in question have little to do with the statement. The idea being that a "heavy" or "phat" Chevy is good.
Regardless of your specific definition of "heavy" or "phat," the 2004 Chevrolet SSR scores. The vehicle is based on the same platform as the Buick Rainier, Chevrolet TrailBlazer, GMC Envoy and Isuzu Ascender. This time around, however, the platform underpins a retro-inspired, two-seat pickup rather than a high-profile SUV. Its closest ancestor in the General Motors line is probably the El Camino, but even that car-based pickup didn't include a power-retractable hardtop and a fully enclosed, hardcover bed.
Upon seeing the SSR, the first reaction from many a passerby was, "What exactly is it, and why did Chevrolet build it?" The short answer (with apologies to Harley-Davidson) is, "If you have to ask, I can't explain it." But in reality the SSR is very easy to understand. Like every manufacturer right now, Chevrolet is looking to stand out from the near deafening noise levels that consume the automotive marketplace. In a world flush with functional, comfortable, luxurious and powerful vehicles, it takes something a little extra special to stick in consumers' minds. For many companies that something extra is style, and the SSR is awash in style.
If you're still not getting it, you could simply think of the SSR as GM's Plymouth Prowler — except that it's a truck not a car, it has a proper V8 and the division that makes it is still in business. Like the Prowler, the SSR is not really about functionality…or comfort…or luxury…or performance (come to think of it, if a vehicle has enough style those other attributes seem to go right out the window, don't they?). We recently spent a week with an SSR to try and understand what exactly, beyond retro style and a hoped-for halo effect, this truck has to offer buyers for $42,000.
One of the first things we learned was that Chevrolet did indeed get the style thing right. From traditional, aging hot rodders to young yuppies to Ferrari service techs, the SSR was a universal hit at first glance. The truck's wide metallic bumper bisects its round, retro headlights in a fashion that would make any Rod & Custom reader proud. The headlights themselves sit on the leading edge of fat (and phat) flared front fenders with a similar flared effect repeated over the rear wheels. Speaking of wheels, a pair of 19-by-8-inch front wheels wearing 255/45 Goodyear Eagle tires, steer the SSR, while 20-by-10-inch rear wheels wearing 295/40 Goodyears, transmit its power to the ground.
One aspect of the SSR's style that you can't appreciate in photographs is the serious rake that's built into its design. Between the larger rear wheels, low hood and dominant rear proportions (greatly enhanced by the hard bed cover), this Chevy looks as speed-crazed as any late 1960s Chevelle or Nova with air shocks and Crager rims. The fact that our test car was painted Slingshot Yellow only added to the fuss it created whenever we rolled it out.
And as much as the SSR demanded attention with the top up, the act of powering down the retractable hardtop never failed to impress all within eyeshot. The process takes less than 30 seconds (going up or down) and the action of the roof breaking into two distinct sections and disappearing under a hard boot is as awe-inspiring as anything offered by Mercedes or Lexus. One aspect that doesn't quite live up to Mercedes-like refinement is the amount of noise emitted by the various motors involved. While not ear-piercing, the somewhat obtrusive groan of the mechanisms would never pass Mercedes QA.
With its roof retracted, the SSR's cabin plays a larger role in maintaining the truck's street cred. Thankfully, it is one of the better interior designs offered by GM. While many of the gauges and controls, including the audio head unit and steering wheel buttons, come straight out of the corporate parts bin, SSR-specific items include metallic door panel trim and steering wheel spokes. These pieces are metallic in appearance only, as close inspection reveals them to be plastic — but high-grade plastic nonetheless. The area around the floor shifter, and the three dials that make up the HVAC controls, use similar "metallic-looking plastic." It may sound like faint praise, but as "metallic-looking plastic" goes, this is some of the best we've seen. At first glance it may have you fooled, and a closer inspection is required to confirm its nature. It's worth noting that, unlike the shifter in the Hummer H2 or PT Cruiser, the metallic shifter in the SSR is, indeed, made of real metal.
Beyond any discussion of materials, the cabin is a comfortable place to spend the day. The seats feature high-quality leather and provide excellent side bolstering. The seat back angle isn't power operated, but every other adjustment, including lumbar support, is. Two driver's memory positions and heated seat adjustments are offered if you opt for the LS Preferred Equipment Group, and the seat bottom can both tilt and change elevation to further increase seating options. A thick pad on the center console serves as an armrest, and does a better job of aiding driver comfort than its basic appearance would suggest. The only real downside to the SSR's seating is the tight spacing between the seat controls and the door panel. It's so tight, in fact, that it requires you to open the door whenever a seat adjustment is necessary.
The minimal space between the seats and doors is yet another reflection of the SSR's exterior style. While the front and rear fenders flare out, the doors are very tight against the interior compartment. This enhances the fat fendered look, but does compromise hip- and shoulder room somewhat (and headroom when the top is up). At six feet tall and 200 pounds, I found the cabin cozy, but not at all claustrophobic or unpleasant.
One of the side benefits of pulling from the GM SUV parts bin is the on-board computer from the Envoy. With this bit of technology on board, SSR drivers can adjust everything from automatic door locks to the seat memory response when using the keyless entry. That said, several of our editors would like an option to completely disable the automatic door locks, as they consistently proved to be the most annoying feature of the SSR.
It could be argued that the SSR justifies its existence by simply looking good while parked along the boulevard. But as a street rod, it must offer at least a modicum of "go" to back up its "show." Chevrolet addresses this issue with the same 5.3-liter V8 used in the Buick Rainier and long-wheelbase versions of the Ascender, Envoy and TrailBlazer. In the SSR, the engine is good for 300 horsepower and 335 pound-feet of torque, and is backed by a four-speed automatic transmission. Normally this would be a recipe for adequate, if not exceptional, performance, but in the SSR the drivetrain is double-teamed by a 4,700-pound curb weight and 20-inch tall rear wheels. In this case the term "heavy" isn't good, and when combined with a four-speed automatic — meaning relatively wide gear ratios compared to a five-speed automatic — you're left with an overburdened 300 hp.
Roll into the throttle and you can almost sense the engine's computer trying to reconcile these factors as it decides which gear is appropriate. What often feels like a missed downshift when booting the throttle at highway speeds is simply a result of those 20-inch wheels and relaxed gear ratios. At least the large dual tailpipes aren't just for show; the deep bass rumble emanating from each chrome trumpet is as authoritative as that real metal shifter.
Ride and handling response is similar to throttle response. That is to say somewhat delayed, but better than you might expect from a 4,700-pound truck. My experience with the Ascender, Envoy, Rainier and TrailBlazer has not made me a fan of the GMT-360 platform (at least not when doing anything but going in a straight line), but the SSR benefits from a lowered suspension, stiffer springs and wide tires. It's not an easy vehicle to drive fast, but it is eminently stable and well behaved when hustled down a twisty road. The live axle rear end provides a stiff but controlled ride, and the rack-and-pinion steering combines solid weighting with very little slop.
During performance testing, we confirmed that this heavy Chevy is relatively well behaved…for a heavy Chevy. Stopping from 60 mph in less than 130 feet, for instance, is a feat we didn't foresee. The SSR also managed to sneak into the very high 15s (15.9 at 87 mph) in the quarter-mile. But during performance testing, as well as when parked with the engine running, we noticed a steady creep in the temperature gauge and felt hot air emanating from under the car. That's the thing about classic bodywork — it rarely aids engine cooling.
Further, the SSR's outer shell doesn't contribute to a quiet cabin at highway speeds. With the top up, a noticeable roar intrudes from just behind the cab at above 50 mph, probably a combination of those 20-inch wheels and the covered cargo area acting like an amplifier. The cargo hold itself is bizarre in that the cover must be opened first (via a button on the key fob) before the tailgate can be lowered. Closing it requires you to shut the cargo cover before closing the rear gate to ensure a tight seal between each (otherwise the cargo area might double as a portable koi pond after a rainstorm).
The more time we spent with the SSR, the more we understood what it was (and wasn't) about. For example, with a 2,500-pound towing capacity and limited cargo space, it's not about functionality. With a loud cabin at highway speeds (even with the top up) and tight shoulder and headroom, it's not about comfort or luxury. And with a near 16-second quarter-mile it's not about performance.
But this is a halo car. And as we've already established, a halo car is about much more than functionality, luxury and even performance. It's about things that, if you have to ask, probably can't be explained. After a week in the SSR, we knew to stop asking and just enjoy the ride.
Regardless of your specific definition of "heavy" or "phat," the 2004 Chevrolet SSR scores. The vehicle is based on the same platform as the Buick Rainier, Chevrolet TrailBlazer, GMC Envoy and Isuzu Ascender. This time around, however, the platform underpins a retro-inspired, two-seat pickup rather than a high-profile SUV. Its closest ancestor in the General Motors line is probably the El Camino, but even that car-based pickup didn't include a power-retractable hardtop and a fully enclosed, hardcover bed.
Upon seeing the SSR, the first reaction from many a passerby was, "What exactly is it, and why did Chevrolet build it?" The short answer (with apologies to Harley-Davidson) is, "If you have to ask, I can't explain it." But in reality the SSR is very easy to understand. Like every manufacturer right now, Chevrolet is looking to stand out from the near deafening noise levels that consume the automotive marketplace. In a world flush with functional, comfortable, luxurious and powerful vehicles, it takes something a little extra special to stick in consumers' minds. For many companies that something extra is style, and the SSR is awash in style.
If you're still not getting it, you could simply think of the SSR as GM's Plymouth Prowler — except that it's a truck not a car, it has a proper V8 and the division that makes it is still in business. Like the Prowler, the SSR is not really about functionality…or comfort…or luxury…or performance (come to think of it, if a vehicle has enough style those other attributes seem to go right out the window, don't they?). We recently spent a week with an SSR to try and understand what exactly, beyond retro style and a hoped-for halo effect, this truck has to offer buyers for $42,000.
One of the first things we learned was that Chevrolet did indeed get the style thing right. From traditional, aging hot rodders to young yuppies to Ferrari service techs, the SSR was a universal hit at first glance. The truck's wide metallic bumper bisects its round, retro headlights in a fashion that would make any Rod & Custom reader proud. The headlights themselves sit on the leading edge of fat (and phat) flared front fenders with a similar flared effect repeated over the rear wheels. Speaking of wheels, a pair of 19-by-8-inch front wheels wearing 255/45 Goodyear Eagle tires, steer the SSR, while 20-by-10-inch rear wheels wearing 295/40 Goodyears, transmit its power to the ground.
One aspect of the SSR's style that you can't appreciate in photographs is the serious rake that's built into its design. Between the larger rear wheels, low hood and dominant rear proportions (greatly enhanced by the hard bed cover), this Chevy looks as speed-crazed as any late 1960s Chevelle or Nova with air shocks and Crager rims. The fact that our test car was painted Slingshot Yellow only added to the fuss it created whenever we rolled it out.
And as much as the SSR demanded attention with the top up, the act of powering down the retractable hardtop never failed to impress all within eyeshot. The process takes less than 30 seconds (going up or down) and the action of the roof breaking into two distinct sections and disappearing under a hard boot is as awe-inspiring as anything offered by Mercedes or Lexus. One aspect that doesn't quite live up to Mercedes-like refinement is the amount of noise emitted by the various motors involved. While not ear-piercing, the somewhat obtrusive groan of the mechanisms would never pass Mercedes QA.
With its roof retracted, the SSR's cabin plays a larger role in maintaining the truck's street cred. Thankfully, it is one of the better interior designs offered by GM. While many of the gauges and controls, including the audio head unit and steering wheel buttons, come straight out of the corporate parts bin, SSR-specific items include metallic door panel trim and steering wheel spokes. These pieces are metallic in appearance only, as close inspection reveals them to be plastic — but high-grade plastic nonetheless. The area around the floor shifter, and the three dials that make up the HVAC controls, use similar "metallic-looking plastic." It may sound like faint praise, but as "metallic-looking plastic" goes, this is some of the best we've seen. At first glance it may have you fooled, and a closer inspection is required to confirm its nature. It's worth noting that, unlike the shifter in the Hummer H2 or PT Cruiser, the metallic shifter in the SSR is, indeed, made of real metal.
Beyond any discussion of materials, the cabin is a comfortable place to spend the day. The seats feature high-quality leather and provide excellent side bolstering. The seat back angle isn't power operated, but every other adjustment, including lumbar support, is. Two driver's memory positions and heated seat adjustments are offered if you opt for the LS Preferred Equipment Group, and the seat bottom can both tilt and change elevation to further increase seating options. A thick pad on the center console serves as an armrest, and does a better job of aiding driver comfort than its basic appearance would suggest. The only real downside to the SSR's seating is the tight spacing between the seat controls and the door panel. It's so tight, in fact, that it requires you to open the door whenever a seat adjustment is necessary.
The minimal space between the seats and doors is yet another reflection of the SSR's exterior style. While the front and rear fenders flare out, the doors are very tight against the interior compartment. This enhances the fat fendered look, but does compromise hip- and shoulder room somewhat (and headroom when the top is up). At six feet tall and 200 pounds, I found the cabin cozy, but not at all claustrophobic or unpleasant.
One of the side benefits of pulling from the GM SUV parts bin is the on-board computer from the Envoy. With this bit of technology on board, SSR drivers can adjust everything from automatic door locks to the seat memory response when using the keyless entry. That said, several of our editors would like an option to completely disable the automatic door locks, as they consistently proved to be the most annoying feature of the SSR.
It could be argued that the SSR justifies its existence by simply looking good while parked along the boulevard. But as a street rod, it must offer at least a modicum of "go" to back up its "show." Chevrolet addresses this issue with the same 5.3-liter V8 used in the Buick Rainier and long-wheelbase versions of the Ascender, Envoy and TrailBlazer. In the SSR, the engine is good for 300 horsepower and 335 pound-feet of torque, and is backed by a four-speed automatic transmission. Normally this would be a recipe for adequate, if not exceptional, performance, but in the SSR the drivetrain is double-teamed by a 4,700-pound curb weight and 20-inch tall rear wheels. In this case the term "heavy" isn't good, and when combined with a four-speed automatic — meaning relatively wide gear ratios compared to a five-speed automatic — you're left with an overburdened 300 hp.
Roll into the throttle and you can almost sense the engine's computer trying to reconcile these factors as it decides which gear is appropriate. What often feels like a missed downshift when booting the throttle at highway speeds is simply a result of those 20-inch wheels and relaxed gear ratios. At least the large dual tailpipes aren't just for show; the deep bass rumble emanating from each chrome trumpet is as authoritative as that real metal shifter.
Ride and handling response is similar to throttle response. That is to say somewhat delayed, but better than you might expect from a 4,700-pound truck. My experience with the Ascender, Envoy, Rainier and TrailBlazer has not made me a fan of the GMT-360 platform (at least not when doing anything but going in a straight line), but the SSR benefits from a lowered suspension, stiffer springs and wide tires. It's not an easy vehicle to drive fast, but it is eminently stable and well behaved when hustled down a twisty road. The live axle rear end provides a stiff but controlled ride, and the rack-and-pinion steering combines solid weighting with very little slop.
During performance testing, we confirmed that this heavy Chevy is relatively well behaved…for a heavy Chevy. Stopping from 60 mph in less than 130 feet, for instance, is a feat we didn't foresee. The SSR also managed to sneak into the very high 15s (15.9 at 87 mph) in the quarter-mile. But during performance testing, as well as when parked with the engine running, we noticed a steady creep in the temperature gauge and felt hot air emanating from under the car. That's the thing about classic bodywork — it rarely aids engine cooling.
Further, the SSR's outer shell doesn't contribute to a quiet cabin at highway speeds. With the top up, a noticeable roar intrudes from just behind the cab at above 50 mph, probably a combination of those 20-inch wheels and the covered cargo area acting like an amplifier. The cargo hold itself is bizarre in that the cover must be opened first (via a button on the key fob) before the tailgate can be lowered. Closing it requires you to shut the cargo cover before closing the rear gate to ensure a tight seal between each (otherwise the cargo area might double as a portable koi pond after a rainstorm).
The more time we spent with the SSR, the more we understood what it was (and wasn't) about. For example, with a 2,500-pound towing capacity and limited cargo space, it's not about functionality. With a loud cabin at highway speeds (even with the top up) and tight shoulder and headroom, it's not about comfort or luxury. And with a near 16-second quarter-mile it's not about performance.
But this is a halo car. And as we've already established, a halo car is about much more than functionality, luxury and even performance. It's about things that, if you have to ask, probably can't be explained. After a week in the SSR, we knew to stop asking and just enjoy the ride.
Add A Comment »
tazmsy says:
09:08 AM, 04/27/2010
I bought a 2004 ssr purple in august 2009 with 7600 miles on it,
i love my truck butt now i have only 11000 miles on it and the radiater lower bracket broke on the right side, the radiater fan quit working, thchevrelet emblem on the front of the hood broke off when i was opening the hood ??? what is wrong ??
chev wants $600.00 for a radiater fan motor with blades?!! crazy.
is anybody else having all of these problems??