From the ArcaMax Publishing, Automotive Newsletter:
http://www.arcamax.com/news/automotive/s-303810-241443
If you don't build it first, at least build it better - then it won't
matter as much whose idea it was to begin with. So while Chrysler gets
credit for conceptualizing the retro-runabout PT Cruiser - a versatile
and inexpensive compact wagon with old school 1940s styling touches
and the look of a custom-built hot rod - Chevy's HHR copycat does a
better job of executing the concept.
Like the Dodge Neon-based PT Cruiser, the HHR (Heritage High Roof) is
built on a modified small car chassis; in this case, the donor
platform is GM's "Delta" architecture and the bits and pieces are
shared with the Chevy Cobalt. But unlike the recently retired Neon,
the Cobalt's chassis confers more up-to-date small car technology -
including features like an electric-assist power steering system
that's both precise and energy efficient (less wasted mechanical
energy to drive a power steering pump means better fuel economy).
And because the HHR gets the benefit of being based on a newer, more
modern chassis, it not surprisingly feels newer and more up-to-date
when you drive it than the getting crickety PT Cruiser - which was
launched way back in 2000.
The HHR's also a more substantial-looking vehicle; it's fully 7 inches
longer, two inches wider and two inches taller than the PT Cruiser -
although total cargo capacity of both vehicles is roughly the same
inside. The PT actually has slightly more total cargo area with its
second row seats folded - 63 cubic feet vs. the HHR's 56 cubic feet.
But the HHR's got a bit more usable luggage space - 23 cubic feet vs.
the PT's 21.6 cubic feet - plus a neat "hidden storage cubby" under
the floor of the rear cargo area that can be used to tuck stuff away
and out of sight.
Like the PT, the HHR's design layout lends itself to carrying home
large, oversized (and unusually shaped) items that probably wouldn't
fit in a small sedan. It's great for swap meets, Home Depot runs, road
trips - whatever - and can do many of the things you'd be able to do
with a standard minivan, just with a lot more style.
Another area where the HHR's newness shines brighter is under the
hood. There's the already mentioned electric assist-steering - but
especially noteworthy is the HHR's standard 2.2 liter engine (also
shared with Cobalt). Though it's not as large as the PT's 2.4 liter
engine, the power output of both engines is pretty much a dead heat -
149 for the HHR, 150 for the PT. But the HHR's smaller, more efficient
engine delivers noticeably better economy - in particular, the
automatic-equipped model. The PT with automatic transmission is a
gas-pig (for a vehicle of this type) with an EPA rating of 20 MPG
city/25 highway - hardly better than a typical mid-sized SUV with a
V-8.
Meanwhile, the HHR with the automatic transmission kicks it up to 23
city/30 highway. With unleaded regular now running close to $3 (or
more) per gallon, that extra 5 mpg on the highway is more than just
chump change in your pocket. The HHR burns regular, too.
The icing on the cake? The more fuel-efficient HHR doesn't completely
suck when you floor it - at least, not relative to the PT. Both
retro-runners achieve 60 mph in just over 10 seconds - not fast and
furious by any means, but acceptable. Especially if you're knocking
down 30 mpg on the highway.
I cruised to Richmond, Virginia in my tester from the Roanoke area -
roughly a 200 mile trip, one way - and the HHR was comfortable
hanging in the left lane at 80-something following discretely behind a
Lexus "blocker car" that I politely let lead and set the pace.
My tester even had the optional automatic transmission - which
usually means sluggish performance in an economy-oriented vehicle. But
it was better than I expected - and certainly livable. I'd probably
choose the standard 5-speed manual - just because it adds to the
driving fun. But it's not necessary to wring adequate "run with
traffic" ability from the HHR.
The step-up engine is a 2.4 liter, 174 hp four which does even better.
And there's an SS version of the HHR on deck for mid-2008 that will
run it up to at least 260 hp. The package will include 18-inch rims,
sport suspension and other upgrades. Info's still sketchy at this
point, but the SS HHR ought to be worth the wait.
For now, the '08 HHR comes in base LS ($16,255) and top-of-the-line LT
Panel ($17,555) forms, with most of the features and options being
carryovers from '07. There are, however, a couple of new things -
including standard OnStar and an optionally available electronic
stability control system.
As is becoming the trend with even low-priced cars, the base HHR is
already very decently supplied with features - including one-touch
power windows and locks, cruise control, AC, multiple accessory power
points, 16x6.5-inch rims and a perfectly adequate six-speaker stereo
with CD player and MP3 capability. The "majors" that aren't standard
on the LS and which many buyers would probably want include the
four-speed automatic transmission ($1,000), ABS and side-impact air
bags (bundled together in a $795 Enhanced Safety Package) and remote
engine start ($150). You can also delete the OnStar if you like - and
get an $85 store credit.
On the LT, you can order a sport-tuned suspension package that adds
17-inch rims, foglamps leather-wrapped steering wheel and
snarky-looking running boards. There is also a wealth of aftermarket
stuff to dress up the HHR - from '30s-looking whitewalls to woody
paneling to tubular chrome grilles. Either way, it's tough to spend
more than $20k on one of these things. That's hard to knock - even if
the HHR wasn't first on the block.
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www.ericpetersautos.com or EPeters952@aol.com for
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