The PT Cruiser, especially in GT trim, is one of my favorite utility wagons on the road. The PT GT is quick, good looking, offers good utility, and a fair price tag. That said, the all-new Chevrolet HHR (High Heritage Roof) retro wagon didn't exactly come into this market with easy-to-beat competition.
The Chevy HHR is available in three trim levels; LS, 1LT and 2LT. While the top-of-the-line 2LT sports a 2.4 liter 4-cylinder that cranks out 172 ponies, the LS and the 1LT get equipped with the standard 2.2 liter 4-cylinder producing a modest 143 horses. Chevrolet offers the HHR with either a standard 5-speed manual gearbox or an optional 4-speed fully automatic transmission (1,000 dollars).
Driving Impressions 1LT/ 4-speed automatic: Similar to my experience with the 2.4-liter engine that powers the base Chrysler PT Cruiser, the HHR's base 2.2-liter doesn't impress with tire shredding acceleration. By no means is the HHR slow, but it certainly doesn't offer the type of quick acceleration that you get with wagons like the WRX or the PT Cruiser GT. If you are fine with merely adequate acceleration than the HHR 1LT shouldn't disappoint, however those of us who like some kick when merging into traffic may find that shelling out a few extra grand for a PT Cruiser GT to be the better option. Note: The optional 2.4-liter engine is supposed to shave a full second off the HHR's 0-60 and 1/4th time.
For what the HHR lacks in outright performance it does make up for it with engine refinement. The base DOHC 2.2-liter 4-banger may not be a technological marvel, however this engine offers above average refinement. The Ecotech 4 (also found in the base Cobalt) feels nothing like the 4s I have driven from GM back in the 90s and early '00s; it's completely vibration free at idle and on take off there is no obtrusive engine noise. GM has also done a decent job with the HHR's automatic transmission. Although this auto transmission doesn't have a sport shift feature like the PT Cruiser's auto, the HHR's auto tranny is more than willing to hold gears until the engine hits redline.
Like the PT Cruiser, the HHR does an excellent job on the highway. The HHR's automatic transmission is geared tall, which seems to help minimize engine noise during high-speed cruising. This tall gearing, however, does not come without some minor compromises. To explain, when driving 65 MPH in top gear, even the slightest grade's sends the automatic transmission from 4th gear to 3rd gear. Similar to my impressions with the PT Cruiser's automatic, the HHR's auto transmission is very smooth when downshifting, so the almost constant need for the automatic to downshift on inclines isn't that big of a rant.
The HHR also does a good job absorbing bumps and road imperfections. Even with the base model's suspension, bumps and potholes in the road were never an issue. Braking is also excellent. Even though the 1LT comes standard with dated front disc/rear drum brakes and no ABS, I had absolutely no problem getting this wagon to stop from high speeds. If you opt for the 2LT package ($1,800) you get upgraded to 4-wheel disc brakes and ABS.
The HHR 1LT is not a sport wagon, nor does it handle like one on twisty roads. But I digress, for such a tall wagon the HHR does a much better job than expected when tacking demanding roads; body roll is minimal, the steering offers decent feedback, and the standard 16" 55 series tires offer adequate grip. You might want to note that the 2LT trim level comes with a sportier suspension and 17" rubber, so if handling is of a major concern, test driving a 2LT may be in your best interest.
One thing about the Chrysler PT Cruiser that I never understood was its poor fuel numbers; with fuel numbers like 21-city/26-highway, the base PT Cruiser equipped with an automatic transmission was almost as glutinous with gas as many V6 powered SUV's. With an EPA of 23/30 (with either the automatic or manual), the Chevrolet HHR provides fuel economy that is a little easier to live with. Add a large 16.3-gallon fuel tank, and you could theoretically drive over 450 miles between fill-ups with all highway driving; not too shabby.
Interior: The merely adequate performance of the HHR is something I can live with, the HHR's interior, however is another story. GM has been ridiculed over the past few years by critics as producing "junk," so you would think interior quality control would have been a main priority when building the new HRR; this wasn't the case.
Similar to what Chrysler first did with the PT Cruiser, Chevrolet has taken a very economical approach to the HHR's interior. I couldn't help but wonder if GM just took a bunch of the plastics directly off the Aveo assembly line and loaded them in the HHR. The styling of the HHR's interior is also a rant. Unlike the PT Cruiser that offers a fresh 1930s-ish interior theme to match its exterior, the HHR's interior is simply bland. Chevy has given the HHR a retro styled instrument cluster and some titanium accent rings around the HVAC vents to hint that this is supposed to be a retro vehicle, but that's the extent to this interior's retro theme.
At just over $18,000, my HHR 1LT was well equipped, but certainly didn't offer anything too generous. Standard with all HHR's comes a single disc CD player with 6 speakers, dual air bags, power windows and, locks, tilt steering, AC, and cruise control. If you opt for the 1LT ($1,000) over the base LS you get upgraded with a power driver's seat, an MP3 player, and alloy wheels. If you opt for the 2LT (1,800) you get, in addition to a more powerful engine, much more standard interior and exterior equipment. If you want a complete list of standard and optional equipment please visit Chevrolet.com.
The front bucket seats in the HHR are cause for yet another major gripe. The standard cloth bucket seats in the HHR 1LT feel just about as cheap as the seats in the 10,000-dollar Chevrolet Aveo that I drove last year. Upper body and lower body support for aggressive driving is virtually nonexistent and the hard cloth makes for a uncomfortable driving experience. The driving position also feels awkward; even with the 6-way power adjustments I could not find a good driving position to save my life. Note: Simulated leather seats are available ($995).
Although the HHR is nearly 12" longer than the PT Cruiser, this doesn't equate to a more cavernous interior. Both he PT and HHR offer nearly identical interior dimensions. If anything, I thought the PT felt a tad roomier on the inside, especially when it comes to rear legroom. Both cars offer good creature room up front, but rear legroom seems to be lacking a bit in the HHR. I imagine anyone over 6 foot will have a problem with their knees heating the backs of the front seats. As for stowage space, it's decent but certainly not great. The HHR offers good stowage space, but like head and leg room, it's no better than what the PT offers. Note: The HHR seats up to 5.
Price/Warranty: The HHR starts out just over $15,400 for the HHR LS; this is about 1,000 dollars more than the base model PT Cruiser.. Out of all the HHR's on the lot, all of them had an MSRP over $18,000. With only the optional automatic transmission and running boards, my HHR 1LT came to just over 18 grand, so I imagine it will be quite a hunt finding an HHR with the actual base sticker price. If a good warranty is a must on your car shopping list, keep in mind that Chevrolet only gives the HHR a 3-year/36,000 mile bumper to bumper and powertrain warranty.
Final Thoughts: Other than the fact that the HHR offers a slightly smoother ride and better fuel numbers, there really isn't anything about this vehicle that makes it better than the PT Cruiser. The HHR offers a ho-hum powertrain, a bland and cheaply made interior, and cargo area that is no better than its main competition. If you are on the market for a utility wagon I highly suggest looking elsewhere. Why? For now, the HHR doesn't stack up.
Note: Looking for much nicer hatchback by Toyota? Check out
my review on the 2008 Scion xB Thanks for reading!
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