A new entry for 2006, the Chevrolet HHR is a direct competitor to compact wagons like the PT Cruiser, Matrix and GM's own Vibe. HHR stands for Heritage High Roof, and GM says the compact wagon's styling is a tribute to the '49 Suburban. There's no question that the HHR looks an awful lot like the PT, though its boxier lines give it a stronger delivery truck resemblance.
Under the hood of the front-drive Chevy HHR you'll find one of two four-cylinder engines. A 143-hp 2.2-liter is standard on base LS and midlevel 1LT models. Optional on the 1LT and standard on the top-line 2LT is a 2.4-liter engine that puts out 172 hp. 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. On the plus side, the ride is quiet and comfortable as the front strut/rear torsion beam suspension competently filters out bumps and ruts. Unfortunately, engineers weren't able to work the same magic with the wagon's handling. Body roll is excessive during cornering, and the electric steering is slow and numb. Braking is another problem area, as the Chevy wagon exhibits poor straight-line stability during maximum braking efforts.
Inside, driver and passengers sit tall and visibility is excellent in all directions. The Chevy HHR is longer than the PT Cruiser or Vibe, and this opens up more space behind its rear seats. For larger jobs, the plastic-backed rear seats fold completely flat as in the Matrix/Vibe. 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. Overall, the 2006 Chevrolet HHR does provide 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 quicker acceleration, tighter handling and better brakes. If you want a stylish family wagon, the Chrysler is the better way to go.
The Chevrolet HHR is a compact four-door wagon and comes in three trim levels: LS, 1LT and 2LT. The LS includes essentials like air conditioning with cabin filtration, 16-inch wheels, a six-speaker CD stereo with an input jack for portable music players, a flat-folding front-passenger seat, cruise control and power windows, mirrors and locks. The LT trim is broken up into two groups, 1LT and the 2LT Enhanced Package. The 1LT includes an eight-way power driver seat, an upgraded MP3-compatible stereo and alloy wheels. The 2LT adds a firmer suspension setup, 17-inch wheels, a seven-speaker Pioneer sound system, foglamps and additional chrome trim. Options on the Chevy wagon include leather upholstery, seat heaters, an in-dash CD changer, satellite radio, a sunroof and OnStar.
Front disc and rear drum brakes are standard, with four-wheel antilock control standard on the 2LT and optional on all other models. Traction control is included with ABS when you order an automatic transmission, but stability control is not offered. Head-protecting side curtain airbags for front and rear passengers are optional.
An attractive yet functional design gives the Chevrolet HHR one of the most inviting GM interiors of late. The metal-rimmed gauges are sharp, and the stereo head unit offers large dials, a scrolling display and a direct hookup for portable digital media listeners. Unfortunately, the window buttons are inconveniently mounted behind the shifter, and some of the plastics seem cheap. Legroom is adequate front and rear, but shoulder room can be tight for adults. The cloth seats are merely passable, but the optional leather chairs have extra cushioning that increases comfort. As in the Pontiac Vibe, the rear seats fold easily, providing a perfectly flat load surface coated in wipe-clean plastic. Maximum cargo capacity is 63 cubic feet.
Even with the larger 2.4-liter engine, the 2006 Chevrolet HHR isn't a fast car. Low-end torque isn't particularly impressive and the engine gets noisy as it revs. The HHR's best attribute is its smooth, quiet ride. On twistier sections of road, it's best to keep things at a relaxed pace, because the suspension and steering really aren't up to the task of aggressive driving. Stopping distances are acceptable in normal traffic, but the HHR has an unsettling tendency to pull left and right during maximum braking efforts.
Newly designed sport utility vehicles are far safer than 2005 models when it comes to rollover risk, according to new federal crash-test results released Tuesday.
Passenger cars, which have much lower centers of gravity, have the lowest rollover risk of any class of vehicle, the National Highway Transportation Safety Administration found. They're followed by pickups, SUVs and vans.
According to the agency, the secret behind the improvement in SUVs is a feature called electronic stability control, now standard for the first time on most models. It detects through sensors when a driver is about to lose control of the vehicle and instantaneously corrects the potential veer by braking on the appropriate wheel. Electronic stability control also prevents the rear end of the vehicle from sliding out when a driver encounters a sharp curve or swerves to avoid an obstacle.
The system costs $600 to $1,800 as an option, depending on the model. The system is standard in 7 of 10 2006 model SUVs . In 2005 models, only 4 in 10 came with it. The safety gain from electronic stability control in terms of saved lives is about equal to that provided by seat belts, auto industry analysts say.
The highway-safety agency, which rates rollover safety using a five-star system, found that 42 percent of 2006 SUVs earned four stars, up from 34 percent in 2005. To win five stars, a vehicle must have a rollover risk of less than 10 percent. Four-star vehicles have risks of 10 percent to 20 percent; three-star vehicles have 20 percent to 30 percent risks.
The Pontiac G6 and Buick Lucerne -- passenger cars that were tested without the new technology -- were the only vehicles tested in 2006 to earn five stars.
The tests included only vehicle models whose designs changed in the 2006 model year.
For complete rollover test results, including for models unchanged from 2005, go to www.safercar.gov.
According to the Insurance Institute for Highway Safety in Arlington, Va., electronic stability control systems reduce the likelihood of single-vehicle crashes by more than 50 percent for SUVs and passenger cars. In 2004, 49 percent of occupant deaths in SUVs involved single-vehicle rollover crashes, according to the insurer group. That compares with 36 percent of occupant deaths in pickups and 19 percent in passenger cars.
"If I were buying an SUV, I'd be sure to buy one that has electronic stability control," said Russ Rader of the institute. "Research is showing that it's very effective in saving lives."
For new 2006 model SUVs, the Chevrolet HHR had the best safety record on this issue with an estimated 14 percent likelihood of rollover in a single-vehicle crash. The 2006 Chrysler Pacifica and Ford Freestyle, both tested in earlier model years, earned scores of 13 percent.
The HHR doesn't come with electronic stability control, even as an option.
"The HHR is much more stable and has a lower center of gravity," said Eric Bolton, a public-affairs specialist for the highway-safety agency. "It has a wide wheel base and it's lower to the ground, almost like a passenger car."
Among new 2006 model pickups, the Honda Ridgeline 4X4 and the Toyota Tacoma 4X2 took top honors with 13 percent rollover ratings. The best van was the Kia Sedona, also with a 13 percent rating.
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