HHR Panel driving
My tester was the less expensive HHR LS, which is powered by a 2.2-litre, DOHC Ecotec four-cylinder engine producing 149 horsepower @ 5,600 rpm and 152 pound-feet of torque @ 4,200 rpm. The more upscale HHR LT receives a 2.4-litre DOHC Ecotec four-banger equipped with variable valve timing. This mill squeezes out 172 horsepower @ 5,800 rpm and 167 pound-feet of torque @ 4,500 rpm.
A five-speed manual gearbox is the base HHR transmission while a four-speed autobox is optional. Just to ensure my tester wasn't some sort of sleeper hot rod, it was equipped with the power-sucking autobox. Obviously, the HHR's ability to accelerate didn't take my breath away, but neither did it overtly disappoint. The vehicle scoots about town and down the highway without wheezing or feeling over-burdened when driven within normal parameters.
I suspect that when heavily loaded and facing an uphill climb, the smaller Ecotec will reveal its weakness. Nonetheless, it's a pleasant mill, exhibiting decent refinement; refinement that nicely complemented the HHR's smooth ride and quiet operation. In fact, I was expecting a firmer ride accompanied by more road noise due to the utilitarian nature of the HHR Panel. To my pleasure, this wasn't the case despite the vast openness lurking behind the front-- and only--seats.
The HHR Panel feels nimble in city driving thanks in part to its light-effort power steering and tight turning radius. However, parking difficulty is compounded by the absence of side glass. Mirrors must be relied upon when reversing or making lane changes. This can take some getting used to for the unaccustomed.
HHR Panel frugality
My tester was rated by EnerGuide Canada at 10.2 and 7.1 L/100Km, city and highway driving respectively (28 / 40 mpg). Not many panel delivery vehicles are capable of such generous fuel economy. The HHR's entry-level price of $19,480 is worth a second mention. This week's tester priced-out at $23,915 due to the automatic transmission, side curtain airbags, anti-lock brakes, traction control and a few other niceties.
It's too bad that anti-lock braking and side curtain airbags are options totaling $1,195. I've always believed that such important technology should be supplied as standard equipment. Unfortunately, doing so would likely drive the HHR's base price out of the attractive, and psychologically palatable, sub-$20K range--and Chevrolet wouldn't want that.
My tester was the less expensive HHR LS, which is powered by a 2.2-litre, DOHC Ecotec four-cylinder engine producing 149 horsepower @ 5,600 rpm and 152 pound-feet of torque @ 4,200 rpm. The more upscale HHR LT receives a 2.4-litre DOHC Ecotec four-banger equipped with variable valve timing. This mill squeezes out 172 horsepower @ 5,800 rpm and 167 pound-feet of torque @ 4,500 rpm.
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| The 2.2-liter Ecotec is pleasant but somewhat limited performance-wise. |
A five-speed manual gearbox is the base HHR transmission while a four-speed autobox is optional. Just to ensure my tester wasn't some sort of sleeper hot rod, it was equipped with the power-sucking autobox. Obviously, the HHR's ability to accelerate didn't take my breath away, but neither did it overtly disappoint. The vehicle scoots about town and down the highway without wheezing or feeling over-burdened when driven within normal parameters.
I suspect that when heavily loaded and facing an uphill climb, the smaller Ecotec will reveal its weakness. Nonetheless, it's a pleasant mill, exhibiting decent refinement; refinement that nicely complemented the HHR's smooth ride and quiet operation. In fact, I was expecting a firmer ride accompanied by more road noise due to the utilitarian nature of the HHR Panel. To my pleasure, this wasn't the case despite the vast openness lurking behind the front-- and only--seats.
The HHR Panel feels nimble in city driving thanks in part to its light-effort power steering and tight turning radius. However, parking difficulty is compounded by the absence of side glass. Mirrors must be relied upon when reversing or making lane changes. This can take some getting used to for the unaccustomed.
HHR Panel frugality
My tester was rated by EnerGuide Canada at 10.2 and 7.1 L/100Km, city and highway driving respectively (28 / 40 mpg). Not many panel delivery vehicles are capable of such generous fuel economy. The HHR's entry-level price of $19,480 is worth a second mention. This week's tester priced-out at $23,915 due to the automatic transmission, side curtain airbags, anti-lock brakes, traction control and a few other niceties.
It's too bad that anti-lock braking and side curtain airbags are options totaling $1,195. I've always believed that such important technology should be supplied as standard equipment. Unfortunately, doing so would likely drive the HHR's base price out of the attractive, and psychologically palatable, sub-$20K range--and Chevrolet wouldn't want that.
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| My tester was equipped with the 4-speed automatic transmission, which commands an additional $1,260. |