OK.  So this is a car that looks like another car that’s been out there for a while.  But what is striking to me about that general criticism of the HHR’s form is that no one really pays any attention to the fact that most cars and truck out there, from a macro point of view, resemble all others of their ilk.  Consider: with the exception of things like front fascias, what’s the difference between a Chevy Silverado, Dodge Ram and Ford F-150?  It could be argued that given the horizontal, harder (not hard) lines of the HHR and the more vertical, rounded shapes of the PT Cruiser, these two vehicles are actually more different in appearance that the aforementioned trucks.  You either like things that appear to have had roots in Who Framed Roger Rabbit or you don’t.

Having owned both a Chevy Chevette and Cavalier of days gone by, I “know” what small Chevys are like.  Which makes me one of the probably several million people who based their concept on what a small Chevy is today from what they were when they weren’t much—to put it mildly.  One of the things that GM executives like to point out about product is that the cars and trucks that they’re producing right now are completely different than what they’d been doing.  Remember when they were talking about the “Road to Redemption”?  And I have to agree that this is precisely the case with the HHR, because this vehicle is surprisingly solid, unlike those things that I remember all too well.

Although the HHR is designated as a “sedan,” in many ways it is the quintessential SUV—or it would be if anyone paid attention to the letters of that acronym.  Equipped with the optional 2.4-liter , DOHC, Ecotec engine (172-hp @ 6,000 rpm), Getrag five-speed manual, and sport tuned suspension, we get the first letter, Vanna.  Then there is the cargo volume which is 55.6-ft³ with the rear seat folded or 63.1-ft³ if you take it out, which brings you the vowel.  And, of course, it is a vehicle.

While not enchanted with the plastic materials used on the interior—the IP is better than what has been the case in Chevys of yore, but it the material is still too obviously a hard(ish) plastics, and the “chrome” shift knob doesn’t pass the fingernail test (tap it with your fingernail: a piece with substance would have a dead sound; there is a hollow “tick, tick, tick” from this sphere)—full points must be given to the fit and finish inside.  One morning, when the temperature on the info pane in the gauge cluster indicated it was 9° out, there was nary a creak, rattle or groan from any of the interior elements.  I’ve been in cars and trucks of late with twice the sticker as the HRR and when the temperature was below freezing, they sounded like the vehicle that the Beverley Hillbillies rolled in.  Another big plus for the HHR’s interior are the knobs: they’re solid-feeling and have a knurled rubber-like surround for good grip.  An excellent touch for those who appreciate attention to ergonomics.  (And it is worth noting that these knobs are used on other GM products, which is an excellent example of how parts ought to be shared: When you’ve got good ones, share them widely; too often it seems that its more along the lines of the bad ones being seeded across the platforms.)  The aforementioned gauge cluster is nicely designed, with dials for the temperature, speed, and fuel on the back plane, and the tach, with a slightly smaller diameter dial, on a plane in front of and overlapping the speedometer and the fuel gauge: It is a touch that lets you know that someone thought about it.  And that is a major difference that this Chevy exhibits from what you, too, may remember.  It is something that is well thought out.  No, not everything is ideal (like what’s up with the little light in the headliner just forward of the rearview mirror that has sufficient illumination to light up approximately nothing?).  But it is a wholly satisfying car that won’t leave you wondering whether the car payments will ever cease.

The version I drove was optioned out with $3,360’s worth of options on tope of the MSRP of $16,425, so once the destination was thrown in ($565) and dealer installed bits ($445 for color keyed running boards—it’s all about the look, as no one is going to need to use them, and $105 for carpeted floor mats), this was an eminently drivable package for $20,900.

Engine: 2.4-liter four cylinder; aluminum block and head

Horsepower: 172 @ 6,000 rpm

Torque: 162 lb-ft @ 5,000 rpm

Transmission: Five-speed manual

Brakes: Front, disc; rear, drum; ABS (optional)

Wheelbase: 103.5 in.

Overall length: 176.2 in.

Width: 69.2 in.

Height: 65.2 in.

Seating capacity: Five

Verdict: Forget about silliness like “design fuses elements of the 1949 Chevy Suburban.”  This is a Chevy for now.