2011 Chevrolet HHR Reviews, Pricing & Specs

June 7th marks the start of the final year for the HHR – the retro-rod that came too late. It was an ignoble start for the HHR, the car...

June 7th marks the start of the final year for the HHR – the retro-rod that came too late. It was an ignoble start for the HHR, the car that rose up as a direct challenger to the PT Cruiser. After the Cruiser’s debut in 2000, lead designer Bryan Nesbitt left Chrysler to join GM in April 2001, and in 2005 he tried the same trick again at Chevrolet with the HHR. Now just six years later, 2011 will see the last of the HHRs leave the factory floor, with production officially stopping in May 2012.

Predictably, there’s little new to offer for the HHR in 2011. Some color code reshuffling and an upgraded introductory OnStar package that now includes six months of the Directions and Connections plan with Turn-by-Turn Navigation in addition to the full year of Safe and Sound are the sole changes. That means the same LS/LT trim lineup continues in five-seat regular and two-seat panel configurations, the latter offering a delivery arrangement that deletes rear seats and windows in favor of storage space.

The LS and 1LT trims are powered by a 2.2-liter, inline four-cylinder (I4) engine good for 155 horses, while a 2.4-liter four produces 172 hp and is available as an option in the 1LT trim and comes standard in the 2LT. Both engines are underpowered, but the 2.2-liter is especially so, with its peak torque of 150 not arriving until 4,800 rpm and peak hp showing up 1,300 rpm later. Both engines are capable of running on E85 fuel, however. On regular fuel with the five-speed manual transmission, the 2.2-liter engine produces 22/32 mpg, dropping 2 mpg on the highway with the four-speed automatic. The 2.4 puts up similar numbers – identical to the 2.2 with the five-speed and 22/29 with the automatic.

The real performer is a 2.0-liter, turbocharged inline four that powers the SS trim and produces 250 or 260 hp, depending on whether you opt for the five-speed manual or four-speed auto. The manual feels quicker and gets 21/29 versus the automatic’s 19/29, although the 2.0 isn’t E85-compatible. The SS also gets larger 18-inch alloys, a sport suspension, and special styling to identify it. All trims come with traction control, antilock brakes, and an anti-skid system, as well as daytime running lights, power throughout, and a satellite-ready stereo with digital media connection.

If you’ve always wanted an HHR, this is very literally your last chance. The SS is the way to go, as it’s the only trim that isn’t painfully underpowered. The manual offers a large advantage over the automatic, whether in feel, fun, or fuel economy, but the automatic is still a competent choice. Besides, with the running boards, unique 18-inch wheels, and mesh grille, the SS is by far the most attractive of the bunch.