forbes mentions HHR
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Joined: 04-02-2007
Posts: 90
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forbes mentions HHR
Backseat Driver
Where's The Beef?
Jerry Flint, 08.07.07, 6:00 AM ET
For a year, this columnist has been writing that General Motors vehicles are getting better.
Interiors on the newest GM vehicles no longer look cheap and tacky, body fits have become tighter, and the company is rolling out new, modern, competitive motors and transmissions. GM also has had a few sales hits, such as the Cadillac CTS and the Chevrolet HHR wagon and Impala sedan.
GM's new big trucks, Silverado and Sierra (pickups) and Tahoe and Suburban (sport utility vehicles), are far superior to the vehicles they replaced. Auto reviewers even give them the edge over trucks, such as the new Toyota pickup. The company also has good reason to be optimistic about upcoming new models, such as the new Chevy Malibu and Cadillac CTS sedans.
More good news: Consumer Reports loves the new Saturn Outlook, a full-sized crossover SUV. "GM's roomy new entry rates among the best," was the headline about the Saturn Outlook test in the August issue. "Agile handling, comfortable ride … body lean is minimal … emergency handling was stable and secure."
Such praise is rare in Consumer Reports, especially for a GM vehicle, but the Outlook and its sister GM vehicles, the GMC Acadia and Buick Enclave, have been well received throughout the automotive press.
GM's three new SUVs sell from the mid- to high $30,000s and can climb past the $40,000 level fully loaded. I had figured these new vehicles would generate about 125,000 sales a year in total. Although relatively new to the market, the trio is currently selling at a 165,000-a-year rate, and that could climb. GM now plans adding an extra work turn at a Michigan plant this fall to get more production. The vehicle line executive in charge of creating the three crossovers, Anna Kretz, should be hero of the year at GM.
All this is a reminder that good cars are always better than not so good cars. The problem is that even good cars do not guarantee success.
GM just reported second-quarter profits of $891 million. North American operations were almost break-even. That is good news, but the company is still losing market share. Sales are down 7% in six months, and the latest month, June, was off 21% from a year ago. Six-month market share was 23%, down from 24.3% a year before. June was a disaster, with only a 22% market share.
GM supported its sales these past few years with huge rebates and other incentives. The company could not survive that way, so now it is trying its hardest to reduce the incentives and the heavily discounted sales to fleet buyers. A smaller company that makes money is better than a bigger one that loses money. Nevertheless, it is harder to sell vehicles when you have the reputation for giveaways. We do not know what the "true" GM market share would be without the abnormal incentives. All we know is that the product is getting better but unit sales and market share are still falling.
The troubling possibility is that the sales pace, even with the improved cars and trucks, will not be enough to keep GM's remaining U.S. factories running. For example, those big pickups and SUVs are good, but buyers seem to be shifting away from the largest and thirstiest vehicles. Struggling domestic competitors, which continue to pile on big incentives, are also making it tough for GM to hold the line on discounts. In fact, even Japanese manufacturers like Honda and Toyota have increased their fleet sales to help keep their factories operating at full capacity. The Koreans are now pushing fleet sales even harder than the Japanese manufacturers.
Depending on where GM touches bottom, there could be more restructuring, more plant closings and more losses. In fact, late in July, GM announced some production cutbacks on its big pickups.
It took decades for GM to drive itself into this ditch, and that is why it is so hard to back out of it now. What will it take to make GM a winner again?
The drive for better vehicles must intensify. Even the new Saturn Outlook, highly praised as it is--and ahead of a flock of others, such as the Toyota Highlander, Hyundai Veracruz, Nissan Murano and Mazda CX9 and CX7--ranks a few points beneath the Honda Pilot on the Consumer Reports scorecard.
GM still needs breakthrough designs. Management does not seem to understand that when a company is fighting its way back, just matching the opposition is not enough. It needs to turn heads. I remember a time from the 1950s through the 1970s when GM set the standard for U.S. auto designs. With a few exceptions, such as the Chevy Corvette and upcoming Camaro, most of GM's vehicles today still look as if the styling originated from the Harvard Graduate School of Business.
Marketing is another problem area. For too many years, GM sold the deal rather than the vehicle. If sales keep falling, the pressure will be on to increase giveaways, so it will take courage to keep trimming sales incentives and to spend more money, instead, on promoting vehicle attributes.
If you want to give someone credit for the improved vehicles, it is Gary White, GM North America vice president and vehicle line executive for GM trucks, and Vice Chairman Robert Lutz. While Lutz may be the last of the giants, GM should put more people in charge who understand the auto business. I hear that Ms. Kretz, the force behind those successful new SUVs, will not back down when it come to getting the car right. The company needs to have a lot more people like her in critical positions.
Where's The Beef?
Jerry Flint, 08.07.07, 6:00 AM ET
For a year, this columnist has been writing that General Motors vehicles are getting better.
Interiors on the newest GM vehicles no longer look cheap and tacky, body fits have become tighter, and the company is rolling out new, modern, competitive motors and transmissions. GM also has had a few sales hits, such as the Cadillac CTS and the Chevrolet HHR wagon and Impala sedan.
GM's new big trucks, Silverado and Sierra (pickups) and Tahoe and Suburban (sport utility vehicles), are far superior to the vehicles they replaced. Auto reviewers even give them the edge over trucks, such as the new Toyota pickup. The company also has good reason to be optimistic about upcoming new models, such as the new Chevy Malibu and Cadillac CTS sedans.
More good news: Consumer Reports loves the new Saturn Outlook, a full-sized crossover SUV. "GM's roomy new entry rates among the best," was the headline about the Saturn Outlook test in the August issue. "Agile handling, comfortable ride … body lean is minimal … emergency handling was stable and secure."
Such praise is rare in Consumer Reports, especially for a GM vehicle, but the Outlook and its sister GM vehicles, the GMC Acadia and Buick Enclave, have been well received throughout the automotive press.
GM's three new SUVs sell from the mid- to high $30,000s and can climb past the $40,000 level fully loaded. I had figured these new vehicles would generate about 125,000 sales a year in total. Although relatively new to the market, the trio is currently selling at a 165,000-a-year rate, and that could climb. GM now plans adding an extra work turn at a Michigan plant this fall to get more production. The vehicle line executive in charge of creating the three crossovers, Anna Kretz, should be hero of the year at GM.
All this is a reminder that good cars are always better than not so good cars. The problem is that even good cars do not guarantee success.
GM just reported second-quarter profits of $891 million. North American operations were almost break-even. That is good news, but the company is still losing market share. Sales are down 7% in six months, and the latest month, June, was off 21% from a year ago. Six-month market share was 23%, down from 24.3% a year before. June was a disaster, with only a 22% market share.
GM supported its sales these past few years with huge rebates and other incentives. The company could not survive that way, so now it is trying its hardest to reduce the incentives and the heavily discounted sales to fleet buyers. A smaller company that makes money is better than a bigger one that loses money. Nevertheless, it is harder to sell vehicles when you have the reputation for giveaways. We do not know what the "true" GM market share would be without the abnormal incentives. All we know is that the product is getting better but unit sales and market share are still falling.
The troubling possibility is that the sales pace, even with the improved cars and trucks, will not be enough to keep GM's remaining U.S. factories running. For example, those big pickups and SUVs are good, but buyers seem to be shifting away from the largest and thirstiest vehicles. Struggling domestic competitors, which continue to pile on big incentives, are also making it tough for GM to hold the line on discounts. In fact, even Japanese manufacturers like Honda and Toyota have increased their fleet sales to help keep their factories operating at full capacity. The Koreans are now pushing fleet sales even harder than the Japanese manufacturers.
Depending on where GM touches bottom, there could be more restructuring, more plant closings and more losses. In fact, late in July, GM announced some production cutbacks on its big pickups.
It took decades for GM to drive itself into this ditch, and that is why it is so hard to back out of it now. What will it take to make GM a winner again?
The drive for better vehicles must intensify. Even the new Saturn Outlook, highly praised as it is--and ahead of a flock of others, such as the Toyota Highlander, Hyundai Veracruz, Nissan Murano and Mazda CX9 and CX7--ranks a few points beneath the Honda Pilot on the Consumer Reports scorecard.
GM still needs breakthrough designs. Management does not seem to understand that when a company is fighting its way back, just matching the opposition is not enough. It needs to turn heads. I remember a time from the 1950s through the 1970s when GM set the standard for U.S. auto designs. With a few exceptions, such as the Chevy Corvette and upcoming Camaro, most of GM's vehicles today still look as if the styling originated from the Harvard Graduate School of Business.
Marketing is another problem area. For too many years, GM sold the deal rather than the vehicle. If sales keep falling, the pressure will be on to increase giveaways, so it will take courage to keep trimming sales incentives and to spend more money, instead, on promoting vehicle attributes.
If you want to give someone credit for the improved vehicles, it is Gary White, GM North America vice president and vehicle line executive for GM trucks, and Vice Chairman Robert Lutz. While Lutz may be the last of the giants, GM should put more people in charge who understand the auto business. I hear that Ms. Kretz, the force behind those successful new SUVs, will not back down when it come to getting the car right. The company needs to have a lot more people like her in critical positions.
Thread Starter
Member
Joined: 04-02-2007
Posts: 90
From: St. Louis, Mo.
Here is another great review for HHR panel.
Auto Review: Chevy HHR
July 26, 2007
Ralph Gray
They're back.
Panel trucks.
Nobody missed them much unless they were antiques.
But they're back in modern garb with the Chevrolet HHR panel truck.
It's not a full-sized truck as of yore. It's the subcompact HHR wagon with its four-cylinder engine.
Panel trucks date back to the turn of the century -- the 20th. Probably the first were homemade -- makers provided only bare bones trucks.
Automakers started turning out commercial panels after World War I. They were the delivery vehicle of choice until the modern era, when full-size vans superseded them.
Now, they're back not only for delivery. "We think auto enthusiasts will love it too as it gives them a large canvas on which to express their individuality," says Ed Peper, Chevy general manager.
He's talking of "tuners," the youthful hot rodders of today. Tuners can heavily modify stock cars.
With fuel economy of 23 city and 30 highway with automatic transmission, it's also pitched at businesses.
In any case, what buyers get is an HHR Panel with steel inserts for side windows and cargo rear doors. The side doors have no external handles and are opened via a dashboard release button.
Other modifications include a flat cargo floor with cargo tie-down points. Two storage compartments are under the cargo floor -- in about the same spot as the replaced rear seats of the passenger model. There's also an optional 40 amp service power outlet.
Chevrolet HHR Panel LT
Engines: 2.2 L I-4; 2.4L I-4
Dimensions: 103.6" wheelbase; 176.2" length
Base price: $18,005; As tested $24,144
Fuel economy: 23/30 mpg
Side mirrors a big -- a necessity when no rear side windows exist. Not having a wide backward view takes a bit getting used to. It's certainly no worse than a full-size van or a pickup truck with a bed topper.
The windshield is more upright than today's aerodynamic fashion. There's a brightly chromed grille, luggage rack and door handles.
With or without all that glass, the Chevrolet HHR is a blast to drive. The ride is smooth and curves are handled fairly accurately with minimum body lean. Acceleration is modest -- 0 to 60 in 9.7 seconds with the 2.4L four.
The HHR Panel comes in LS and LT trim with the 2.2L four of 149 horsepower the base engines. Base price is $16,750. Optional is the 2.4L four of 175 horsepower. It's worth it. Fuel economy is the same with an automatic 23/30. A five-speed manual, for some esoteric reason, returns 22 city and 30 highway.
The tested HHR LT started at $18,005 but $5,549 of options boosted its sticker to $24,144. These include 18-inch wheels the chrome package (yes) and anti-lock brakes. ABS shouldn't be optional. OnStar with Turn-by Turn navigation is on hand to help courier or delivery drivers.
Vintage panel trucks are collector items. Listening, tuners?
Hipanic buisness.
July 26, 2007
Ralph Gray
They're back.
Panel trucks.
Nobody missed them much unless they were antiques.
But they're back in modern garb with the Chevrolet HHR panel truck.
It's not a full-sized truck as of yore. It's the subcompact HHR wagon with its four-cylinder engine.
Panel trucks date back to the turn of the century -- the 20th. Probably the first were homemade -- makers provided only bare bones trucks.
Automakers started turning out commercial panels after World War I. They were the delivery vehicle of choice until the modern era, when full-size vans superseded them.
Now, they're back not only for delivery. "We think auto enthusiasts will love it too as it gives them a large canvas on which to express their individuality," says Ed Peper, Chevy general manager.
He's talking of "tuners," the youthful hot rodders of today. Tuners can heavily modify stock cars.
With fuel economy of 23 city and 30 highway with automatic transmission, it's also pitched at businesses.
In any case, what buyers get is an HHR Panel with steel inserts for side windows and cargo rear doors. The side doors have no external handles and are opened via a dashboard release button.
Other modifications include a flat cargo floor with cargo tie-down points. Two storage compartments are under the cargo floor -- in about the same spot as the replaced rear seats of the passenger model. There's also an optional 40 amp service power outlet.
Chevrolet HHR Panel LT
Engines: 2.2 L I-4; 2.4L I-4
Dimensions: 103.6" wheelbase; 176.2" length
Base price: $18,005; As tested $24,144
Fuel economy: 23/30 mpg
Side mirrors a big -- a necessity when no rear side windows exist. Not having a wide backward view takes a bit getting used to. It's certainly no worse than a full-size van or a pickup truck with a bed topper.
The windshield is more upright than today's aerodynamic fashion. There's a brightly chromed grille, luggage rack and door handles.
With or without all that glass, the Chevrolet HHR is a blast to drive. The ride is smooth and curves are handled fairly accurately with minimum body lean. Acceleration is modest -- 0 to 60 in 9.7 seconds with the 2.4L four.
The HHR Panel comes in LS and LT trim with the 2.2L four of 149 horsepower the base engines. Base price is $16,750. Optional is the 2.4L four of 175 horsepower. It's worth it. Fuel economy is the same with an automatic 23/30. A five-speed manual, for some esoteric reason, returns 22 city and 30 highway.
The tested HHR LT started at $18,005 but $5,549 of options boosted its sticker to $24,144. These include 18-inch wheels the chrome package (yes) and anti-lock brakes. ABS shouldn't be optional. OnStar with Turn-by Turn navigation is on hand to help courier or delivery drivers.
Vintage panel trucks are collector items. Listening, tuners?
Hipanic buisness.
Thread Starter
Member
Joined: 04-02-2007
Posts: 90
From: St. Louis, Mo.
I've heard commercials on Hannity and Limbaugh . Also in Automobile Magazine Cevy has big fold out color pages featuring the HHR and Cobalt. I think the HHR is catching on. The panel version will be big for delivery trucks.