Why wait for "stage kits" form GM. The aftermarket will be all over this, and already one person/company can tune them. Alot of the aftermarket tuning for the Saturn Sky Redline and Pontiac Solstice GXP will carry over to the HHR SS. The stage kits from GM weren't that great for the super charged Cobalt, just convenient. The faster ones (around here anyway) didn't use GM stage stuff.

 

Now that I've got 1400 + miles I don't see any turbo lag. As I've stated in other threads my car has far mor power than traction. It can only take 80 to 90 persent throttle is first gear, any more just spins the tires. Full throttle in second and third causes a agressive jerking from side to side of the steeting wheel. Tourque steer or limited traction???????? Don't know need more testing. Has any one tested the "launch mode" yet?

But last week we had an ice storm, my SS preformed far better than I was expecting.

 

People can debate this all they want. But numbers don't lie. GM IMO has never really had a strong running 4speed auto since the 700R. Talk to a lot of truck owners and they will testify the 4L60E doe not like a lot of mods unless it is modded itself. After 1996, GM started adding more and more TM to the computers to save they tranny, and that number got higher each year. SO what is the weak spot on the HHR SS that it has to be detuned to handle only what they gave it? Sources over at GMI seem to agree it leads to the tranny as the main culprit. The facts, well you will only know if you can find from GM itself directly. Which you won't.

GM list the 60 times for the 5 speed at 6.2 seconds, there have been several reports over at GMI of it actually dipping under 6 seconds with the standard. They also list the auto SS as 7.5. I have heard no reports of anyone getting better than that (BTW, the 5speed 2.4 HHR does it in 7.9) with the auto.

I'm sure the auto SS will put a smile on the drivers face. It's still a good running car. Standards in the HHR were already hard to find and I'm sure with the SS, probably harder. I even read someplace (can't remember where) that on the auto's they even raised the final drive ratio from 3.91 to, I think, 3.61? If this is true, that is probably for those EPA numbers that have already been mentioned. All the standards (2.0 2.2 2.4) still have the 4.17 ratio. Any old gearhead can tell you what that differance can do to the performance of any car. Maybe some time down the road tuners will be able to boost the numbers on all of the HHR easily than you can get it now. But, it will need some actual parts to strengthen the auto. GM dumped 95% of the research for the 5speed model. At the end, they wanted to help with sales so they added the same auto and detuned the motor. They must have done that for a reason.

If you buy an auto for what ever reason, they only one that has to be happy is you. But you will never reach the performance of the standard tranny. If tuners reprogram, they will also be doing the standard. More boost, same. The only want to get an "edge" is to strengthen the auto and regear IMO.

SO lets just stop is standard verses auto BS and just enjoy what you bought. You have to be happy with what you bought, that's that.

 

Actually, the auto's final drive ratio is 3.29, which undoubtedly contributes to the 0-60 difference.
And a quote from Bob Lutz, printed in the My SanAntonio.com:
"Using a turbocharged version of the 2.0-liter four-cylinder engine found in a number of other GM vehicles, it offers 260 horsepower and 260 foot-pounds of torque when connected to the standard five-speed manual gearbox.

But that drops to just 235 horsepower and 223 foot-pounds of torque when connected to the optional four-speed automatic transmission. Because GM has no automatic transmission capable of handling the torque of the higher-output version of this engine, HHRs equipped with the automatic had to be de-tuned to the lower horsepower, Lutz said.

The company decided that it would be too expensive and not worth the effort to beef up the automatic to handle the higher power level, he said. "

Granted, either horsepower rating is considerably higher than the 143 of the base HHR with a normally aspirated 2.2-liter four-cylinder, or the 2.4-liter four in the midlevel model, rated at 172 horsepower.

That would in my mind mean that its not economically feasable with "that" transmission to modifiy it to take much more power, and there is probably not the room to fit a larger FWD trans model in there. (the Grand Prix GPX V8 model, trans rated for 303lb/ft torque and weighing in at 40 lbs more, would come to mind)

 

that's a bit of BS on Lutz' part, the 6spd auto handles 260hp all day long in cars like the G6...must have been a packaging issue with the Delta chassis

 

While I'm sure Lutz throws a lot of BS, I don't believe he does it in regard to cars.

But, Isn't the HHR SS automatic the only vehicle to utilize that combination of turbo engine and transmission??? AND IF THAT'S THE CASE, how could it be BS, becasue it's NOT used in other vehicles....as your statement indicates.

 

The point I was making, is that it is probably NOT a good plan to think that you could modify "THAT" (meaning the auto trans that comes with it) HHR SS transmission to withstand much more horsepower or torque.
PS: The upcoming Cobalt SS is ONLY listed with the 5 speed trans, no auto. There IS a reason.

 

I concure with you, LT1GMC.

As I said previously, I was told (by a hands on, "testing" individual) trans. durability was ONE of the issues in the reduction of HP.

Course maybe he was wrong

 

[

That would in my mind mean that its not economically feasable with "that" transmission to modifiy it to take much more power, and there is probably not the room to fit a larger FWD trans model in there. (the Grand Prix GPX V8 model, trans rated for 303lb/ft torque and weighing in at 40 lbs more, would come to mind)[/QUOTE]

NOW THAT WOULD BE SWEET, IF YOU COULD SWAP THAT OUT FOR THAT, IF THERE IS A WAY TO MAKE IT FIT/WORK

 

the point Lutz made was that the 4 spd couldnt handle the POWER level generated, 4 t/c, 6cyl or 8 makes no difference really. They have a trans that can easily take the power level of the LNF (6spd)
SPECIFICATIONS
HYDRA-MATIC 6T70 (MH2) SIX-SPEED AUTOMATIC

Type:
six-speed transverse, electronically controlled, automatic overdrive transmission

Maximum engine horsepower:
315

Maximum engine torque:
280 lb-ft

Maximum gearbox torque:
380 lb-ft

Gear ratios:

First:
4.48

Second:
2.87

Third:
1.84

Fourth:
1.41

Fifth:
1.00

Sixth:
0.74

Reverse:
2.88

Maximum shift speed:
7000 rpm

5-position quadrant:
P, R, N, D, (M)

Case material:
die-cast aluminum

Shift pattern:
(2) three-way on/off solenoids

Shift quality:
five variable bleed solenoids

Torque converter clutch:
variable bleed solenoid

Converter size:
258 mm

Transmission weight (kg / lb):
102 / 273 (wet)

Fluid type:
DEXRONŽ VI

Fluid capacity (L / qt):
9.0 / 9.5

Assembly site:
Warren, Mich.

Additional features:
clutch-to-clutch operation (except 1-2); integrated transmission electro-hydraulic control module with driver shift control and performance algorithm shifting