Chevrolet SSR
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Chevrolet SSR
The Chevrolet SSR has a knack for attracting attention. Some things just do. A bear cuddling with a deer. Anything fluorescent orange. Car and Driver poetry. (Oh, wait, we actually have that in Upfront this month — in case you missed it.)
Extraordinary things seem to get extraordinary reactions.
Chevrolet's all-new Super Sport Roadster is one of those extraordinary things. Part roadster, part truck, and part Van Halen, it's a retro Yankee wrapped in concept-car spandex.
The bow-tie bunch unveiled the SSR concept three-and-a-half years ago at the 2000 Detroit auto show, where reaction to the truck was beyond positive. Us car guys even liked it so much that we put it on our April 2000 cover. Chevy quickly got the hint: Build it, and they will come. For 2003, Chevy hopes 3500 Americans will come, followed by 14,000 to 15,000 in '04.
We give Chevy its due props for keeping the SSR's final design very close to the concept's, maintaining the show truck's wild edginess as well as its heritage to 1947-53 Chevy trucks. Designed entirely on computer, the neoclassic SSR features the concept's huge flared fenders, rakish windshield, and 19- and 20-inch wheels front and rear, respectively, all of which make it hard to distinguish the show and street versions. There are minor differences, of course, such as the relocation of the side mirrors from the concept's upper A-pillars to the production's doors, the addition of side markers, and the removal of the sweeping metallic band from the concept's tailgate. But otherwise, it's as if Chevy designers were afforded the luxury of telling the engineers, "All done — gone fishin'!"
Although it's not surprising to see the big wheels on the production vehicle — after all, many cars roll on dubs these days—it is surprising, impressive really, that the gargantuan fenders made it to the assembly line. Developed by Fuji Dietec Corporation, the fenders are made using deep-draw Grade 5 steel in a process called "inverted toggle draw," which stamps the fenders with as much as 18 inches of "draw," or depth, of the formed area. Chevy claims the process is cost-effective, although we have our doubts, considering the SSR opens at $41,995 while using cost-cutting corporate underpinnings. Pricey or not, we like the fenders' steroidal effect, and that they can be used for picnics, tanning hides, and even demonstrating Ginsu knives.
Chevy opted to use steel sheetmetal rather than composite panels like the ones on the Corvette because they're easier to paint-match and they make for a stiffer structure. And like the Vette, the SSR uses hydroformed steel side rails to anchor its frame. For the SSR's frame, Chevy started with a TrailBlazer EXT boxed unit, cut 13 inches from the midsection and about four inches from the front end, and then welded it back together and added enough crossmembers to total eight. But whereas a Corvette convertible feels as solid as granite, the SSR resides more on the pumice end of the spectrum and as a result suffers more shakes and shimmies over cratered Michigan roads. The structure feels stiffer than a T-Bird's and noticeably tauter than a Prowler's, but it trails the best convertibles' by a fair margin.
The SSR borrows much more than just its frame from the TrailBlazer. Chevy's mid-size sport-ute also donates its 5.3-liter V-8 engine, four-speed automatic, rack-and-pinion steering system, four-wheel disc brakes, and unequal-length control-arm front and five-link solid-axle rear suspensions. Compared with the TrailBlazer EXT, the SSR presses the pavement with 300 horsepower and 331 pound-feet of torque (versus 290 and 325), a faster 16.0:1 steering ratio (versus 18.5:1), and a suspension tuned for boulevard cruising.
We mention boulevard cruising because Chevy did—over and over again. And for good reason. The SSR does indeed cruise with the best of them, be it at Vero or Venice Beach. At a 60-second stoplight, you have enough time to raise and lower the ASC-built power-retractable hardtop, which makes for a great icebreaker with any bikini babe who happens to be blading by. It drops via a center-console-mounted button, stacking neatly between the cab and cargo bed. The process is relatively quick, if a bit noisy, and allows enough time to feed the booming Bose stereo some Meat Loaf. Cruising never came so good.
There is one caveat, of course, and that's the spotlight that follows the SSR wherever it goes. If attention is what you're after, you need not visit any other showroom. A Ferrari 360 Spider is more exotic, but it can't touch the SSR's "What the heck is that?" magnetism. It attracts the kind of attention we'd expect to get chauffeuring SI swimsuit-issue models around on a goodwill tour. It's a great way to boost your ego while catching some rays, but it's not exactly the car you want for making a quick beer run before the NASCAR race. Unless, that is, you want to play 20 questions with the 7-Eleven clerk.
Zero to 60? No prob. The quarter-mile? Absolutely. The former takes 7.0 seconds, the latter 15.4. Both are quick in light of the mass but slower than the 280-hp T-Bird at 6.5 and 15.0 (August 2003) as well as the 253-hp Plymouth Prowler at 6.0 and 14.7 (July 1998). If there's one thing we wish had been transferred from concept to production, it's the 6.0-liter engine. Why Chevy chose not to install the 345-hp LQ9 V-8, which is the same size on the outside as the 5.3, is beyond us. Powering the 5240-pound Silverado SS (June 2003), the 6.0-liter was good for 0 to 60 in 6.3 seconds and the quarter in 14.8, and it could conceivably knock a full second from the SSR's times. Moreover, a couple ticks off would really justify and enforce the 86-dBA wail that accompanies full-throttle acceleration. Benchmarked off the Camaro SS's, the SSR's exhaust rumbles with hot-rod promise, but without the guts to back it up, it's more roar than wrath.
If you're thinking of making the SSR your next boat hauler or couch transporter, think again. It can tow up to 2500 pounds—enough to pull a WaveRunner or a V-Rod, Chevy points out—and carry 24 cubic feet of cargo in the carpeted bed, both of which are unexpectedly low capacities from a rear-drive, V-8-powered pickup. But remember, this is a boulevard cruiser, and if you want a tow rig, Chevy's got a Suburban or Silverado with your name on it. We can't really see anyone buying the SSR to move a sectional or pull a Bayliner, anyway, and who wants to maneuver a 20-foot trailer when picking up a Blizzard at the drive-through?
The SSR did manage a shorter stop from 70 to 0 mph than the Prowler, requiring 185 versus 206 feet, and needed only two more feet than the T-Bird. But like the TrailBlazer's, the SSR's brake pedal exhibits a mushy feel that's similar to call waiting in that you wait, wait, then—I'm here! Let's talk! Clearer, more instant communication would be welcome, especially with a Harley in tow.
A few other complaints: To our eyes, the SSR sits a bit high, exposing the frame's side rails too much and accentuating the big wheels too little. Trying to access the seat adjustments on the sides of the lower bolsters is a test of finger malleability, because of their close proximity to the door panels. The passenger's foot well is a bit narrow, limiting room for big flip-flops, and certain angles and light conditions can make the instruments and signal lights hard to read.
For SSR money, we can make strong arguments for other roadsters that offer more performance on the dollar. We can't, however, argue the SSR's bang for the buck on the boulevard, which could be used in a MasterCard ad. We hope the SSR meets a happier fate than the Prowler and the Thunderbird—two retro-inspired niche roadsters that are dead and dying, respectively—because no other car lets the good times roll in such an American way.
C/D TEST RESULTS
ACCELERATION (Seconds)
Zero to 30 mph: 2.3
40 mph: 3.4
50 mph: 5.1
60 mph: 7.0
70 mph: 9.0
80 mph: 12.0
90 mph: 15.8
100 mph: 20.1
110 mph: 25.2
120 mph: 32.2
Street start, 5-60 mph: 7.3
Top-gear acceleration, 30-50 mph: 3.6
50-70 mph: 4.5
Standing 1/4-mile: 15.4 sec @ 89 mph
Top speed (governor limited): 126 mph
BRAKING
70-0 mph @ impending lockup: 185 ft
HANDLING
Roadholding, 300-ft-dia skidpad: 0.82 g
Understeer: minimal moderate excessive
FUEL ECONOMY
EPA city driving: 15 mpg
EPA highway driving: 19 mpg
C/D-observed: 14 mpg
INTERIOR SOUND LEVEL
Idle: 47 dBA
Full-throttle acceleration: 86 dBA
70-mph cruising: 74 dBA
CHEVROLET SSR
Vehicle type: front-engine, rear-wheel-drive, 2-passenger, 2-door roadster
Price as tested: $48,980
Price and option breakdown: base Chevrolet SSR (includes $625 freight), $41,995; Signature Series package (includes special paint, body-color engine cover, auxiliary gauges, autographed VIN plate, and cargo-bed trim), $5000; 1SB package (includes heated seats, Bose stereo with 6-CD changer, self-dimming mirror, and engine-cover insert), $1900; floor mats, $85 Major standard accessories: power windows, seats, and locks; remote locking; A/C; cruise control; tilting steering wheel Sound system: Bose AM/FM radio/CD changer, 6 speakers
ENGINE
Type: V-8, aluminum block and heads
Bore x stroke: 3.78 x 3.27 in, 96.0 x 92.0 mm
Displacement: 325 cu in, 5327cc
Compression ratio: 9.5:1
Fuel-delivery system: port injection
Valve gear: pushrods, 2 valves per cylinder, hydraulic lifters
Power (SAE net): 300 bhp @ 5200 rpm
Torque (SAE net): 331 lb-ft @ 4000 rpm
Redline: 5500 rpm
DRIVETRAIN
Transmission: 4-speed automatic
Final-drive ratio: 3.73:1, limited slip
Gear ... Ratio ... Mph/1000 rpm ... Max. test speed
I ... 3.06 ... 7.4 ... 40 mph (5500 rpm)
II ... 1.62 ... 13.9 ... 76 mph (5500 rpm)
III ... 1.00 ... 22.5 ... 124 mph (5500 rpm)
IV ... 0.70 ... 32.2 ... 126 mph (3900 rpm)
DIMENSIONS
Wheelbase: 116.0 in
Track, front/rear: 64.1/64.9 in
Length/width/height: 191.4/78.6/64.2 in
Ground clearance: 6.1 in
Drag area, Cd (0.46) x frontal area (28.4 sq ft): 13.1 sq ft
Curb weight: 4764 lb
Weight distribution, front/rear: 53.6/46.4%
Curb weight per horsepower: 15.9 lb
Fuel capacity: 25.0 gal
CHASSIS/BODY
Type: full-length frame
Body material: welded steel stampings
INTERIOR
SAE volume, front seat: 52 cu ft
luggage space: 24 cu ft
Seat adjustments: fore and aft, seatback angle, front height, rear height, lumbar support
Restraint systems: manual 3-point belts, driver and passenger front airbags
SUSPENSION
Front: ind, unequal-length control arms, coil springs, anti-roll bar
Rear: rigid axle located by 4 trailing links and a Panhard rod, coil springs, anti-roll bar
STEERING
Type: rack-and-pinion, power-assisted
Steering ratio: 16.0:1
Turns lock-to-lock: 3.0
Turning circle curb-to-curb: 38.1 ft
BRAKES
Type: hydraulic with anti-lock control
Front/rear: 12.0 x 1.1-in vented disc/12.8 x 0.8-in vented disc
WHEELS AND TIRES
Wheel size, front/rear: 8.0 x 19 in/10.0 x 20 in
Wheel type: cast aluminum Tires: Goodyear Eagle RS-A; front: 255/45HR-19, rear: 295/40HR-20
Test inflation pressures, front/rear: 30/30 psi Spare: none
HISPAnIC CAUSIn PAnIC
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Rep Power: 0 yea Zo6 is my pick over that. if i had 50k i would be waiting outside the chevy dealer before it opened with a check in my hand deciding if i want my zo6 black , red or silver.
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Rep Power: 396 How could you compare that to a Z06..If your in the market for that you arent going to buy a Z06....
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Rep Power: 306 Originally posted by civicdude
How could you compare that to a Z06..If your in the market for that you arent going to buy a Z06....
How could you compare that to a Z06..If your in the market for that you arent going to buy a Z06....
WELL SAID.
It's a TRUCK, guys. . . . comparing it to a Z06 is like comparing our slow-as-hell Civics to a Z06. You just can't compare the two.
At least with THIS convertible, you get a hella big trunk for the road trips!
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Rep Power: 374 I saw one on the road a month ago. I heard about the SS coming out, but I didn't know they had a SSR model when I first saw it. I was laughing my *** off because the "R" in SSR looked just like one of the type R stickers you could buy at autozone. So I thought it was some dumbass that added the "R" to it. I'll try to find a pic to show you guys what I'm talking about.
Nothing works better than a Chris except a Honda.
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I saw one a while back while I was buying some Chinese food. Everyone was staring at it. I think it's cool but the engine is really weak for a truck. It should be a lot stronger because it's heavier than normal trucks.
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Rep Power: 0 I think its heavy and ugly.. Also heard this was supposed to be a sort of replacement for the camaro? Maybe not.. but either way, personally I think they should have kept the camaro over this (not that im a camaro fan either.. but better than this IMO).
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