Chevrolet SSR

2003 - 2006 Production Numbers & Options History

Source: Bob Walczyk, Chevy SSR Mkgt./ Prod. Mgr.

The SSR was dropped in 2006 and was not available as a 2007 model. Though it was a very fun to drive car, we believe it never recovered from the combination of introductory price shock and the relatively unexciting performance of the original engine. Some dealers could not even sell one SSR, though originally it looked as though people would have to wait for years to get one. We still think they are a good deal - in 2005 form especially - and are quite worth pursuing on the used market.

2005 Changes

2005 saw many changes, the most notable of which are the optional Tremec M10 or T56 (it's reported both ways) six-speed manual transmission and the new Generation IV 6 liter LS2 V8, with 390 horsepower and 405 lb-ft of torque. With those changes, 0-60 times dropped from a four-cylinder-style 7.6 seconds to a blistering 5.5 seconds (with automatic; 5.3 with stick). The quarter mile comes in under 14 seconds.

There's also a retuned steering system for better on-center feel and lower low-speed effort, a quasi-dual exhaust, dead pedal, new engine cover, self-supporting gas hood struts, and MP3 playback ability. New options include an auxiliary gauge package, windbreak, and body color paint on various internal surfaces. The new steering tuning includes retuned valves and torsion bars, a new bearing, and a low friction steering sealing package. Finally, the driver's side floor mat has been revised and Aqua Blur replaces Ultra Violet. the automatic is now the 4L65-E.

More effective and less restrictive catalytic converters are mounted closer to the exhaust manifold for quicker “lightoff” and reduced cold-start emissions. SSR’s exhaust has been retuned to maintain its throaty sound.

Production

Retail production began in early 2003, ramping up eventually to 10,000 to 12,000 units per year. However, the first model year (2003) will see only 2,500 units at most (possibly only 1,500), with 5,000 more being produced in calendar year 2003 as 2004 models.

The first 25 saleable Chevy SSRs were used in a unique launch program that will create one-of-a-kind "pedigrees" for each vehicle. Both the vehicles and the program carry the name "Signature Series."

Only one first-model-year (2003) SSR will be given to any particular dealer, and only dealers who sold at least 500 retail Chevrolet cars and trucks in calendar year 2001 (a figure which may be modified based on actual production) will get a single 2003 model year SSR. Only 250 retail sales will need to have been made to get a 2004 model (also made in 2003), and dealers will be able to receive more than one vehicle - again, based on sales. By the 2004 calendar year, dealers can receive up to nine SSRs each (a mix of 2004 and 2005 model years), depending on sales, and every Chevrolet dealer will have received at least one 2004 or 2005 SSR.

The 2004 calendar year sales chart is sell 500 vehicles, get two SSRs; sell 750, get three; sell 1,250, get five; sell 1,750, get six; sell 2,000, get eight; sell 2,500, get nine.

GM's official dealer communication states "As our production schedule becomes solidified near the end of this year, Chevrolet will provide more definitive and specific numbers and timing on SSR distribution. While we understand this information is not specific, we felt we should provide this initial distribution plan to you so that you can handle customer relationships appropriately."

Options

Some interesting options include a windbreak, running boards - which really help the appearance - a soft cargo compartment with customized wood, aluminum, or body-color strips, and an auxiliary gauge pack mounted in the dashboard by the shifter, which both provides additional information and boosts the "hot rod" feel. GM will also sell custom vehicle colors. All these options are regular production options or regular production accessories, meaning they will be included in the window label and vehicle invoice, and come with the GM vehicle warranty if installed prior to delivery by the factory or the dealer.

About the Chevy SSR

The SSR builds on Chevrolet's semi-forgotten tradition of curvy trucks, so it is not just an imitation of the PT Cruiser or Plymouth Prowler.

The Chevy SSR combines the open air of a sports roadster with a pickup bed. A retractable hardtop - which remains in the production version - makes it a practical street machine. The two-piece power retractable hardtop stows vertically between the seat and the rear storage bed.

The engine is a modified aluminum version of the 5.3 liter V8 engine with an expected 300 horsepower or more, and a TORSEN axle differential for added grip.

The transmission will be the 4L60E GM automatic, probably with a conventional shifter. There is no manual transmission planned at this point, though lead designer Ed Alburn seems to want one (thanks, John). Derik Price, who predicted its use, wrote that the 4L60E ("an electronically controlled, updated turbo 350") is used in many GM cars and pickups, often behind the 6 liter V8.

Like the Trailblazer, which it is based on, the SSR will feature a hydroformed steel frame with eight crossmembers for stiffness and handling. The engine crossmember will be modified to fit the SSR's V-8. Due to its superior stiffness, hydroforming is becoming the new standard, having been adopted in the heavy-duty Dodge Rams and Dodge Durangos as well.

The production version has somewhat larger headlights and smaller turn signals than the concept, with small changes to the fenders and grille.

A 5'3" x 4'7" covered, lockable pickup box is included with the Chevy SSR concept for hauling. A button on the key fob of the SSR concept can operate the tailgate remotely; a latch on the inside of the tailgate can operate the gate manually.

The SSR will conceal controls for temperature, sound, navigation, weather information, Internet/e-mail access, and OnStar behind a dashboard-mounted panel door.

The interior plays off a twin cockpit theme, presenting a clean, simple, comfortable environment. The storage area between the seats can be stowed away to provide seating for a third person or a child seat, or it can act as an armrest with cupholders that slide out from inside.

The production model, unlike the concept, will have bucket seats, a center console, and, most likely, a conventional shifter. However, it will retain the large (19" and 20") wheels and performance tires.

Load capacity is expected to be light. Cornering should be very good, with a Camaro-like short-long-arm front suspension and a five-link solid rear axle. Large four-wheel disk brakes will give the SSR strong stopping power. A heavy duty rear axle will help keep the SSR on the road despite abuse.

ASC Vehicle Technologies will do most of the construction of the SSR. While GM will do the final assembly in their Lansing "Craft Shop," ASC will handle quite a bit of the SSR's design and engineering, as well as its construction. ASC did the first sketches for the vehicle, and have worked with Lansing on the Cavalier/Sunfire convertibles and Hummer H2 (a modified Suburban).

The Chevy SSR Engine, Transmission, and Differential

The Second Engine: a 6.0 liter with 390 horsepower (LS2)

The new LS2 engine features a deep-skirt aluminum block with cast aluminum heads, delivering 390 horsepower and 405 lb-ft of torque - for blistering acceleration from any speed. A six-speed manual Tremec transmission is now available, showing that GM means business.

The First Engine: a new aluminum version of the Vortec 5.3

GM will use an aluminum Vortec 5.3 liter engine with its Hydramatic 4L60-E automatic transmission. This is the first combination of the two, and power and economy data are not yet available.

The all-aluminum version of the 5.3 will have a variety of improvements. The engine block is 100 pounds lighter than the standard truck version of the 5.3 V8, and is cast of Vortec 5300 Improvements Chevy's new roadster features the Vortec 5300 engine, refined to provide a quieter, yet more aggressive driving experience for the SSR customer. The all-aluminum 5.3-liter V8 will showcase a variety of performance, durability and noise improvements, resulting from innovative use of structural materials, calibration and components.

319-T7 aluminum alloy. Aluminum's thermal characteristics provide improved heat rejection, resulting in cleaner emissions from faster catalytic converter "light off," faster heater core warmup for vehicle occupants, and cooler piston and oil temperatures for improved durability.

The all-aluminum Vortec 5300 V8 builds on the small-block tradition started by the 5.7-liter V8s featured in the Chevrolet Corvette. The engine block is produced by the gravity-poured precision sand casting process. This process allows cylinder liners to be cast in-place and yields exceptional cast quality. The engine is tested to identical levels of endurance as the cast-iron Vortec 5300 engine.

The engine features new quiet-profile pistons to ensure that the pistons track straight in their bores, minimizing clearances as the pistons rock under gas pressure. The pistons are polymer-coated to reduce cold scuffing and engine noise. Polymer-coated pistons, long a mainstay in luxury car engines, enable tighter bore clearances, provide enduring wear surfaces between pistons and cylinder walls, and further reduce piston motion.

The deep-skirt engine block design, with six-bolt main bearings, allows cross bolting of the bearing caps, limiting crank flex, stiffening the engine's structure and reducing overall vibration.

The also saves weight with a new oil pan design. Due to the lower, shorter design of the SSR, the new "pan-axle" design allows the front differential to pass through the oil pan, resulting in weight savings, while optimizing the use of under-hood space. (Note: this paragraph was taken from a GM press release on the SSR, but GM may have used it by accident since there will reportedly be no all wheel drive SSR).

Exhaust catalyst and emissions control system calibration have been improved to allow the engine to meet federal emissions and California Ultra Low Emissions Vehicle (ULEV) standards without an Exhaust Gas Recirculation (EGR) system.

The aluminum engine, like its iron sibling, uses platinum-tipped spark plugs to extend plug life to 100,000 miles, while the coolant maintains its cooling and corrosion-inhibiting properties for 150,000 miles. Scheduled maintenance is limited to oil changes when indicated by the engine oil life monitoring system or at 10,000 mile intervals (whichever comes first). The cam is within the block.

The Transmission

The Hydra-Matic 4L60-E transmission, an electronically controlled, updated "turbo 350," is used in many GM cars (including the Corvette) and some light duty pickups, often behind the 6 liter V8. It was selected for its durability, low weight, and the ability to optimize its electronic controls for performance oriented shifting. The electronic controls are calibrated to give the dependability of a pickup and the performance of a supersport vehicle. (In 2005, the 4L65-E replaced the 4L60-E, and a manual became available.)

To multiply engine torque the 4L60-E uses a 300 millimeter torque converter. The converter is enclosed in 360 degree-mount structural bell housing for powertrain rigidity. Overall transmission weight as shipped from the Toledo, Ohio, transmission assembly plant is 88.3 kilograms (194.6 pounds).

Starting in 2005, a Tremec six-speed manual (T56) transmission become available.

The TORSEN Differential

The SSR will feature a TORSEN Traction Differential on the rear axle. The TORSEN differential distributes the engine's power to the wheel with the most traction, reacting instantly before any wheel slip can occur. The TORSEN system for the SSR is a close relative to the rear differential developed for the Chevrolet Camaro and is the technology of choice for numerous racing teams.

"The TORSEN differential will work seamlessly with the standard traction control system to give the SSR strong performance in driving manuevers such as aggressive acceleration and cornering and the wide variety of road conditions," says Ted Robertson, Chief Engineer for the Chevy SSR.

The Chevy SSR will feature an engine-based electronic traction control to manage the level of power, while the Torsen differential provides an extra measure of traction with its precise distribution of power. The rear axle ratio for the SSR will be 3.73:1.

An axle differential is located on the rear (rear wheel drive) or front axles (front wheel drive), and distributes the engine's power to the wheels. Most are passive in design, relying on clutches and the inertia of wheel-spin to engage and transfer power to the wheel with the most traction. TORSEN units employ a gearing system that reacts faster. An advanced gearing system senses torque or force feedback from a wheel that is about to slip or skid, and shifts most of the engine's power away - prior to wheel slip - to the wheel with the most traction.

The torque distributing effect of the TORSEN differential is a constant, proportional to the torque on the axle. With minimum torque on the axle, differentiation occurs freely as with an open differential making it easier to maneuver when both rear wheels are on a slippery surface. When operating the vehicle with unequal traction under the rear wheels, the TORSEN differential will apply about 65-70 percent of the total axle torque to the wheel with the greater traction.

The SSR's handling characteristics will benefit from the TORSEN differential, as well. In a cornering manuever, the differential will bias torque to the outside wheel after the inside wheel becomes saturated with torque and begins to slip. The result is smooth handling, strong traction and quicker and safer lane changes.

The TORSEN system is manufactured by Zexel TORSEN of Rochester, N.Y., a subsidiary of Robert Bosch, Inc.

The Chevy SSR hydroformed frame

The production version of the Chevrolet SSR uses a frame with fully hydroformed steel side rails. The hydroformed frame features great strength and stiffness, relatively low weight and precise quality.

Ted Robertson, chief engineer for the Chevrolet SSR said: "A traditional stamped frame with this amount of strength and rigidity would weigh roughly 20% more than this one. That strength allows the frame to take on the road inputs, which lets the suspension do its job precisely."

Hydroforming is a process of shaping steel tubes through the application of water at extremely high pressure. It replaces traditional stamping processes, preserving more of the steel's strength and stiffness as it goes through the forming process. Hydroforming is done at low temperatures to retain the material's strength throughout the forming process, unlike high temperature processes which decrease material strength.

Hydroforming is also efficient and environmentally friendly, dramatically reducing overall material usage and scrap.

GM pioneered automotive hydroforming on the Chevrolet Corvette and used this process for the first time for a truck frame on the Chevy Silverado, Tahoe and Suburban. The all-new 2002 Chevy TrailBlazer marked the first time hydroforming has been used for the entire length of a truck frame's side rails. In a way, the process has been validated by Dodge, which will use hydroforming for the next-generation Durango and Dakota.

The Chevy SSR design team

Here's a look at some of the key leaders of the SSR team. Over the course of the next few months, we'll profile more of the people making the Chevrolet SSR a reality.

Tom Wallace, GM midsize truck line executive

During the week, Tom Wallace works at GM's Product Development offices in Pontiac. Many weekends (and a few Friday afternoons) he works at Mid-Ohio Sports Car Course, Road America, Grattan Raceway or just about any other racetrack in the Midwest. Tom is a SCCA (Sports Car Club of America) driver, racing his GT-1 class Camaro at major amateur racing events. Racing is a family affair for the Wallace clan; his sons are often in the pits and Tom's wife is a trained driver.

In between races, Tom leads the development of GM's midsize trucks -- including the new Chevy TrailBlazer, GMC Envoy and Oldsmobile Bravada, as well as the Chevy SSR.

Tom's GM career started in engineering and has never strayed away from product. He is one of the fathers of the Buick Grand National.

Russ Clark , SSR brand manager

Russ Clark is an expert on bringing hot, eagerly anticipated products to market. The Chevrolet SSR has just been added to Russ' existing responsibilities as Brand Manager for TrailBlazer, Chevrolet's newest SUV.

At work, Russ has held a number of key marketing and product planning positions at GM. In particular, Russ was a key leader in the creation of Saturn Corporation in the mid-1980s, and in the early 1990s he lead the development of the Opel Corsa and its derivatives, including the Tigra. Russ has been with Chevrolet since 1996, first as brand manager for the Blazer and later leading the successful launch of the all-new TrailBlazer in early-2001. Away from work, Russ is an avid skier and golfer, hobbies he most often enjoys with his wife and two teenage children.

Chevrolet SSR test drive / car reviews

One of the happier results of a new spurt of special-purpose cars and trucks is the Chevrolet SSR, a truck with almost universal appeal, thanks to its attractive design, formidable performance, and pleasant ride. While the Plymouth Prowler and PT Cruiser are more love-hate designs, most people at least enjoy the SSR; and, unlike the Audi TT, Volkswagen New Beetle, or Ford Thunderbird, the SSR can back up its looks with both performance and function.

Unlike actual old Chevy pickups, the 2005 and newer SSR is powered by a high-performance V8, putting out around 340 horses more than in days of old - that is, 390 horsepower altogether, with a whopping 405 lb-ft of torque. The V8 makes the SSR feel and sound more like a Corvette than a Silverado, since that's where it's used (a version is supplied with some pickups and has a similar, though much more muted, sound).

Thanks to ample low-rpm power, this engine provides sudden acceleration whenever it's demanded, with kick limited only by the traction control (which can be shut off rather easily from the center console). The burbling muscle-car exhaust instantly turns into a full modified-muscle roar on heavy throttle, as the transmission immediately downshifts. There's no cushioning in the transmission - when it shifts, it does so quickly and often with a jolt, as it should in a car like this. No matter how fast or slow the SSR is going, it can instantly be flung forward at will or whim. The power is unlike that of most modern cars; you don't have to worry about revving, you don't have to wait for the transmission to catch up, and you don't have to deal with "torque management" as the engine cuts its own power for smooth, transmission-saving shifts. Instead, you get a nice, beefy automatic tuned for instant results.

When the pedal is floored, a tremendous boost comes in - or, if you're already moving, you start to accelerate, the engine slams into a lower gear, and then the boost comes, coupled with an umistakeable and well-tuned roar from the engine. When the transmission shifts again, accompanied by a squeal of drive belts, acceleration dips slightly but doesn't fall as much as it would in most vehicles with a four-speed automatic. It takes almost no time or effort to get to quite illegal speeds, and quite a bit of restraint to obey GM's safe driving policy.

The original 2003-04 SSR had a 5.3 liter engine that went from 0-60 in 7.6 seconds - about the same as a Chrysler 300M, with the extra power and torque going into pushing over two tons of dead-weight. The 2005 SSR does the same 0-60 in a quick 5.5 seconds, quicker than the SRT-4, Audi TT, or Cobalt SS, making it a terribly fun car that's much easier to drive than a Camaro SS, Viper, or, for that matter, the far-less-functional and claustrophobic Audi TT.

Gas mileage is, according to the EPA, actually reasonable for a pickup, but since (like everyone else) we drove the SSR the way it's meant to be driven, we tended to get rather low mileage - about 13-14 mpg in the city. That's about the same as a Yukon Denali - more spacious and feature-laden, but nowhere near as much fun.

The ride is good for a high-performance vehicle, especially one based on a truck (the minivan-like TrailBlazer). While rather firm, it does cushion bumps and road problems so that driving the SSR brings you close to the road but doesn't actually hit you with it. We found the ride to be more comfortable than many non-performance trucks, and it handles ruts, speed bumps, and roads that resemble rumble strips well, without shocks or fuss.

Cornering is good, but by no means up to Camaro or Corvette levels; this is one place where you realize it's good to be close to the ground. That said, the SSR is a great straight-line runner that can still probably beat any traditional muscle car on a curvy course. The traction control manages the power well on launch so that sometimes you get a "bog" effect, but go where you intend to go, instead of having instant power that launches you in the wrong direction. Most of the time, the traction control is not needed, and few drivers are likely to pass the limits of the SSR's cornering. The tires are quiet and not prone to squealing, and the brakes are quite good and predictable.

The exterior is straight out of Chevy's pickup-truck past, with the rounded curves and low styling of an era when pickups were more likely to have a straight-six than any other engine, with modern Chevrolet styling touches as well. The flowing lines have a minimal impact on the functionality of the truck, which retains a small but usable bed and has ample room for two inside (which used to be the norm for pickups). The striking headlights put out a well-focused, strong beam pattern, despite the chrome that seems to split them in two (the top half is the headlights, and the bottom half is the bright lights. Fog lights are underneath).

The design touches of the SSR are pervasive and consistent, starting with the door latch - a chrome latch, set sideways, and easier to operate than it sounds. The door locks themselves are the old-fashioned type, again chrome, with the easy-to-pull tops that started to disappear in the 1970s and were well and truly gone by the 1990s. Design elements include the usual black plastic along with generous amounts of a dull chrome material, a wood-like material (it may actually have been wood), and body-colored metal, in our case bright red. It all works well together.

Thankfully, the standard Chevy pickup instrument panel was replaced by a more sporty, if less informative, setup with deeply recessed gauges - a big speedometer going to 140 mph, an equally big tachometer, and smaller gas gauge, oil pressure, and thermometer. Carrying on the retro look is an optional set of three small gauges at the bottom of the center stack (or what would be the center stack in a standard car), though their function is unusual: one is for outside temperature, one for torque, and one for voltage.

Control buttons for the windows, top, and locks are spread out across the top of the dull-metal center console; at night, a dim amber light shines from the rear view mirror to keep the five large switches visible without interfering with night vision. The light is relieves the normal blackness of most car interiors, at, we suspect, lower cost than illuminating the buttons themselves; its amber color allows the driver to see the buttons and surrounding area without losing night vision. The dome light itself is surprisingly bright considering it's also built into the base of the mirror.

Less fortunate is the placement of the seat controls, which are in their standard position at the base of the seats; there is almost no room between the door and the seat, so reaching down to move the seats or turn the seat heat on or off can be impossible. Back incline is handled by a mechanical lever, while bolster and fore-aft movement are handled electrically, along with overall tilt.

The standard GM stereo is in the usual place in the dashboard, but speakers are placed behind the seats as well as in the doors, and duplicate controls are in the steering wheel as a standard feature. The stereo is very good, as one might expect. The standard GM headlight button is also present, with GM's usual restricted choices - you can have automatic headlights, parking lights only, or headlights on (there's no plain headlights-off position). Pushing the center of the switch gets fog lights.

Two cupholders and one sliding tray for coins and cards are provided. The slide-out cupholder works nicely but won't hold a large cup, but the fold-out one attached to the side of the center console (it can be removed and placed on either side) will. The center console has a storage area with a locking cover; it can hold not just the owner's manual, but also a decent number of CDs. There is also a moderately sized glove compartment.

We noted unusually good visibility before, and it's worth noting again: most convertibles have large blind spots, but the solid-roof design may help the SSR to avoid that. What's more, the headlights are both powerful and very well focused, unusual in American cars. The only down-side is the sun visors, which are neither long enough nor especially well engineered: they don't have the right angle when moved to the side. Most of the time this was not a problem.

Though the SSR is attractive with its hard roof on, it's more fun with the roof off, and it's easy to go from one to the other. A press of a button - admittedly a 25 second long press - disengages the roof lock, opens the cover for the storage area, and folds the roof neatly behind the seats and ahead of the bed. The roof goes back on the same way - just press and hold down until it locks into place and the storage area cover folds back on, with no heavy latches to pull. The convertible design doesn't interfere with function much, other than taking up some storage space: unlike the past Cavalier and Camaro, you don't have to avoid the windshield when getting in or out, and visibility is good with roof on or off. While there is some wind noise with the roof on, particulary at fast highway speeds, there is less than in a fabric-topped convertible. Without the roof, wind buffeting is minimal even at moderate highway speeds.

One of the subtle, intelligent design features is the window lowering slightly when the door opens; when you close the door, the window pops back up again to make a better seal. Generally, the convertible system seems to be a much more convenient design than most; the dual tonneau covers (one for when the top is on, one for when it is stowed) is particularly clever.

On the utilitarian side, the SSR has much more storage than most roadsters, thanks to its pickup bed. It isn't standard-sized, even for a small pickup, but it can still store quite a bit of cargo - and, albeit with some effort, you can take off the standard hard pickup bed cover and carry tall things, as well. That bed cover is a little strange in one regard: while you open the bed by popping the cover up, and then reaching in and unlatching the standard pickup gate. But you can't just open and shut the bed cover; to close it, you have to have the gate open. So it's open the top, then the gate, then close the top, then close the gate. It's something we can live with. The gate itself is rather heavy, but not unmanageable. Our SSR had the optional wood bed trim, for a true retro flavor.

On the whole, the SSR is a remarkably fun car, and not just because of the 390 horsepower LS2 engine. Well, okay, that engine is a large part of it, with its instant response from any speed and variety of appropriate ba-room noises, but there's more. The styling is attractive and attention-getting, the interior is nicely done and surprisingly ergonomic, and the whole package just fits together well, becoming more than the sum of its parts. That's harder to achieve than one might think. Easily overcoming its gas mileage and price, the SSR is refreshing, different, and attractive to just about everyone.

Creation of the SSR

The Chevy SSR traces its lineage to the vision of Wayne Cherry, Vice President of GM Design. The original idea was to explore how a heritage design theme might manifest itself in a truck, as opposed to cars where heritage designs abound. Working with GM Design's Corporate Brand Character Center, which defines and executes the vision for each of GM's global brands, Cherry immediately made the connection to Chevrolet as a perfect fit for a heritage-inspired truck.

Ed Welburn, executive director of the Brand Character Center, led the effort to develop some options as to what this heritage truck might become. In the summer of 1999, a team of young designers began rendering creative ideas.

Four options emerged. Three were inspired by various eras of Chevy pickups, the 1930s, late-40s, early 50s, and the late 50s. A fourth was a futuristic design with more subtle heritage cues. Of those original four, two were selected by Welburn to go from sketches and digital designs to full-size physical models. The two ideas were the late 40s/early-50s inspired pickup and the futuristic design, dubbed "Nostalgia 2000." However, an idea from one of the designs not selected stuck in Welburn's mind.

"One of the options included an open-air cab," Welburn says. "We were intrigued by the more contemporary and fun attributes of this type of vehicle, so the idea of a pickup truck that was also a modern convertible roadster held great promise."

The sleek, "slammed" design inspired by Chevy's "Advanced Design" 1947-1952 pickups - with the critical addition of a retractable hardtop -- gained momentum as the designs went to clay. Many other tweaks and enhancements were quickly made to hone the styling further. The team paid particular attention to the vehicle's large flared fenders, sculpted hood and rear accented stance. The combination of heritage cues mixed with a fresh take on a roadster proved irresistible.

"The result was a form that was very car-like, contemporary and relevant to today's customer," Welburn says. "Also, we were able to design the vehicle in a way that enhances the current and future Chevrolet brand character, rather than simply paying homage to the past."

In August Wayne Cherry and Tom Davis, then Vice President of the GM Truck Group, reviewed the team's work and authorized the SSR be built for the 2000 auto show circuit. Designers developed the vehicle solely using math-based digital tools, in preparation for the January 2000 Detroit Show.

Once the SSR concept vehicle was unveiled, the reaction was instant and positive. While the press and public experienced the vehicle for the first time in the auto show circuit in the first half of 2000, GM designers were already thinking of the future.

"From the start, the SSR concept was designed to be a viable option for production," Welburn says.

This enabled the team to move quickly when, in August of 2000, the vehicle was put in GM's future production plan officially.

The program then moved seamlessly to GM Design's production studio, under the direction of Vehicle Chief Designer Bill Davis. The team's marching orders were straightforward - make sure the production SSR matches the original concept as closely as possible. The new production-intent show vehicle, built in August of 2001, represents the essence of the team's journey from concept to reality.

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