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We'll say right up front that if you buy a Chevy SSR pickup your two biggest problems will be crowd control and wiping the smile off your face. We have rarely had a vehicle that attracted so much attention (all of it highly positive) and was so much fun to drive. Inspired by the styling of the original 1947-1953 "Advanced Design" Chevy lineup of pickup trucks, the SSR features the state-of-the-art 6.0L Corvette LS2 V8 engine and available six-speed manual transmission. We were lucky enough to test both automatic and manual shift models.

The LS2 V8 is the latest version of Chevy's legendary small-block V8. On the SSR it delivers 390 horsepower at 5400 rpm and 405 lb.-ft of torque at 4400 rpm. This power is harnessed through Corvette's Hydra-Matic 4L65-E four-speed automatic transmission or the optional Tremec M10 six-speed manual gearbox.

In addition to its new powertrain, the SSR boasts numerous other enhancements for 2005: a retuned steering system for a more precise on-center feel and reduced low-speed effort; a revised quasi-dual exhaust routing system with two pipes from the muffler with baffled tip inserts; a new "dead pedal" design; self-supporting gas hood struts; an MP3-capable base stereo system; an embossed logo in place of the traction control button on manual transmission models; and a new engine cover

Also new for 2005 are several GM accessory packages that include: auxiliary gauge package (volts, delivered torque, exterior temperature); engine cover insert and cargo area strips; a body color package with running boards; and a windbreak.

One of SSR's most distinguishing features is its cleverly engineered power-retractable hardtop, which provides an open-air driving experience without sacrificing cargo space. Incorporating a "top stack" design, the SSR's retractable hardtop is the first ever applied on a pickup. It is the only system of its kind where the roof panels move independently, stacking vertically behind the passenger compartment — a design that ensures quick operation with minimal stowage requirements.

A single button on the console transforms SSR from an enclosed hardtop to a convertible in less than 30 seconds, neatly tucking the roof panels rearward between the passenger compartment and cargo bed. This unique vertical storage design system enables SSR to maintain the utility and convenience of a pickup even with the top down.

We thought the styling — both exterior and interior — was brilliant. The SSR's interior design is based on Chevrolet's twin cockpit approach, with a horizontal cross-car bar and body-colored accents that pull exterior design cues inside. The satin chrome aluminum look used on elements of SSR's exterior continues on the interior door trim and instrument panel bezels. We were really tickled by the fake buckle on the trim surround inside the windshield. All Chevys from the 1947-53 era used chromed or stainless steel windshield surrounds inside the passenger cabin. But it took two pieces of trim to do this, and there was always a chromed buckle that covered the joint where the trim pieces met just above the instrument panel. It was quite distinctive and anyone who has ever had any familiarity with these cars and trucks will remember it. The reproduction of it in faux form on the SSR gives an indication of the depth of thought that went into the vehicle's design.

But the SSR is more than just a pretty face paired up with a fire-breathing V8. The SSR's flared front fenders and quarter panels are formed using a blend of modern technology and some traditional methods used to produce the original 1947-1953 design. The stamping process, for example, uses a unique method called "inverted toggle draw," which combines the original toggle draw process and the more recent stretch draw concept. The use of new Grade 5 deep-draw quality steel enables these shapes to be formed without splitting.

Underneath, the SSR incorporates a body-on-frame construction, which is an upper steel unibody mounted on a boxed frame. For 2005, SSR's steering system has been significantly revised, including a retuned valve and t-bar assembly, and a new bearing and friction seal package. These upgrades provide a more precise on-center feel, smoother overall operation and reduced effort at lower speeds. The SSR's stiff frame and specifically tuned suspension provide a boulevard-cruiser ride, yet is responsive enough to handle the added horsepower of the LS2 V8 while also delivering the durability levels expected in a truck.

SSRs equipped with the automatic transmission have standard electronic traction control, an 8.6-inch rear axle, a Torsen differential and massive P295/40R20 rear tires. SSRs equipped with the manual transmission forego the traction control feature and utilize a 9.5-inch rear axle with an Eaton limited slip differential.

As noted earlier, we drove two SSRs — an automatic and a manual. Both had the same $42,430 base price (plus $625 destination charge). The six-speed manual costs an additional $315 even though you lose the traction control. At any rate, the final price including destination charge of the automatic version was $46,350, while the six-speed manual edition came in at $47,515.

In terms of performance, there was little difference between the two editions. The six-speed manual is a honey of a transmission, though, and it made for very pleasant driving. In general, we enjoyed both SSRs more than just about any vehicles we have tested in recent memory. Hooray for GM. R&D