Hummer H3 SUV
Let's face it, since General Motors bought the rights to sell the civilian Hummer H1, three or four of our readers have probably bought one. When GM started selling the Hummer H2 in 2003, a lot of you got excited about the idea of having a 3/4-ton SUV with big tires and a rear locker, but we still haven't seen many of them out on the trail. That may all change now that Hummer has released the trail-friendly sized H3.
This is the first time GM has ever offered a true off-road vehicle that drives like something an enthusiast would actually build. Sure, it's based on the Chevy Colorado platform, but since it's a Hummer, GM engineers were able to actually justify building off-road capability into it.
The Hummer's 3.5L I-5 engine can be lugged way down, yet doesn't mind being revved when we wanted the 220 hp. However, in a full-time four-wheel-drive like this (that weighs 4,700 pounds) we really want V-8 horsepower and torque.
From the driver seat the H3 felt a little cramped until we opened up the enormous sunroof. The power window switches are located too far back on the door panels, and the seats almost need to be adjusted with the doors open. While we're griping, few of the judges liked the H3's high beltline as it makes the windows small and visibility poor.
In town the steering had a heavy on-center feel, possibly related to the full-time four-wheel drive and the manual transmission combination. We didn't detect any wander, but the power-assist ratio could be a little quicker off-center.
The H3's highway ride is OK, but it does wallow over some expansion joints as the long-travel suspension cycles. Again, the engine power isn't there to merge with V-8 SUVs, but at least on a cross-country road trip with the H3 you'd always be ready for a quick trail ride or some backroad exploring.
Once we got it out on the trail, the H3 proved it would be the off-road heavyweight in our test. Our only two off-road complaints are that the front traction control requires a lot of wheel speed to be effective and the front suspension unloads quickly going up steep hills, causing the front tires to lose traction. Otherwise, the H3 is built to handle any trail a new vehicle owner will ever take it on, and the 4:1 transfer case, exceptional rear-axle articulation, and 33-inch-tall tires make this little monster feel right at home crawling over obstacles. It only took GM 98 years to do it, but it's finally got an off-road vehicle to offer its customers.
Likes
-4:1 low range
-Surprisingly good brakes
-Large sunroof makes cabin feel bigger than it is
Dislikes
-Not enough engine power
-Visibility isn't great
-Traction control in front requires lots of wheel speed
Verdict
The greatest off-road vehicle General Motors has ever built
| Specifications | |
| General | |
| Manufacturer | Hummer |
| Model | H3 SUV |
| Base Price | $28,935 |
| Price as Tested | $35,520 |
| Options as Tested | Luxury Package (first-row leather seating surfaces, second-row leather appointed seating, driver and passenger 8-way power and lumbar seats, leather-wrapped steering wheel, shift knob, and boot, AM/FM six-disc in-dash changer, seven-speaker Monsoon sound system with amplifier and rear subwoofer, lighted driver and passenger vanity mirrors, Homelink universal transmitter, oversized front and rear carpeted floor mats with matching trim, oversized cargo area carpeted floor mat), Off road Suspension Package (LT285/75R16 on/off road tires, 4:1 two-speed transfer case, electronically-controlled full-locking rear differential, specially tuned shocks), power sunroof, Chrome Appearance Package (chromed exterior door handles and exterior mirror caps), XM satellite radio, trailer hitch and wiring harness, universal garage door opener |
| Engine | |
| Type | DOHC I-5 |
| Displacement (liters/cubic inches) | 3.5 / 211 |
| Bore & Stroke (inches) | 3.66 x 4.00 |
| Compression Ratio | 10.0:1 |
| Induction Type | Sequential, multiport fuel injection |
| Fuel Req. (octane)/Capacity (gal.) | 87 / 23 |
| SAE Peak Horsepower | 220 @ 5,600 rpm |
| SAE Peak Torque (lb-ft) | 225 @ 2,800 rpm |
| Transmission | |
| Type | Five-speed manual overdrive |
| Model | MA5 |
| Ratios | |
| First: | 3.75:1 |
| Second: | 2.20:1 |
| Third: | 1.37:1 |
| Fourth: | 1.00:1 |
| Fifth: | 0.73:1 |
| Reverse: | 3.67:1 |
| Transfer Case | |
| Type | Two-speed, full-time |
| Model | Borg-Warner |
| Low-range Ratio | 4.03:1 |
| Axles | |
| Front Type | IFS with AAM 7.63-inch center |
| Rear Type | Solid AAM 8-inch with selectable locker |
| Hubs | N/A |
| Ratio | 4.56:1 |
| Suspension | |
| Front | Short/long arms with torsion bars |
| Rear | Live axle, semielliptical longitudinal leaf springs |
| Steering | |
| Type | Power rack-and-pinion |
| Turns Lock-to-Lock/Ratio | 3.25 / 17.1:1 |
| Turning Radius (feet) | 37 |
| Wheels | |
| Size (inches) | 16 x 7.5 |
| Material | Cast-aluminum |
| Tires | |
| Size | LT285/75R16 |
| Brand | Bridgstone Dueler AT |
| Brakes | |
| Front | 12.4-inch discs with ABS |
| Rear | 12.28-inch discs with ABS |
| 60-0 (feet) | 143.93 |
| Acceleration | |
| Standing 1/4-mile (seconds @ mph) | 19.42 @ 72.08 |
| Weight (pounds) | |
| Curb Weight | 4,700 |
| Advertised GVWR | 5,850 |
| Mileage | |
| EPA Estimate (city/hwy. mpg) | 16 / 20 |
| As Tested (mpg) | 10.68 |
| Dimensions (inches) | |
| Wheelbase | 112 |
| Overall Length | 186.5 |
| Overall Width | 85 |
| Overall Height | 73.25 |
| Front/Rear Track | 65.25 / 65.75 |
| Front/Rear Overhang | 30.5 / 43 |
| Min. Front Ground Clearance | 10.125 |