Another H3 Review

[funpilot]

Path or Pavement, H3 Cruises Along

By Brian Corbett
WardsAuto.com, May 27 2005

While improvements are needed, the H3 challenges the Jeep Grand Cherokee for the finest combination of severe off-road capability and daily commuting duty.


MILFORD, MI – The voice crackled over the walkie-talkie in faux disbelief. “Hummers don’t get stuck,” the man said.

But they do, and we are.

Our test drive of the all-new H3 midsize 4-wheel-drive SUV here at General Motors Corp.’s Proving Grounds comes to a halt among a row of cement moguls. One tire is up in the air and two more are digging deeper into the loose gravel with each touch of the gas pedal.

It’s true.


Hummer H3
Hummers do get stuck, even the H1 and H2 fullsize models. Most usually are freed with the vehicle’s winch, or by sliding rocks under the airborne tire for traction. But our tight time schedule prevents us from adequately attempting either measure.

So we call in our situation and ask to be “rescued.”

Another H3 is brought to us, and we leave the man-made trail for the pavement and the o-road portion of our test drive. (The Hummer team quickly freed the trapped H3.)

Don’t be fooled by our successful beaching. The H3 challenges the Jeep Grand Cherokee for the industry’s finest combination of severe off-road capability and daily commuting duty by a moderately priced SUV.

GM would be ecstatic if the H3 is as well-received by consumers as the Grand Cherokee, which racked up U.S. sales of 65,550 units in 2004. Current forecasts call for H3 deliveries to hit about half of that total. But the potential is there – eventually – for bigger sales figures.

Here’s why: The H3 is the best-looking all-new truck GM has turned out since the current-generation Cadillac Escalade SUV debuted in 2001, and it provides a reasonably sized and priced option for Hummer fans turned off by the H2’s tank-like proportions and $50,000-plus price tag.

The H2 is 6.5 ins. (16.5 cm) wider, 4 ins. (10.2 cm) taller (without the roof rack) and nearly 17 ins. (43.2 cm) longer than the H3, which will go where no Hummer has gone before – residential garages and public parking structures.

With its pronounced fender flares, short overhangs and stylishly small windows, the H3’s exterior masterfully walks the line between the athletic physique of its more rugged competitors, the Nissan Xterra and Grand Cherokee, and its well-dressed rivals, the BMW X3, Volvo XC90 and Land Rover LR3.

The cabin’s styling is not as impressive, however.

The vents and center stack are nicely flush with the instrument panel’s surface. Temperature and stereo controls are chunky and soft for easy handling. Gauges are arranged well, and brushed metal is not excessively overused. Consumers also should opt for the slick cashmere interior color, available with the cloth and leather seating.

But the steering wheel probably will draw complaints; drivers with small hands might have trouble wrapping their fingers completely around it. And the buttons for the power windows and locks are located in prime elbow real estate. A window inadvertently was opened during our test drive.

Furthermore, considering H3 pricing begins at $29,500, there is too much hard plastic and many key features are missing. Steering wheel-mounted controls and wood trim, for instance, are not even options on a truck that will sell for about $38,000 fully equipped.

There is no third-row seat, and rear parking assist is unavailable, an important technology for a vehicle that exchanges interior visibility for trendy exterior styling.

Interior space is an issue, too. The H3’s cargo space, 29.5 cu.-ft. (0.8 cu.-m) behind the rear seats and 55.7 cu.-ft. (1.6 cu.-m) with the second row folded down, is inferior to all the aforementioned competitors, save the X3.

But the limited cargo room actually is beneficial for the H3’s 220-hp 3.5L inline 5-cyl., which is overwhelmed – on the road – by the SUV’s 4,700-lb. (2,131-kg) curb weight. GM has chosen to combine one of the segment’s highest curb weights with one of the lowest horsepower ratings. Sluggish might be fine on the path but not the pavement.

More power is needed – a turbocharger or diesel?

Excluding its lethargic engine, the H3 is a pleasure to drive on the highway or country road. The ride is firm. Steering is direct. Wind noise is held to a minimum, which is not an easy task considering the H3’s flat windshield and boxy design. It’s even fun rowing through the gears of the standard 5-speed manual. A 4-speed automatic is optional.

On the trail, the 3.5L performs significantly better. The mill pushes the H3 over logs, through Rubicon Trail-like rock courses and up 16-in. (40.6-cm) vertical steps.

In fact, the scrappy H3 can follow big brother H2 just about anywhere, while most of its midsize acquaintances aren’t meant to get dirty. However, the H3’s shorter wheelbase and narrower track makes it more difficult to control steering direction than the H2 during serious off-road conditions.

Driving the 5-speed manual while crawling over boulders at less than 5 mph (8 km/h) may seem impossible, but it actually is easier than the 4-speed automatic.

In the low-range operating mode, it is not necessary to ride the clutch at even ultra-low speeds due to the stunning 4.03:1 optional low-range transfer case gearing and a 69:1 crawl ratio (the automatic’s is 56:1).

The H3 owns nearly every critical off-road specification vs. its competitors, including ground clearance (9.1 ins. [23.1 cm]), approach angle (38 degrees minimum) and departure angle (36 degrees minimum).

H3’s water fording depth (24 ins.[61 cm]) – a measurement most other competitors don’t bother publicizing – trails the LR3’s 3.5 ins. (8.9) cm. Only the LR3 and XC90 have longer wheelbases.

The H3 is arriving at U.S. dealerships.

[funpilot]

Path or Pavement, H3 Cruises Along

By Brian Corbett
WardsAuto.com, May 27 2005

While improvements are needed, the H3 challenges the Jeep Grand Cherokee for the finest combination of severe off-road capability and daily commuting duty.


MILFORD, MI – The voice crackled over the walkie-talkie in faux disbelief. “Hummers don’t get stuck,” the man said.

But they do, and we are.

Our test drive of the all-new H3 midsize 4-wheel-drive SUV here at General Motors Corp.’s Proving Grounds comes to a halt among a row of cement moguls. One tire is up in the air and two more are digging deeper into the loose gravel with each touch of the gas pedal.

It’s true.


Hummer H3
Hummers do get stuck, even the H1 and H2 fullsize models. Most usually are freed with the vehicle’s winch, or by sliding rocks under the airborne tire for traction. But our tight time schedule prevents us from adequately attempting either measure.

So we call in our situation and ask to be “rescued.”

Another H3 is brought to us, and we leave the man-made trail for the pavement and the o-road portion of our test drive. (The Hummer team quickly freed the trapped H3.)

Don’t be fooled by our successful beaching. The H3 challenges the Jeep Grand Cherokee for the industry’s finest combination of severe off-road capability and daily commuting duty by a moderately priced SUV.

GM would be ecstatic if the H3 is as well-received by consumers as the Grand Cherokee, which racked up U.S. sales of 65,550 units in 2004. Current forecasts call for H3 deliveries to hit about half of that total. But the potential is there – eventually – for bigger sales figures.

Here’s why: The H3 is the best-looking all-new truck GM has turned out since the current-generation Cadillac Escalade SUV debuted in 2001, and it provides a reasonably sized and priced option for Hummer fans turned off by the H2’s tank-like proportions and $50,000-plus price tag.

The H2 is 6.5 ins. (16.5 cm) wider, 4 ins. (10.2 cm) taller (without the roof rack) and nearly 17 ins. (43.2 cm) longer than the H3, which will go where no Hummer has gone before – residential garages and public parking structures.

With its pronounced fender flares, short overhangs and stylishly small windows, the H3’s exterior masterfully walks the line between the athletic physique of its more rugged competitors, the Nissan Xterra and Grand Cherokee, and its well-dressed rivals, the BMW X3, Volvo XC90 and Land Rover LR3.

The cabin’s styling is not as impressive, however.

The vents and center stack are nicely flush with the instrument panel’s surface. Temperature and stereo controls are chunky and soft for easy handling. Gauges are arranged well, and brushed metal is not excessively overused. Consumers also should opt for the slick cashmere interior color, available with the cloth and leather seating.

But the steering wheel probably will draw complaints; drivers with small hands might have trouble wrapping their fingers completely around it. And the buttons for the power windows and locks are located in prime elbow real estate. A window inadvertently was opened during our test drive.

Furthermore, considering H3 pricing begins at $29,500, there is too much hard plastic and many key features are missing. Steering wheel-mounted controls and wood trim, for instance, are not even options on a truck that will sell for about $38,000 fully equipped.

There is no third-row seat, and rear parking assist is unavailable, an important technology for a vehicle that exchanges interior visibility for trendy exterior styling.

Interior space is an issue, too. The H3’s cargo space, 29.5 cu.-ft. (0.8 cu.-m) behind the rear seats and 55.7 cu.-ft. (1.6 cu.-m) with the second row folded down, is inferior to all the aforementioned competitors, save the X3.

But the limited cargo room actually is beneficial for the H3’s 220-hp 3.5L inline 5-cyl., which is overwhelmed – on the road – by the SUV’s 4,700-lb. (2,131-kg) curb weight. GM has chosen to combine one of the segment’s highest curb weights with one of the lowest horsepower ratings. Sluggish might be fine on the path but not the pavement.

More power is needed – a turbocharger or diesel?

Excluding its lethargic engine, the H3 is a pleasure to drive on the highway or country road. The ride is firm. Steering is direct. Wind noise is held to a minimum, which is not an easy task considering the H3’s flat windshield and boxy design. It’s even fun rowing through the gears of the standard 5-speed manual. A 4-speed automatic is optional.

On the trail, the 3.5L performs significantly better. The mill pushes the H3 over logs, through Rubicon Trail-like rock courses and up 16-in. (40.6-cm) vertical steps.

In fact, the scrappy H3 can follow big brother H2 just about anywhere, while most of its midsize acquaintances aren’t meant to get dirty. However, the H3’s shorter wheelbase and narrower track makes it more difficult to control steering direction than the H2 during serious off-road conditions.

Driving the 5-speed manual while crawling over boulders at less than 5 mph (8 km/h) may seem impossible, but it actually is easier than the 4-speed automatic.

In the low-range operating mode, it is not necessary to ride the clutch at even ultra-low speeds due to the stunning 4.03:1 optional low-range transfer case gearing and a 69:1 crawl ratio (the automatic’s is 56:1).

The H3 owns nearly every critical off-road specification vs. its competitors, including ground clearance (9.1 ins. [23.1 cm]), approach angle (38 degrees minimum) and departure angle (36 degrees minimum).

H3’s water fording depth (24 ins.[61 cm]) – a measurement most other competitors don’t bother publicizing – trails the LR3’s 3.5 ins. (8.9) cm. Only the LR3 and XC90 have longer wheelbases.

The H3 is arriving at U.S. dealerships.

[HummerJim]

Took part in the Lake Ozark Offroad Fun Run outside of Camdenton over the weekend. There were about 80 vehicles including two H2s and radio station KTRM's H1 leading the pack with about 30 Jeep Wranlgers. I had the only H3 and it drew more attention than the clothless female sunbathers we encountered in the middle of nowhere (I knew I should have taken my digital camera, to take pictures of the machines of course). I don't even have the adventure package and it negotiated everything very well (although I'm still not real comfortable on the 37% grade hill looking over the hood - even though it's well in the capabilities- call me chicken). One Dakota Hemi got stuck up to his axles in the creek and had to be pulled out by the H1 and one guy really highsided his Wrangler to the point of almost tipping. Then I drove home in comfort with the AC - good honest off road machine even in the base package (5398 miles and loving it more each day).
There's nothing like a Hummer!