Hummer H3
- Thread starter Thai
- Start date
vandert
New member
Well
After all the pics,
I'm thinking about the only thing that I truly just flat out like on that thing is the newly redisigned Bridgestone duelers with the new side tread. Thos things look pretty sick, I used to have those in 285's on my T100 at one poiint but the new design looks 100 times better because of the side biters.
Thanks for the pics, i think I actually like the new Ridgeline better and I don't like it too much. I just don't like the rear Flares on the H3, they look too out of place.
T
After all the pics,
I'm thinking about the only thing that I truly just flat out like on that thing is the newly redisigned Bridgestone duelers with the new side tread. Thos things look pretty sick, I used to have those in 285's on my T100 at one poiint but the new design looks 100 times better because of the side biters.
Thanks for the pics, i think I actually like the new Ridgeline better and I don't like it too much. I just don't like the rear Flares on the H3, they look too out of place.
T
Thai
Elite Member
Here are some more pics of H3's underbody:
http://elcova.com/eve/ubb.x/a/tpc/f/2706067735/m/2591031121
http://elcova.com/eve/ubb.x/a/tpc/f/2706067735/m/2591031121
Thai
Elite Member
Here is Edmunds preview:
http://www.edmunds.com/insideline/do/Drives/FirstDrives/articleId=105684
First Impressions:
It needs more power, but with its comfortable interior, exemplary road manners and class-leading off-road capability, this is GM's best midsize SUV.
http://www.edmunds.com/insideline/do/Drives/FirstDrives/articleId=105684
First Impressions:
It needs more power, but with its comfortable interior, exemplary road manners and class-leading off-road capability, this is GM's best midsize SUV.
Thai
Elite Member
2006 HUMMER H3
A rock climber with the right genes.
by Marty Padgett (2005-05-23)
GM's HUMMER division is at its tipping point. Will it be sidelined into history because of its in-your-face military connotations? Or will the addition of a smaller, kinder, and somewhat gentler HUMMER give it the legs to become a permanent member of the General Motors hierarchy?
What, you thought we'd answer all those questions in 1000 words or less?
What we can tell you is that the new H3, regardless of how well it sells, is authentically a HUMMER. It can go to places off-road that only endangered species occupy. It can weave its way through city traffic more deftly than anything this capable has a right to. And with a base price of less than $30,000, it's strikingly affordable for the image it brings with it. After all, when was the last time you saw an Explorer or a Grand Cherokee delivering supplies to Tikrit?
Politically incorrect
The H3's been born into a world where, surreally, the way you vote dictates your affection for its brutish shape and globe-trotting toughness. But there's no debating that the H3 looks every bit the HUMMER, despite the fact that the H3 is derived from GM's compact pickups. In fact, it's only six and a half inches narrower than the bigger H2, though it's nearly 17 inches shorter. The sidecars that envelope the wide-track wheels are entirely appropriate, and don't look tacked-on as they easily could. HUMMER designers got the core elements right: the windows are short, squared-off, and flush and the corners are brusque and unapologetic.
There's also little to challenge the H3 on when it comes to off-road hardware. Since it's based on the GM global compact truck platform that spawned the Chevy Colorado and GMC Canyon (and is built alongside those vehicles in Shreveport, Louisiana), the H3 sports a ladder frame with boxed members, which means it's no unibody wuss like a RAV4. The front suspension may be independent as God meant it to be, but the Hotchkiss rear is what gives the H3 its goat-like endurance on rocky non-roads. And to make sure the H3's more delicate innards survive the clamber to the top of some yet-unnamed pile of boulders, it wears a front skid plate, a steel plate over its oil pan, and shields over the transfer case and the fuel tank.
The H3 clambers around on standard four-wheel drive with a two-speed transfer case and a low-range gear for the trickiest off-road obstacles; the standard low-range ratio is 2.64:1, but a 4.03:1 ratio is available for the nutso off-roaders who will actually spend the cash on the H3 and risk denting its military-chic metal. All H3s sport a locking center differential and a locking rear differential can be had too, giving more options than the casual user will comprehend and less of the electronic decision-making that vehicles like the Land Rover LR3 offer up.
All this, plus the 9.1-inch ground clearance and available 33-inch knobbier tires give the H3 truly awesome off-roadability. HUMMER promises the H3 can ford two-foot-deep stream and climb a 16-inch vertical barrier, and it's tempting to test the H3's limits because it's so tractable off-road. Once you get used to the scraping noises generated as middle-sized rocks pass beneath, or as you slide from one boulder face to the next, it's easy to wonder why anyone truly interested in SUVs would choose anything less capable than this, or a Rubicon Jeep.
We strode large rocks through Arizona 's Woodpecker Trail with barely a groan from the skid plates. And with the standard five-speed manual transmission, the H3 trundled over the boulders at idle like a tractor.
Power bulge
The tantalizing trail-riding talent built into the H3 makes its lackluster powertrain more tolerable. Under the hood, GM's in-line five-cylinder engine churns out 220 horsepower and 225 pound-feet of torque. The flaw here isn't smoothness, it's power. Hauling around the 4700-lb H3 is more than the 3.5-liter engine can hustle with authority. HUMMER says it takes 10.3 seconds to accelerate to 60 mph, about the equivalent of a Honda Element or Scion xB. However the H3 should be capable of 20 mpg, a huge leap forward from the H2's 11 mpg.
Still, it's surprising how usable the H3 feels in urban settings. On the streets of Phoenix, the H3's quick steering and relatively flat roadholding makes it more nimble than you'd ever expect, and a 37-foot turning circle lets it slip into parking spaces the H2 can only dream of. Stability control is available, as are curtain airbags. And the H3 will tow 4500 pounds, undoubtedly making it right-lane-only material but giving it useful creds when hauling boats to the lake - or fellow off-roaders out of the muck.
The interior is the nicest yet in a HUMMER, which isn't the backhanded compliment it seems to be. Cabin headroom soars, and rear-set legroom is fine. The front seats are supportive, but the rear bench is a low one, and dark too with the optional black interior. OnStar, leather trim, satellite radio, a DVD navigation system, and a CD changer are optional concessions to HUMMER's position as an upscale brand, as is the stylish metallic faceplate on the dash.
The H3 will be available with two optional packages - Adventure and Luxury. The Adventure Series includes key off-road performance equipment such as huge 33-inch tires, a 4:1 electronic transfer case, and locking rear differential. The Luxury Series includes amenities such as heated leather seats and a leather-wrapped steering wheel. The Adventure and Luxury series can be combined as well, for a truck offering the best of both worlds. Stand-alone options include the automatic, a huge sunroof, XM Satellite Radio, six-disc CD changer, and Monsoon speakers.
Now that gas prices finally have crunched down on the massive H2's sales, HUMMER needs the H3 to cross over to a new set of shoppers not so hung up on the roots of the brand but drawn instead to the H3's usability and rugged demeanor. GM execs are shying away from pegging H3 sales but indicate that anything less than 40,000 units a year will be a disappointment, both for its bean counters and its market soothsayers.
It should avoid that trouble, although it's hard to imagine crowds thronging for the H3 as they did for the H2 at its launch just a few short years ago. The H3 - like the Land Rover Freelander, Nissan Xterra, Toyota 4Runner, and somewhat like the Jeep Grand Cherokee - will appeal to those who like their SUVs with a strong shot of authenticity.
A rock climber with the right genes.
by Marty Padgett (2005-05-23)
GM's HUMMER division is at its tipping point. Will it be sidelined into history because of its in-your-face military connotations? Or will the addition of a smaller, kinder, and somewhat gentler HUMMER give it the legs to become a permanent member of the General Motors hierarchy?
What, you thought we'd answer all those questions in 1000 words or less?
What we can tell you is that the new H3, regardless of how well it sells, is authentically a HUMMER. It can go to places off-road that only endangered species occupy. It can weave its way through city traffic more deftly than anything this capable has a right to. And with a base price of less than $30,000, it's strikingly affordable for the image it brings with it. After all, when was the last time you saw an Explorer or a Grand Cherokee delivering supplies to Tikrit?
Politically incorrect
The H3's been born into a world where, surreally, the way you vote dictates your affection for its brutish shape and globe-trotting toughness. But there's no debating that the H3 looks every bit the HUMMER, despite the fact that the H3 is derived from GM's compact pickups. In fact, it's only six and a half inches narrower than the bigger H2, though it's nearly 17 inches shorter. The sidecars that envelope the wide-track wheels are entirely appropriate, and don't look tacked-on as they easily could. HUMMER designers got the core elements right: the windows are short, squared-off, and flush and the corners are brusque and unapologetic.
There's also little to challenge the H3 on when it comes to off-road hardware. Since it's based on the GM global compact truck platform that spawned the Chevy Colorado and GMC Canyon (and is built alongside those vehicles in Shreveport, Louisiana), the H3 sports a ladder frame with boxed members, which means it's no unibody wuss like a RAV4. The front suspension may be independent as God meant it to be, but the Hotchkiss rear is what gives the H3 its goat-like endurance on rocky non-roads. And to make sure the H3's more delicate innards survive the clamber to the top of some yet-unnamed pile of boulders, it wears a front skid plate, a steel plate over its oil pan, and shields over the transfer case and the fuel tank.
The H3 clambers around on standard four-wheel drive with a two-speed transfer case and a low-range gear for the trickiest off-road obstacles; the standard low-range ratio is 2.64:1, but a 4.03:1 ratio is available for the nutso off-roaders who will actually spend the cash on the H3 and risk denting its military-chic metal. All H3s sport a locking center differential and a locking rear differential can be had too, giving more options than the casual user will comprehend and less of the electronic decision-making that vehicles like the Land Rover LR3 offer up.
All this, plus the 9.1-inch ground clearance and available 33-inch knobbier tires give the H3 truly awesome off-roadability. HUMMER promises the H3 can ford two-foot-deep stream and climb a 16-inch vertical barrier, and it's tempting to test the H3's limits because it's so tractable off-road. Once you get used to the scraping noises generated as middle-sized rocks pass beneath, or as you slide from one boulder face to the next, it's easy to wonder why anyone truly interested in SUVs would choose anything less capable than this, or a Rubicon Jeep.
We strode large rocks through Arizona 's Woodpecker Trail with barely a groan from the skid plates. And with the standard five-speed manual transmission, the H3 trundled over the boulders at idle like a tractor.
Power bulge
The tantalizing trail-riding talent built into the H3 makes its lackluster powertrain more tolerable. Under the hood, GM's in-line five-cylinder engine churns out 220 horsepower and 225 pound-feet of torque. The flaw here isn't smoothness, it's power. Hauling around the 4700-lb H3 is more than the 3.5-liter engine can hustle with authority. HUMMER says it takes 10.3 seconds to accelerate to 60 mph, about the equivalent of a Honda Element or Scion xB. However the H3 should be capable of 20 mpg, a huge leap forward from the H2's 11 mpg.
Still, it's surprising how usable the H3 feels in urban settings. On the streets of Phoenix, the H3's quick steering and relatively flat roadholding makes it more nimble than you'd ever expect, and a 37-foot turning circle lets it slip into parking spaces the H2 can only dream of. Stability control is available, as are curtain airbags. And the H3 will tow 4500 pounds, undoubtedly making it right-lane-only material but giving it useful creds when hauling boats to the lake - or fellow off-roaders out of the muck.
The interior is the nicest yet in a HUMMER, which isn't the backhanded compliment it seems to be. Cabin headroom soars, and rear-set legroom is fine. The front seats are supportive, but the rear bench is a low one, and dark too with the optional black interior. OnStar, leather trim, satellite radio, a DVD navigation system, and a CD changer are optional concessions to HUMMER's position as an upscale brand, as is the stylish metallic faceplate on the dash.
The H3 will be available with two optional packages - Adventure and Luxury. The Adventure Series includes key off-road performance equipment such as huge 33-inch tires, a 4:1 electronic transfer case, and locking rear differential. The Luxury Series includes amenities such as heated leather seats and a leather-wrapped steering wheel. The Adventure and Luxury series can be combined as well, for a truck offering the best of both worlds. Stand-alone options include the automatic, a huge sunroof, XM Satellite Radio, six-disc CD changer, and Monsoon speakers.
Now that gas prices finally have crunched down on the massive H2's sales, HUMMER needs the H3 to cross over to a new set of shoppers not so hung up on the roots of the brand but drawn instead to the H3's usability and rugged demeanor. GM execs are shying away from pegging H3 sales but indicate that anything less than 40,000 units a year will be a disappointment, both for its bean counters and its market soothsayers.
It should avoid that trouble, although it's hard to imagine crowds thronging for the H3 as they did for the H2 at its launch just a few short years ago. The H3 - like the Land Rover Freelander, Nissan Xterra, Toyota 4Runner, and somewhat like the Jeep Grand Cherokee - will appeal to those who like their SUVs with a strong shot of authenticity.
snap315
New member
It Might Be Too Little Too Late for GM
The Hummer H3 looks good on paper for the most part.
It's that pathetic engine which might doom this latest attempt by GM to recapture some of the truly offroad capable SUV market.
While I understand why they offered that tiny, but fuel effecient engine, I DO NOT understand why they didn't also offer something with decent power for those who want it.
I've talked to GM and they say either a Supercharged I5 or the LS2 V8 might be offered in a year or two.
Too bad for them I'm in the market for a new SUV now.
Once my 4Runner arrives I'll be selling my current vehicle, a 4Dr 4x4 S10 Blazer.
Goodbye GM.
For me and my needs, the H3 is too little too late.
The Hummer H3 looks good on paper for the most part.
It's that pathetic engine which might doom this latest attempt by GM to recapture some of the truly offroad capable SUV market.
While I understand why they offered that tiny, but fuel effecient engine, I DO NOT understand why they didn't also offer something with decent power for those who want it.
I've talked to GM and they say either a Supercharged I5 or the LS2 V8 might be offered in a year or two.
Too bad for them I'm in the market for a new SUV now.
Once my 4Runner arrives I'll be selling my current vehicle, a 4Dr 4x4 S10 Blazer.
Goodbye GM.
For me and my needs, the H3 is too little too late.
lexusnut
New member
Whenever we see that H2 thing on the road it reminds me of someone scrached OINK on the side of one H2. It seemed so tight for that car. It really does look like a pig, big, fat, the front is like the pigs nose.. I don't mean to ofend anyone who is a fan of the H2, but i think GM did a bad BAD job on it's design. Just ugly. The original Hummer, you know, one army uses, Even though it is boxy it is very very SUV the ultimate suv. I'd get myseld one of those, but the H2 .. naaa. 
Thai
Elite Member
AUTOWEEK Article, Part I
2006 Hummer H3
Saved in Translation: Newest Hummer more than a reskinned Chevy
ANDREW LUU
Published Date: 5/30/05
ON SALE: Now
BASE PRICE: $29,500
POWERTRAIN: 3.5-liter, 220-hp, 225-lb-ft I5; 4wd, five-speed manual
CURB WEIGHT: 4700 lbs
0 to 60 MPH: 10 seconds (mfr.)
Our first encounter with the Hummer H3 at January
2006 Hummer H3
Saved in Translation: Newest Hummer more than a reskinned Chevy
ANDREW LUU
Published Date: 5/30/05
ON SALE: Now
BASE PRICE: $29,500
POWERTRAIN: 3.5-liter, 220-hp, 225-lb-ft I5; 4wd, five-speed manual
CURB WEIGHT: 4700 lbs
0 to 60 MPH: 10 seconds (mfr.)
Our first encounter with the Hummer H3 at January
Thai
Elite Member
AUTOWEEK Article, Part II
The cockpit takes a less utilitarian, in-your-face approach. The interior is simple and functional with the gauges and center controls trimmed in brushed metal. There is some hard plastic, mainly on the dash and the upper door panels. Cloth seats are standard, while optional leather seats with contrasting trim, like those found in the Land Rover Range Rover, give the H3 an upscale look.
The steering wheel provides a thick, beefy grip befitting the rugged Hummer persona. So, too, does the floor-mounted shift lever for the automatic transmission.
We first sampled a five-speed- manual H3 on pavement. Shift action is truck-like, which is to say, long and bulky. The gearbox, part of the 10 percent carried over from Colorado, performs with a minimum of fuss.
There is fuss, though, if you try highway-passing maneuvers at 60 mph, or suicide merges from parking lots into two lanes of traffic.
Downshifting is a slow process that takes some getting used to. With peak torque at 2800 rpm and peak power at 5600 rpm, we often found it necessary to run to redline in second and third gears around the city. Even making a quick pass on the highway at 65 mph forced us to downshift to third. This will make it hard for owners to match the EPA
The cockpit takes a less utilitarian, in-your-face approach. The interior is simple and functional with the gauges and center controls trimmed in brushed metal. There is some hard plastic, mainly on the dash and the upper door panels. Cloth seats are standard, while optional leather seats with contrasting trim, like those found in the Land Rover Range Rover, give the H3 an upscale look.
The steering wheel provides a thick, beefy grip befitting the rugged Hummer persona. So, too, does the floor-mounted shift lever for the automatic transmission.
We first sampled a five-speed- manual H3 on pavement. Shift action is truck-like, which is to say, long and bulky. The gearbox, part of the 10 percent carried over from Colorado, performs with a minimum of fuss.
There is fuss, though, if you try highway-passing maneuvers at 60 mph, or suicide merges from parking lots into two lanes of traffic.
Downshifting is a slow process that takes some getting used to. With peak torque at 2800 rpm and peak power at 5600 rpm, we often found it necessary to run to redline in second and third gears around the city. Even making a quick pass on the highway at 65 mph forced us to downshift to third. This will make it hard for owners to match the EPA
Thai
Elite Member
Here's another review of the H3:
http://www.thecarconnection.com/Vehicle_Reviews/SUVs_Wagons/2006_HUMMER_H3.S181.A8658.html
http://www.thecarconnection.com/Vehicle_Reviews/SUVs_Wagons/2006_HUMMER_H3.S181.A8658.html
Test Drive: 2006 Hummer H3
Review and photos by Jil McIntosh
http://www.canadiandriver.com/articles/jm/06h3.htm
In a marketplace where SUVs are getting bigger, Hummer is moving in the opposite direction. First there was the military-based H1, and then the almost-as-imposing H2; now, for 2006, there's the all-new H3.
Although it's tempting to call it a "baby Hummer", it's still at the top end of midsize. It's based on the Chevrolet Colorado/GMC Canyon pickup, which will have many people dismissing it as simply a big box grafted onto a truck chassis, but that's not the case. The H3 is one of the more capable off-road SUVs out there, and although it doesn't have the sheer grunt of its two older brothers, its smaller size and nimbler handling means it can be the best of the three on close-coupled trails.
The problem, of course, is that the vast majority of buyers take it no deeper than the urban jungle, where its sheer bulk and high fuel consumption are so over-the-top that I was embarrassed by the disapproval of other drivers at traffic lights, and the smirks of those filling up compacts at the gas station. (Although for some reason, 20-something women just eat this thing up; if you're a 20-something guy, this is your ticket to paradise.)
Built alongside the Colorado and Canyon in Shreveport, Louisiana, the H3 is the first Hummer made entirely by GM, without assistance from AM General. At the moment, all H3s are produced there, in one configuration; in future, a South African plant will supply the European market, and build H3s with market-specific alternatives, including right-hand-drive and a diesel engine.
The Shreveport facility dictated the H3's design. Originally it was meant to be slab-sided like its siblings, but the assembly line couldn't accommodate the extra width, and so composite fenders are added later in the process. They look surprisingly good, and do not compromise the design, which is unmistakably Hummer. Many people thought my test vehicle was an H2 until they took a closer look.
The H3 also shares the Colorado's 3.5-litre, 220 hp inline five-cylinder engine, which could turn out to be an issue with buyers since it's the only powerplant available. A bigger engine simply won't fit, and the European diesel isn't planned for North America. Moving the H3's bulk - 2,131 kg, or 4,700 lbs - is a lot to ask, and so acceleration is leisurely and long inclines will have you wishing for more power. Energuide reports fuel consumption at 14.7 L/100 km in the city, but in combined driving with an automatic transmission, I recorded a thirsty 17.3 L/100 km (which is also 17 mpg Imperial).
The base H3 starts at $39,995 with five-speed manual, although it doesn't take long to load up the price tag with extras, including an available $1,920 four-speed automatic transmission, an enormous $1,160 power sunroof, $1,340 Adventure Series package for off-roading, and a $4,390 Luxury Series that, when added, stacks the H3 price-wise against the Jeep Grand Cherokee.
The H3 uses a two-speed Borg-Warner transfer case, and its full-time four-wheel-drive splits the torque 40/60 front-to-rear. There's shift-on-the-fly 4High, and 4Low with 2.64:1 gear reduction. The Adventure Series reduces the final drive ratio to 4.03:1 and includes an electronic locking rear differential, which should take you through pretty much anything. The H3 has 231 mm (9.1 inches) of ground clearance, can ford up to 60 cm (24 inches) of water, can climb 40 cm (16 inch) vertical steps, and can tow 2,041 kg (4,500 lbs); StabiliTrak stability control program is included with the automatic transmission.
The Luxury Series, meanwhile, adds such amenities as a six-CD player with Monsoon speakers, eight-way power seat, and leather upholstery that's attractively trimmed with contrasting piping; it looks like you took this to a shop and had the seats custom-made. That's on top of the standard H3 features, which include power windows and locks, 60/40 folding second-row seats, air conditioning, OnStar, traction control, fog lights and bumper-mounted recovery loops.
The H3's interior is one of the best GM has turned out in a long time, with quality materials and superb fit-and-finish. The designers continued the theme of a square box with round wheels throughout the vehicle: control dials are big, easy-to-use and rubberized, with a tread that makes them look like tires, while the centre stack is all sharp angles. The outside mirrors mimic the narrow windows, and the fender lines are softened only slightly on the edges. The company often has a tendency to combine squares and swoops, with awkward results (such as on the Chevrolet SSR's rounded body and flat fenders), and so the H3's purposeful, singular design cues are a welcome advance. It isn't handsome in the traditional sense, but you're still compelled to look at it.
The tailgate swings out and is hinged on the left; the weight of the spare tire means a bit of grunt to get it going, but once the gate starts to swing in, it all but closes itself. With the rear seats up, there's 65 cm of cargo space; they fold to increase that to 145 cm, although they don't fold flat in line with the cargo floor, leaving a 15 cm rise. The rear seat offers considerable legroom, and even a long trip will not be a hardship for passengers back there.
The H3 is all testosterone; it's a tall step up for the vertically-challenged, the steering wheel is too chunky for small hands, and both the auto and manual shifters are huge. The window buttons are set back in the door handle, and if you have to sit close to connect with the pedals, as I do (they aren't available with power adjust), you'll have to reach back to adjust the glass. GM says it's expecting 40 per cent female buyers, as opposed to the 20 per cent the H2 commands, but my guess is that it really translates into more women accepting their husbands buying an H3 as their primary transportation, as opposed to women actually buying these trucks for themselves.
The H3 has an extremely tight turning radius, which makes it easy to manoeuvre, although its high sides and short windows aren't the final word in visibility. The huge all-terrain tires contribute a floaty ride, especially on the highway; at times, it almost feels like you're riding in a hovercraft. The suspension features 46 mm monotube gas-charged shocks at each corner, with front and rear stabilizer bars, short long arm (SLA) torsion bars in front, and leaf springs in rear. Everything in the undercarriage is tucked up inside the heavy steel frame, including the exhaust; the H3 has been very thoughtfully designed for the roughest trails.
Locking the system into 4High or 4Low is a simple matter; just press a button on the dash and wait until it stops flashing. The optional locking rear differential is engaged the same way. I had the opportunity to drive an H3 on an off-road course, including a slippery 45-degree slope that the instructor didn't think the truck could tackle, but it did, and it gave me a newfound respect for its ability. At home, it was fun to enter my rural driveway by driving off the road, down and up the ditch, over a hill and then up another hill to a spot by the house. A couple of times I finished up to realize that other drivers had stopped to watch the show. Of course, that's probably one of the few H3s that will ever be asked to perform even that light duty.
The H3's base price puts it $26,395 under the H2. The cynic in me wonders if the majority of buyers will be those who really want an H2 but are settling for the Hummer they can afford, as opposed to wanting the H3 strictly for itself. It's not as ridiculous as the H2, a vehicle many buyers might have purchased because they really wanted the $125,000-plus H1, but it still doesn't know the meaning of the word "practical". If you're willing to get this truck dirty and scratched up out on the trail, it's one heck of a utility vehicle that'll handle the worst you can throw at it while coddling you in comfort. If you're not, it's just a well-made and well-designed, oversized and overdone gas-guzzler stuck on a downtown street.
Technical Data: 2006 Hummer H3
Base price $39,995
Options $10,050 (Luxury Series $4,390; 4-speed automatic $1,920; off-road suspension package $1,340; chrome appearance package $1,230; power sunroof $1,160; trailer hitch and harness $395; $385 credit against CD player due to Luxury Series upgrade
Freight $1,050
A/C tax $100
Price as tested $51,195
Type 4-door, 5-passenger midsize SUV
Layout Front engine/four-wheel-drive
Engine 3.5-litre inline 5, DOHC, 20 valves
Horsepower 220 @ 5600 rpm
Torque 225 @ 2800 rpm
Transmission 4-speed automatic
Tires LT285/75R16 Bridgestone Dueler all-terrain
Curb weight 2131 kg (4700 lbs.)
Wheelbase 2842 mm (111.9 in.)
Length 4742 mm (186.7 in.)(with rear tire carrier)
Width 1897 mm (74.7 in.)(without mirrors)
Height 1892 mm (74.5 in.)
Ground clearance 231 mm (9.1 in.)
Approach angle 39.4 degrees (with 33-inch tire)
Departure angle 36.5 degrees (with 33-inch tire)
Maximum towed load 2041 kg (4500 lbs.)
Cargo capacity 835 litres (29.5 cu. ft.)
Fuel consumption City: 14.7 L/100km (19 mpg Imperial
Hwy: 11.4 L/100km (25 mpg Imperial)
Warranty 3 yrs/60,000 km
Powertrain Warranty 3 yrs/60,000 km
Review and photos by Jil McIntosh
http://www.canadiandriver.com/articles/jm/06h3.htm
In a marketplace where SUVs are getting bigger, Hummer is moving in the opposite direction. First there was the military-based H1, and then the almost-as-imposing H2; now, for 2006, there's the all-new H3.
Although it's tempting to call it a "baby Hummer", it's still at the top end of midsize. It's based on the Chevrolet Colorado/GMC Canyon pickup, which will have many people dismissing it as simply a big box grafted onto a truck chassis, but that's not the case. The H3 is one of the more capable off-road SUVs out there, and although it doesn't have the sheer grunt of its two older brothers, its smaller size and nimbler handling means it can be the best of the three on close-coupled trails.
The problem, of course, is that the vast majority of buyers take it no deeper than the urban jungle, where its sheer bulk and high fuel consumption are so over-the-top that I was embarrassed by the disapproval of other drivers at traffic lights, and the smirks of those filling up compacts at the gas station. (Although for some reason, 20-something women just eat this thing up; if you're a 20-something guy, this is your ticket to paradise.)
Built alongside the Colorado and Canyon in Shreveport, Louisiana, the H3 is the first Hummer made entirely by GM, without assistance from AM General. At the moment, all H3s are produced there, in one configuration; in future, a South African plant will supply the European market, and build H3s with market-specific alternatives, including right-hand-drive and a diesel engine.
The Shreveport facility dictated the H3's design. Originally it was meant to be slab-sided like its siblings, but the assembly line couldn't accommodate the extra width, and so composite fenders are added later in the process. They look surprisingly good, and do not compromise the design, which is unmistakably Hummer. Many people thought my test vehicle was an H2 until they took a closer look.
The H3 also shares the Colorado's 3.5-litre, 220 hp inline five-cylinder engine, which could turn out to be an issue with buyers since it's the only powerplant available. A bigger engine simply won't fit, and the European diesel isn't planned for North America. Moving the H3's bulk - 2,131 kg, or 4,700 lbs - is a lot to ask, and so acceleration is leisurely and long inclines will have you wishing for more power. Energuide reports fuel consumption at 14.7 L/100 km in the city, but in combined driving with an automatic transmission, I recorded a thirsty 17.3 L/100 km (which is also 17 mpg Imperial).
The base H3 starts at $39,995 with five-speed manual, although it doesn't take long to load up the price tag with extras, including an available $1,920 four-speed automatic transmission, an enormous $1,160 power sunroof, $1,340 Adventure Series package for off-roading, and a $4,390 Luxury Series that, when added, stacks the H3 price-wise against the Jeep Grand Cherokee.
The H3 uses a two-speed Borg-Warner transfer case, and its full-time four-wheel-drive splits the torque 40/60 front-to-rear. There's shift-on-the-fly 4High, and 4Low with 2.64:1 gear reduction. The Adventure Series reduces the final drive ratio to 4.03:1 and includes an electronic locking rear differential, which should take you through pretty much anything. The H3 has 231 mm (9.1 inches) of ground clearance, can ford up to 60 cm (24 inches) of water, can climb 40 cm (16 inch) vertical steps, and can tow 2,041 kg (4,500 lbs); StabiliTrak stability control program is included with the automatic transmission.
The Luxury Series, meanwhile, adds such amenities as a six-CD player with Monsoon speakers, eight-way power seat, and leather upholstery that's attractively trimmed with contrasting piping; it looks like you took this to a shop and had the seats custom-made. That's on top of the standard H3 features, which include power windows and locks, 60/40 folding second-row seats, air conditioning, OnStar, traction control, fog lights and bumper-mounted recovery loops.
The H3's interior is one of the best GM has turned out in a long time, with quality materials and superb fit-and-finish. The designers continued the theme of a square box with round wheels throughout the vehicle: control dials are big, easy-to-use and rubberized, with a tread that makes them look like tires, while the centre stack is all sharp angles. The outside mirrors mimic the narrow windows, and the fender lines are softened only slightly on the edges. The company often has a tendency to combine squares and swoops, with awkward results (such as on the Chevrolet SSR's rounded body and flat fenders), and so the H3's purposeful, singular design cues are a welcome advance. It isn't handsome in the traditional sense, but you're still compelled to look at it.
The tailgate swings out and is hinged on the left; the weight of the spare tire means a bit of grunt to get it going, but once the gate starts to swing in, it all but closes itself. With the rear seats up, there's 65 cm of cargo space; they fold to increase that to 145 cm, although they don't fold flat in line with the cargo floor, leaving a 15 cm rise. The rear seat offers considerable legroom, and even a long trip will not be a hardship for passengers back there.
The H3 is all testosterone; it's a tall step up for the vertically-challenged, the steering wheel is too chunky for small hands, and both the auto and manual shifters are huge. The window buttons are set back in the door handle, and if you have to sit close to connect with the pedals, as I do (they aren't available with power adjust), you'll have to reach back to adjust the glass. GM says it's expecting 40 per cent female buyers, as opposed to the 20 per cent the H2 commands, but my guess is that it really translates into more women accepting their husbands buying an H3 as their primary transportation, as opposed to women actually buying these trucks for themselves.
The H3 has an extremely tight turning radius, which makes it easy to manoeuvre, although its high sides and short windows aren't the final word in visibility. The huge all-terrain tires contribute a floaty ride, especially on the highway; at times, it almost feels like you're riding in a hovercraft. The suspension features 46 mm monotube gas-charged shocks at each corner, with front and rear stabilizer bars, short long arm (SLA) torsion bars in front, and leaf springs in rear. Everything in the undercarriage is tucked up inside the heavy steel frame, including the exhaust; the H3 has been very thoughtfully designed for the roughest trails.
Locking the system into 4High or 4Low is a simple matter; just press a button on the dash and wait until it stops flashing. The optional locking rear differential is engaged the same way. I had the opportunity to drive an H3 on an off-road course, including a slippery 45-degree slope that the instructor didn't think the truck could tackle, but it did, and it gave me a newfound respect for its ability. At home, it was fun to enter my rural driveway by driving off the road, down and up the ditch, over a hill and then up another hill to a spot by the house. A couple of times I finished up to realize that other drivers had stopped to watch the show. Of course, that's probably one of the few H3s that will ever be asked to perform even that light duty.
The H3's base price puts it $26,395 under the H2. The cynic in me wonders if the majority of buyers will be those who really want an H2 but are settling for the Hummer they can afford, as opposed to wanting the H3 strictly for itself. It's not as ridiculous as the H2, a vehicle many buyers might have purchased because they really wanted the $125,000-plus H1, but it still doesn't know the meaning of the word "practical". If you're willing to get this truck dirty and scratched up out on the trail, it's one heck of a utility vehicle that'll handle the worst you can throw at it while coddling you in comfort. If you're not, it's just a well-made and well-designed, oversized and overdone gas-guzzler stuck on a downtown street.
Technical Data: 2006 Hummer H3
Base price $39,995
Options $10,050 (Luxury Series $4,390; 4-speed automatic $1,920; off-road suspension package $1,340; chrome appearance package $1,230; power sunroof $1,160; trailer hitch and harness $395; $385 credit against CD player due to Luxury Series upgrade
Freight $1,050
A/C tax $100
Price as tested $51,195
Type 4-door, 5-passenger midsize SUV
Layout Front engine/four-wheel-drive
Engine 3.5-litre inline 5, DOHC, 20 valves
Horsepower 220 @ 5600 rpm
Torque 225 @ 2800 rpm
Transmission 4-speed automatic
Tires LT285/75R16 Bridgestone Dueler all-terrain
Curb weight 2131 kg (4700 lbs.)
Wheelbase 2842 mm (111.9 in.)
Length 4742 mm (186.7 in.)(with rear tire carrier)
Width 1897 mm (74.7 in.)(without mirrors)
Height 1892 mm (74.5 in.)
Ground clearance 231 mm (9.1 in.)
Approach angle 39.4 degrees (with 33-inch tire)
Departure angle 36.5 degrees (with 33-inch tire)
Maximum towed load 2041 kg (4500 lbs.)
Cargo capacity 835 litres (29.5 cu. ft.)
Fuel consumption City: 14.7 L/100km (19 mpg Imperial
Hwy: 11.4 L/100km (25 mpg Imperial)
Warranty 3 yrs/60,000 km
Powertrain Warranty 3 yrs/60,000 km
bigbill25
New member
CNN Review
http://www.cnn.com/2005/AUTOS/carreviews/08/15/hummer_h3/
Hummer H3: Smaller but still a Hummer
For better or worse, the newest Hummer mostly shares the familiar personality.
August 18, 2005; Posted: 2:58 p.m. EDT (1858 GMT)
By Peter Valdes-Dapena, CNN/Money staff writer
NEW YORK (CNN/Money) - If General Motors created a Hummer and everybody liked it, would it still be a Hummer?
Of course not. The major appeal of the Hummer is that it's not everyone's cup of extra-strong coffee.
Hummer owners, I would suspect, like the fact that their vehicles are somewhat difficult to live with. Even the Hummer H2, which was designed as a more palatable alternative to the original Hummer, is difficult to see out of and doesn't fit well into the typical parking space. It also gets dreadful gas mileage.
The new Hummer H3, which is smaller yet than the H2, is considerably easier to manage in the real world. Its gas mileage, at 19 miles per gallon on the highway with the automatic transmission, is in line with other SUVs of its size.
But for those who want to try out the ascetic Hummer lifestyle, it still has the trademark poor visibility and ultra-truck-like ride and handling.
Don't worry. This is no mommy-mobile. The H3 is still designed for true Hummer fans.
Without a doubt, it is the best looking Hummer yet. Unlike the Hummer H2, it actually has a shape. Where the H2 looks like a giant metal box on wheels, the H3 looks lean and strong. It's aggressive rather than just imposing.
Athletic appearance not withstanding, the H3's "lazy fat guy" power-to-weight ratio is going to be hard to swallow, even for true Hummer fans. Its 3.5-liter 5-cylinder engine produces 220 horsepower and 225 foot-pounds of torque.
Maybe that sounds OK when you compare it to the Jeep Grand Cherokee's base V-6 engine, which puts out 210 horsepower and 235 foot-pounds of torque. But the Hummer H3 is lugging around over 900 pounds more weight than the Grand Cherokee.
It feels OK cruising around town but try to get some serious acceleration going -- especially if you happen to be going uphill -- and your macho ride suddenly feels like a six-year-old pulling a wagon full of cinder blocks.
About the ride
By the way, if you're considering the Hummer, I would strongly suggest the automatic transmission, a $1,700 option, for safety reasons. It comes with StabiliTrak, GM's stability-control program, a computerized system that helps prevent rollovers and loss of control during abrupt maneuvers.
Given that the H3 is particularly narrow and tall, a profile that generally maximizes the tendency to tip over, I wouldn't take an H3 without stability control.
The rear suspension is good old-fashioned leaf springs on a big solid axle, so the ride is bouncy and rough. Hummers are supposed to feel like they don't really belong on paved roads, though, so the effect is lively but livable. Actually, I found it kind of fun.
Then again, in my younger days I happily drove a 4x4 with solid axles in the front and the rear. After that, I can't object to much.
Inside, GM's interior designers did a really nice job with the H3. The look is sportier and more modern than the deliberately unfinished look of the Hummer H2. My test model had leather seating surfaces, part of a $1,300 option package. The big, beefy leather-wrapped steering wheel was just great.
Less great was the nasty hard plastic on the dash and door panels. That was a real let-down especially on an interior that was otherwise so nice.
Visibility, especially out the side and back, is sacrificed for the sake of the tiny-windowed armored-truck look.
So even though the H3 is a lot easier to park than the H2, it still requires a lot of guesswork as cars behind you disappear from view at a distance of several feet. There is no optional back-up warning system, either, to let you know when you're getting close to something as you back up.
To make matters worse, big metal "recovery hooks" on the front and back bumpers will maximize the penalty for any vehicle that dares to park in your way. If you happen to parallel park a lot, keep your insurance card handy.
Base price for the Hummer 3 is about $29,000. Well-equipped versions, like the one I tested, can range into the upper $30,000 territory.
Overall, if you're just shopping for a nice mid-sized SUV and you thought you might consider the Hummer H3, stop right there. There are plenty of other SUVs out there that will probably make you happier.
But if the thought of owning a Hummer makes you all giddy, go take a look. Just avoid short highway merge lanes and leave lots of room behind you.
http://www.cnn.com/2005/AUTOS/carreviews/08/15/hummer_h3/
Hummer H3: Smaller but still a Hummer
For better or worse, the newest Hummer mostly shares the familiar personality.
August 18, 2005; Posted: 2:58 p.m. EDT (1858 GMT)
By Peter Valdes-Dapena, CNN/Money staff writer
NEW YORK (CNN/Money) - If General Motors created a Hummer and everybody liked it, would it still be a Hummer?
Of course not. The major appeal of the Hummer is that it's not everyone's cup of extra-strong coffee.
Hummer owners, I would suspect, like the fact that their vehicles are somewhat difficult to live with. Even the Hummer H2, which was designed as a more palatable alternative to the original Hummer, is difficult to see out of and doesn't fit well into the typical parking space. It also gets dreadful gas mileage.
The new Hummer H3, which is smaller yet than the H2, is considerably easier to manage in the real world. Its gas mileage, at 19 miles per gallon on the highway with the automatic transmission, is in line with other SUVs of its size.
But for those who want to try out the ascetic Hummer lifestyle, it still has the trademark poor visibility and ultra-truck-like ride and handling.
Don't worry. This is no mommy-mobile. The H3 is still designed for true Hummer fans.
Without a doubt, it is the best looking Hummer yet. Unlike the Hummer H2, it actually has a shape. Where the H2 looks like a giant metal box on wheels, the H3 looks lean and strong. It's aggressive rather than just imposing.
Athletic appearance not withstanding, the H3's "lazy fat guy" power-to-weight ratio is going to be hard to swallow, even for true Hummer fans. Its 3.5-liter 5-cylinder engine produces 220 horsepower and 225 foot-pounds of torque.
Maybe that sounds OK when you compare it to the Jeep Grand Cherokee's base V-6 engine, which puts out 210 horsepower and 235 foot-pounds of torque. But the Hummer H3 is lugging around over 900 pounds more weight than the Grand Cherokee.
It feels OK cruising around town but try to get some serious acceleration going -- especially if you happen to be going uphill -- and your macho ride suddenly feels like a six-year-old pulling a wagon full of cinder blocks.
About the ride
By the way, if you're considering the Hummer, I would strongly suggest the automatic transmission, a $1,700 option, for safety reasons. It comes with StabiliTrak, GM's stability-control program, a computerized system that helps prevent rollovers and loss of control during abrupt maneuvers.
Given that the H3 is particularly narrow and tall, a profile that generally maximizes the tendency to tip over, I wouldn't take an H3 without stability control.
The rear suspension is good old-fashioned leaf springs on a big solid axle, so the ride is bouncy and rough. Hummers are supposed to feel like they don't really belong on paved roads, though, so the effect is lively but livable. Actually, I found it kind of fun.
Then again, in my younger days I happily drove a 4x4 with solid axles in the front and the rear. After that, I can't object to much.
Inside, GM's interior designers did a really nice job with the H3. The look is sportier and more modern than the deliberately unfinished look of the Hummer H2. My test model had leather seating surfaces, part of a $1,300 option package. The big, beefy leather-wrapped steering wheel was just great.
Less great was the nasty hard plastic on the dash and door panels. That was a real let-down especially on an interior that was otherwise so nice.
Visibility, especially out the side and back, is sacrificed for the sake of the tiny-windowed armored-truck look.
So even though the H3 is a lot easier to park than the H2, it still requires a lot of guesswork as cars behind you disappear from view at a distance of several feet. There is no optional back-up warning system, either, to let you know when you're getting close to something as you back up.
To make matters worse, big metal "recovery hooks" on the front and back bumpers will maximize the penalty for any vehicle that dares to park in your way. If you happen to parallel park a lot, keep your insurance card handy.
Base price for the Hummer 3 is about $29,000. Well-equipped versions, like the one I tested, can range into the upper $30,000 territory.
Overall, if you're just shopping for a nice mid-sized SUV and you thought you might consider the Hummer H3, stop right there. There are plenty of other SUVs out there that will probably make you happier.
But if the thought of owning a Hummer makes you all giddy, go take a look. Just avoid short highway merge lanes and leave lots of room behind you.
Last edited:
bigbill25
New member
Automobile Magazine Review
http://www.automobilemag.com/reviews/suvs/0507_hummer_h3/
2005 Hummer H3
By Michael Jordan
PHOENIX- The trail to the Woodpecker Mine is a narrow ravine in the desert, one of the most challenging off-road tests in Arizona. It's hot, remote, and difficult-a place where you need more than brand image to get you through.
Fortunately, the Hummer H3 is not Arnold Lite, a girly-man in disguise. It may have started life as a humble Chevy Colorado pickup, but the H3 has been honed into a true Hummer.
It sure looks great. The sheetmetal repeats all the Hummer idioms without venturing into cartoon animation. There's no disguising the interior's pickup-style architecture, yet it looks surprisingly upscale with either standard cloth or optional leather seats.
But it's the H3's off-roading prowess that really gives it the right to wear the Hummer badge. The coil-spring, independent front suspension and leaf-spring, solid rear axle look simple, but they deliver amazing articulation with either the standard 32-inch Goodyear tires or the optional 33-inch Bridgestones. There are four underbody skid plates, the chassis's minimum breakover angle is 24 degrees, and the turning circle is just 37 feet. There's a two-speed, electrically controlled Borg-Warner transfer case. The center and rear differentials can be locked for off-road driving (which also alters the response of the throttle and brake systems), and even the electronic stability control is set up for the dirt.
We spent a full day crawling through dry streambeds between low hills covered in twisted saguaro cactus, clambering up steep ledges, and rolling slowly across boulder fields. It was hard going, and only something as compact, agile, and capable as the H3-or a Jeep Wrangler-could have measured up. An H1 or an H2 would have been stuck fast.
The H3 also fits into the real world remarkably well, something the too-big, too-much H2 has never managed. The steering has plenty of on-center feel (a difficult thing to accomplish with geometry calibrated for off-road driving), the ride is composed, and the cabin is remarkably quiet.
Unfortunately, the H3 is also slow. It weighs 4700 pounds, and the 220-hp, 3.5-liter in-line five doesn't have the power to give it much of a push when you jump on the throttle. Hummer decided early in the H3's development that good fuel economy should be a priority, so 20 mpg is possible on the highway. Still, you'd think twice about packing the H3 full of passengers for a ski trip.
We think a lot of people will buy H3s, particularly at the low $29,500 base price. The only question is whether or not that low price will ultimately cheapen the Hummer brand.
Price: $29,500
Engine: 3.5L I-5, 220 hp, 225 lb-ft
Drive: 4-wheel with two-speed transfer case
http://www.automobilemag.com/reviews/suvs/0507_hummer_h3/
2005 Hummer H3
By Michael Jordan
PHOENIX- The trail to the Woodpecker Mine is a narrow ravine in the desert, one of the most challenging off-road tests in Arizona. It's hot, remote, and difficult-a place where you need more than brand image to get you through.
Fortunately, the Hummer H3 is not Arnold Lite, a girly-man in disguise. It may have started life as a humble Chevy Colorado pickup, but the H3 has been honed into a true Hummer.
It sure looks great. The sheetmetal repeats all the Hummer idioms without venturing into cartoon animation. There's no disguising the interior's pickup-style architecture, yet it looks surprisingly upscale with either standard cloth or optional leather seats.
But it's the H3's off-roading prowess that really gives it the right to wear the Hummer badge. The coil-spring, independent front suspension and leaf-spring, solid rear axle look simple, but they deliver amazing articulation with either the standard 32-inch Goodyear tires or the optional 33-inch Bridgestones. There are four underbody skid plates, the chassis's minimum breakover angle is 24 degrees, and the turning circle is just 37 feet. There's a two-speed, electrically controlled Borg-Warner transfer case. The center and rear differentials can be locked for off-road driving (which also alters the response of the throttle and brake systems), and even the electronic stability control is set up for the dirt.
We spent a full day crawling through dry streambeds between low hills covered in twisted saguaro cactus, clambering up steep ledges, and rolling slowly across boulder fields. It was hard going, and only something as compact, agile, and capable as the H3-or a Jeep Wrangler-could have measured up. An H1 or an H2 would have been stuck fast.
The H3 also fits into the real world remarkably well, something the too-big, too-much H2 has never managed. The steering has plenty of on-center feel (a difficult thing to accomplish with geometry calibrated for off-road driving), the ride is composed, and the cabin is remarkably quiet.
Unfortunately, the H3 is also slow. It weighs 4700 pounds, and the 220-hp, 3.5-liter in-line five doesn't have the power to give it much of a push when you jump on the throttle. Hummer decided early in the H3's development that good fuel economy should be a priority, so 20 mpg is possible on the highway. Still, you'd think twice about packing the H3 full of passengers for a ski trip.
We think a lot of people will buy H3s, particularly at the low $29,500 base price. The only question is whether or not that low price will ultimately cheapen the Hummer brand.
Price: $29,500
Engine: 3.5L I-5, 220 hp, 225 lb-ft
Drive: 4-wheel with two-speed transfer case
