Path or Pavement, H3 Cruises Along

[Globalist]

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.

[AdmiralViscen]

Very fair.

[redimpss5]

To bad it does not have a better towing capacity. Sounds like it will do good off road.

[ZillaZ]

Same complaints I had in my review (posted in the hummer discussion): not enough power and crappy steering wheel. I think I'm still going to buy one when the Nav system becomes available later this year.

[drew770]

Not to bad and most of the complaints can be fixed with a mid-cycle refreshing. Hopefully GM is listening.

[Snape315]

This might have been a great replacement for my S10 Blazer as my daily driver...

If they had put a decent engine in it.

I just couldn't live with a vehicle that was only comfortable crawling over rocks. I don't live in the outback and having a underpowered vehicle as my main source of transportation would SUCK!

I really like the looks (those big tires, and the overall appearance of the vehicle but...

Better luck next time GM. maybe when they add an option powerplant like the LS2...

Of course, I'll still probably be driving my soon to be purchased Toyota 4Runner.

[Elk]

Snape315
What type of engine does your Blazer have?

[Snape315]

Originally Posted by Elk

Snape315
What type of engine does your Blazer have?

All S10 Blazers (including mine) come with the 4300 Vortec V6. It produces 190HP and is an excellent engine for this vehicle.

[Elk]

I was wondering because it means your Blazer has about the same HP to weight ratio as the H3.
Blazer curb weight 3800 lbs 190 HP = 20 lb to 1 HP
H3 curb weight 4700 lbs 225 HP = 20.9 lb to 1 HP
The H3 has lower gearing so you should test drive the H3 before deciding it’s underpower and buying a Toyota. Also the if you want an SUV with a LS2 in it the SS TrailBlazer has an LS2 and it’s more 4-Runner like.

[Snap315]

Originally Posted by Elk

I was wondering because it means your Blazer has about the same HP to weight ratio as the H3.
Blazer curb weight 3800 lbs 190 HP = 20 lb to 1 HP
H3 curb weight 4700 lbs 225 HP = 20.9 lb to 1 HP
The H3 has lower gearing so you should test drive the H3 before deciding it’s underpower and buying a Toyota. Also the if you want an SUV with a LS2 in it the SS TrailBlazer has an LS2 and it’s more 4-Runner like.

The Hummer H3 isn't even CLOSE to the performance of my old S10 Blazer!

And don't EVEN get me started on my soon to be V8 powered 4Runner!

The Vortec 4300 V6 only produces 190HP BUT it produces 250 Ft/lbs of torque!

The H3's I-5 produces 25 LESS torque than my almost ten year old V6 engine; and that is in (as you so kindly mentioned) a vehicle that is almost 1000 lbs heavier!

That is why almost every review of the H3 has mentioned the LACK of onroad power!

[Elk]

Originally Posted by Snap315

The Hummer H3 isn't even CLOSE to the performance of my old S10 Blazer!

How do you know without test driving it?

Originally Posted by Snap315

And don't EVEN get me started on my soon to be V8 powered 4Runner!

It’s a lot better then the H3, but it only makes 270 HP and 330 lb-ft torque. The SS Trailblazer has 391 HP and 395 lb-ft of torque if your looking for on-road performance the SS Trailblazer is the GM SUV you should be looking at.

Originally Posted by Snap315

The H3's I-5 produces 25 LESS torque than my almost ten year old V6 engine; and that is in (as you so kindly mentioned) a vehicle that is almost 1000 lbs heavier!

Gearing effects acceleration. According to GM the H3 will do 0-60 in 8.9 seconds. Find a H3 with the Adventure package(it has the best gearing) and try it before you buy the Toyota.

[Snape315]

I'd like to buy GM but why should I compromise?

While the H3 will be good offroad and the Trailblazer SS good onroad, the 4Runner will be good in BOTH enviornments.

Since I actually go offroad on occasion the Trailbalzer SS isn't what I need or want. And since this would be my Daily commuting vehicle the H3 isn't quite right either.

[Elk]

Sounds like what you want is the standard Envoy/Trailblazer with the optional skid plate package and locking rear diff(I don’t think you can get a locking rear diff on the 4Runner). It has a 4.2L I6 with 275 HP and 275 lb-ft of torque and a transfer case with 2IH 4IH 4LO and auto-4WD.

There is also a bigger version you can get with a 5.3L V8 with 300 HP and 330 lb-ft of torque.

[Snape315]

Originally Posted by Elk

Sounds like what you want is the standard Envoy/Trailblazer with the optional skid plate package and locking rear diff(I don’t think you can get a locking rear diff on the 4Runner). It has a 4.2L I6 with 275 HP and 275 lb-ft of torque and a transfer case with 2IH 4IH 4LO and auto-4WD.

There is also a bigger version you can get with a 5.3L V8 with 300 HP and 330 lb-ft of torque.

I looked hard at the Trailblazer but several things made me choose not to get one...

The engine, while good on paper, has NO torque! It produces decent horsepower but only when reving very high. I absolutely HATE noisy engines like this. I have a Trailblazer for my company vehicle so I know what it can, and can't do. I also drove on 2 Las Vegas and back. It was HORRIBLE going over the pass. It couldn't hold a decent speed without going over 3000 - 3500 RPM's or More!

There have also been more than a few problems with Trailblazers so I'd rather not get something that will spend alot of time in the shop.

And finally, the Trailblazer has NO OFFROAD ability! As I said, these are one of our company vehicles and we've taken them everywhere. In fact, the Trailblazer has LESS front clearance than my current S10 Blazer.

Nope...
A Toyota 4Runner is current the BEST at on & offroad performance in a midsized package IMHO.

[Darc Requiem]

I don't understand why they just didn't stick either the 3.9 liter V6 or 4.8 liter V8 in the H3 either would have been a better choice than the I5. I mean the 4.8 can't cost more than the I5 to produce. 285hp and 295lbs feet of torque would make the H3 near perfect.