SELDOM can a brand enter a market with so much public awareness as Hummer has received in SA, especially when you consider that the company’s roots lie in purely military vehicles for the US armed forces. The original Humvee (as it was then dubbed) rose to prominence during Operation Desert Storm, but it took the help of The Terminator, Arnold Schwarzenegger, to convince AM General to build a civilian version, renamed Hummer, which appeared in 1991. A “son of Hummer” was envisaged, but the company lacked the wherewithal to go it alone, which led to an alliance with General Motors in 1999. A concept was shown at the Detroit show in 2000, and the H2 went on sale in 2002. Then GM took total control of the company, made the brand international in 2004, and introduced the entry level H3 in 2005. The rest, as they say, is history. Hummer is arguably the automotive world’s fastest growing and most recognised brand, and the local introduction of the H3 could cause a storm of another kind…
For starters, its looks belie its size. The H3 appears to be really huge, an impression exacerbated by the very pronounced wheelarch flares, and the shallow glasshouse. But compare all the key dimensions with its rivals’ and you will find that, apart from width – which, admittedly, is fairly substantial, and further increased by the wheelarch eyebrows required by European legislation – the H3 is shorter than most (even with the spare wheel hung on the tail door), and of average height. It is more compact than a Land Rover Discovery, for example, and since when do you hear complaints about the Disco being gargantuan? So, do not be lulled into thinking that you need a truck drivers’ licence to handle an H3. In fact, it is quite a doddle…
For a couple of reasons. First, although the windows are all small and upright, from inside the view out to the front and sides is actually very good – all four corners are visible from the driver’s seat, thanks to the relative positioning of the seats. Only one tester complained of feeling a bit claustrophobic. Vision through the tail-door glass is restricted because of the spare tyre partly blocking the view. Second, with hardly any overhangs, light and wellgeared steering, and an execu- tive saloon-like turning circle, the H3 is actually remarkably manoeuvrable – far more so than an average double-cab pick-up, for instance. What is not a surprise is the effort needed to climb aboard. In an era of keyless entry and go, the H3’s two keys and a central- locking fob appear a bit oldfashioned and inconvenient. The floor level is 600 mm above the ground, and with only roofheight grab handles for assistance, the H3 is not for the stiff-limbed. Once aboard, however, there is a feeling of being seated in a castle: safe and impenetrable. Upholstery is leather, and adjustment for the front seats is an odd mix of power for the cushion fore/aft and height/angle and lumbar support, and a ratchet lever for the backrest angle. There is a two-setting seat heater switch that can be inadvertently activated. Your bottom will tell you… Only a ratchet rake adjustment is provided for the steering wheel, and it can take a little while to get all the factors to your liking (all-electric adjust with memory would be a boon), but once there, it is a comfortable place to be, with enough space to stretch the left leg. Instruments are simple and legible, and clearly viewed through the wheel. Control location is a bit haphazard, though. The single left-hand column stalk activates the indicators, headlamp main/dip beam, windscreen wash/wipe and cruise control, but the latter two items are fiddly and not instinctive to use. Tail-door wipe/wash and the other light functions are activated by separate facia mounted switches, the latter incorporating a headlamp auto-on setting and variable beam height. In the facia’s satin-silver hangdown section, the custom radio/CD front-loader has finger-friendly knobs and buttons, but the effective air-con surprisingly (for this level of vehicle) does not have any climate control function. The interior rear-view mirror is self-dimming, and gives a compass heading and outside temperature readout. Odd, though, that there is no trip computer. Exterior mirrors are power operated, and all door glass is electric with one-touch down for the driver. Under the stubby bonnet lies a Vortec five-cylinder 3,7-litre petrol engine: the only powerplant currently on offer in the H3. It is derived from GM’s Atlas truck engine family, which goes some way to explain its characteristics. Devoid of the expected five-pot thrum, it is a bit raucous at high revs, but its “commercial” origin means there is plenty of the maximum 328 N.m of torque available from low down the rev range. Combined with the four-speed HydraMatic auto transmission’s high-ish gearing – third is direct, top effectively an overdrive – there is little reason to attack the rev counter’s 6 250 redline. For overtaking, avoiding the harsh kick-down and strained engine note requires gentle use of the accelerator, or a simple pull on the shifter. We could, however, argue the case for a five-speed ‘box… The twin-cam, 20-valve Vortec features variable exhaust valve timing, and produces 180 kW at 5 800 r/min. Although a relatively “small” engine, it can propel the 2 250 kg H3 to 100 km/h in a respectable 10,52 seconds – top speed is limited to 156 km/h – but, more significantly, our fuel index of 14,68 litres/100 km suggests it will be more economical to run than most of its competitors. A panel of buttons on top of the hangdown controls the drive mode. H3 has permanent four-wheel drive, and for normal driving conditions, 4H is selected, which apportions drive 40:60 front to rear. For slippery terrain, 4H-lock is provided, which locks the centre differential to create an even 50:50 share. For more challenging terrain, there is 4L-lock, which engages low range. The Adventure model also has a rear diff lock for those who want to be, well, adventurous… And, finally, there is traction control on or off. Incidentally, doors automatically lock/unlock when the shifter is moved out/in of Park mode.
As we revealed in CAR October 2006 after a pre-launch drive along America’s infamous Rubicon Trail, the H3 proved to be, without question, one of the most capable off-roadable SUVs you can buy. Class-leading approach/departure angles and ground clearance, supple, longtravel suspension, and axle articulation abilities that almost beggar belief, allow the H3 to traverse such demanding terrain without modification. Suffice to say that for all you voortrekkers out there, transport to satisfy the pioneering spirit does not get better this…
But even in surburbia, once you get used to the wide-eyed wonderment of pedestrians and fellow motorists as you go about your daily drive, the H3 soon becomes a friendly tool. Despite chunky 265/75 all-terrain tyres mounted on 16-inch alloys, the Hummer is a quiet cruiser, and there is not a lot of wind noise despite the brick-like aerodynamics: not much turbulence around the big mirrors, either. The supple suspension provides luxury car ride comfort, but the exceptionally wide track cannot prevent body roll, although the lean is no worse than similarly sized SUVs. Our brake test results suggest poor performance, the reality is that, for a large, heavy, 4wd SUV on tyres designed for serious on/off-road use, the ABS all-disc brakes are, in fact, well up to their task. Emergency braking will pitch the H3’s nose earthwards quite dramatically, but the stoppers are consistent and fade-free. Unlike most of its rivals, the H3 is strictly a five-seater, which results in a notably large cabin and ample luggage space. The load floor is a high 860 mm from the ground – the bumper has an integral step for when you have to climb in – and the split rear seat tips forward to create a useful 1 232 dm3 of utility space, although the seats do not lie flat. However, the absence of a cargo cover needs to be rectified, and we were surprised to find that, given the H3 was destined for right-hand drive markets and despite the tail door aperture’s symmetry, no provision was made in the design stage to hinge the door on the right.
