2006 Hummer H3

SUV

3.5L 3460CC 211Cu. In. l5 GAS DOHC Naturally Aspir

Automatic

5GTDN136468110271

Clear

The Hummer H2 drew lines in the sand from the beginning. Its fan base brandished its in-your-face persona, off-road capability, and military-brand DNA. Earth-loving detractors pointed fingers at its scale-busting weight, high price, and gluttonous thirst for fuel. Initial sales were strong, but erupting gas prices and a groundswell of anti-H2 sentiment have now got GM, Hummer, and dealers sweating. Is it time for something smaller, more economical and affordable, and, for heaven’s sake, less controversial? When you’ve based your identity on bulk and power, downsizing is a risky venture. But that’s what Hummer is attempting with its kinder, gentler, entry-level Hummer H3. Whether any Hummer needs real off-road prowess or merely the image of it, the H3 appears poised to deliver both. The numbers off-roaders quote aren't 0-to-60 mph and quarter-mile times, they're approach, breakover, and departure angles. Based on these stats, the H3 should be able to scale any obstacle an H2 can." class="wp-image-1019896" /> In terms of style, there’s no argument about family resemblance: The familiar hood, flat windshield, and slab sides give it a direct connection to the original Hummer. Designers will say they worked long and hard to differentiate this new model, but it still has the same boxy lines, high sills, and shortened windows shared with the H2. The H3 is compact: three or four inches shorter than the Land Rover LR3 and Nissan Pathfinder SUVs. Inside, the un-GM-like clean and simple center stack and gauge layout are refreshing, especially for a Hummer. Although the hard plastics still aren’t as high quality as they should be, surface textures may be the best in a GM midsize SUV to date. Built on a modified Colorado/Canyon pickup truck frame (with more crossmembers and more frame boxing), the H3 shares many major components with its siblings; all three are built in GM’s Shreveport, Louisiana, plant. The only engine available at launch of the littlest Hummer will be the Vortec 3500 I-5, rated at 220 horsepower and 225 pound-feet of torque. This may not sound like much power to move 4700 pounds, but combined with low (4.10:1 or 4.56:1) axle gears and a choice of manual or automatic transmission, there’s quite a bit of oomph off the line. Our drive experience was limited to low-speed crawling over the Rubicon Trail in an H3 engineering mule; on-road and test-track evaluations will have to wait until we get our hands on a production example. Covering a little over 13 miles in a day and a half–averaging almost two miles an hour–we found that the H3’s suspension flexibility and overall trail manners make it one of the top students in its class. It may be even better than the H2. Consistent with the H3‘s better-gearing and more-choice strategy, Hummer offers two different transfer cases that can be ordered with either transmission: one with a relatively standard 2.64:1 low range, and another with a whopping 4.03:1 low gear. That translates into a vehicle that can move slower over rocks than molasses in winter, with a 69:1 crawl ratio for the manual and 56:1 for the automatic. Combine that with an optional rear electronic locking differential, a defeatable traction-control system, and the largest tires available on any vehicle in its class (33 inches), and it’s clear that GM is serious about keeping this smaller Hummer true to the authentic 4×4 tradition.The H3’s biggest potential disadvantage? Most of the competition offers a strong V-6 or even stronger V-8. Unfortunately, the five-cylinder is all the H3 has to offer so far. The I-5 will be the only engine choice; we hope a turbo version won’t be far behind. There’s also the possibility of a five- or six-speed automatic, as four-speeders are becoming yestertech. Likewise, look for an Alpha (Hummer’s new performance-package label) model to follow in short order. In addition, GM has superb turbodiesels in its global parts bin–why not one of them, too? Here’s where we’d expect more gears from the automatic and turbo Will the H3 jumpstart Hummer’s sales, now that the honeymoon is over for the bigger H2? GM is betting on it, hoping to target younger, affluent, and increasingly female buyers. Susan Docherty, Hummer’s new general manager, says, “There’s a passionate following for these vehicles, and the H3 will appeal to a broader range of people with its size, look, and fuel economy.” With just under two million midsize SUVs sold each year, Hummer expects the H3 to be the brand’s best-seller; early sales estimates are hovering around 50,000 units annually. Pricing has yet to be announced, but should start around $30,000, ranging up to $38,000 when fully optioned. The appearance of a unique-looking player with off-road ability in a marketplace full of car-based, look-alike SUVs bodes for early popularity. But the proof will be in its staying power–or lack thereof. 2006 Hummer H3 Base price $31,000 (est) Vehicle layout Front engine, 4WD, 5-pass SUV Engine type I-5, alum block and head, DOHC, 4 valves/cyl, variable Displacement, ci/cc 211.1/3460 Max SAE net horsepower 220 @ 5600 Max SAE net torque 225 @ 2800 Transmissions 5-speed manual; 4-speed auto Curb weight, lb (mfr) 4700 0-60, sec (mfr) 8.9 EPA mpg, city/hwy (mfr est) 16/20 sale in U.S. April 2005