8 February 2011
Hummer, the oversized military personal carrier cum 'it' vehicle for eccentric rap stars is now (officially) over here.
But unlike Hummer's first two utterly over the top efforts, the H1 and H2; this one, the H3, isn't trying to kill you.
The H1 and H2, popular in the truck-crazed, oil squandering U. S. of A also made it to our shores as imported vehicles, but quickly became the poster children for gas-guzzling, environment choking, car crushing SUV perceptions everywhere.
With pretty good reason too. Take the original H1, it tips the scales at a shade under 3.5 tonne and was over 2.5 metres wide. Its girth rendering it an oversize vehicle in this country, like a large tractor or transporter.
The 'smaller' H2 isn't a huge improvement in practicality stakes. General Motors don't even include claimed fuel economy in the H2's online brochure, though an average of several American media reports put the 3 tonne behemoth's expected consumption at 26.8 L/100km...yes, that's 26.8 litres per 100km.
The H3 however is a vastly different vehicle; it's tiny...well comparatively.
The more manageable dimensions means Soccer mums and dads could now look at a Hummer as the daily kiddie carrier. Measuring in at 4782mm long, 1989mm wide and 1904mm high (including optional roof rails) it casts a smaller shadow than a Land Rover Discovery.
With only a 3.7 litre 5-cylinder engine under the bonnet, it's less thirsty - albeit marginally - than some counterparts too, fuel economy of 13.8 L/100kms is claimed. The engine develops 180kW @ 5600 rpm and 328Nm @ 4600 rpm. Realistically though, a diesel is what this vehicle is crying out for.
Three models are available, like it's closest American rival the Jeep Grand Cherokee, the entry-level H3 disappointingly lacks side thorax airbags, but incorporates stability control, cruise control, and electro-chromatic rear-view with built-in compass. Either a five-speed manual or an old school four-speed automatic are offered.
Moving up from the base model there's a rugged 'Adventure' spec and a 'Luxury' spec, though a glance at the sales brochure reveals both models are similarly appointed.
Both pick up leather interior, heated, electrically adjustable front seating, exterior chrome package, six-disc 'Monsoon' sound system with subwoofer and an amplifier.
The $70,990 automatic only Luxury variant adding merely a sunroof and some aesthetic gains, while the $68,990 (manual) or $70,990 Adventure gets the full rough and tumble treatment benefiting from a locking rear differential, off-road suspension package and a two-speed transfer case with a super low ratio of 4.03:1.
Towing capacity for all models is 750kg unbraked, 1360kg braked (manual) and 2040kg braked (auto).
The interior is more aesthetically pleasing than the typical drab American cockpits, but don't expect top quality materials or class-leading fit and finish.
Holden, as General Motor's antipodeans ambassador will oversee Hummer's operations in New Zealand and Australia as they do with Saab. In fact, the same man in charge of Saab in New Zealand and Australia, Parveen Batish, will also take Hummer's helm.
No drive was available at the recent Auckland unveiling of the H3, but with torsion bar front, and leaf sprung rear suspension, attention has clearly been paid to off-road articulation rather than a sophisticated level of on-road compliance.
Which - considering the percentage of Hummers sporting insanely sized 22-inch wheels and liquorice strips for tyres - seems like a misguided focus in our opinion.
So, while the H3 is indeed more environmentally and family friendly than its H1 and H2 predecessors, it still bears the agricultural design and underpinnings of a vehicle not ideally suited for everyday road use. We'll reserve final judgement until after a drive, but we see this ex-military brand still has a battle ahead.