The Gulf War earned the army’s HMMWV (high mobility multi-wheeled vehicle, pronounced “Humvee”) a certain mystique. This led to the development and sale of a civilian version, with acquired the military vehicle’s friendlier “Hummer” nickname. I imagine even the manufacturer is surprised that the Hummer has been so widely desired for so long.

I say this because the original Hummer possesses a number of weaknesses as a civilian vehicle. With a 195 horsepower turbodiesel pushing over 7,000 lbs. it’s sloooow (the website claims 18 seconds 0-60). Since the powertrain sits in a very tall, very wide tunnel between the driver and passenger—to minimize the height of the vehicle and thus the target presented to the enemy—it’s impractically packaged. With an 86.5” width, it’s hard to maneuver and park. And it's quite noisy on the highway. Despite all of these issues, many people would love to own a Hummer. Why aren’t they everywhere, then? Well, because the price is well over $100,000.

A few years back, General Motors bought the marketing rights to the Hummer name from the manufacturer, AM General. This made sense, as GM supplies many components for the Hummer, including the powertrain. But GM had something else in mind that just doing a better job marketing the Hummer. They wanted to create a true civilian version, one more attuned to civilian use, and with a lower price. This vehicle, a 2003, is now on sale. The original Hummer is now the H1, and the new one is the H2.

The manufacturing cost is lower for the H2 because it shares a platform and basic powertrain with Chevrolet’s heavy-duty, "three-quarter-ton" Suburban 2500. (The Chevrolet Tahoe and GMC Yukon come only in lighter duty "half-ton" versions.) The wheelbase is seven inches shorter than the Suburban's at a still lengthy 123 inches, and the overall length is a nearly thirty inches shorter at 190 inches (the length of a Honda Accord), but because the basic design of the chassis is the same money was saved on both development and manufacturing. It also helps that the GM truck chassis is much less complicated than the H1’s all-independent, extreme ground clearance set-up. The H2’s only available engine is a 6.0 liter V8 related to those in the GMC Yukon Denali and Cadillac Escalade, but with a bit fewer horsepower at 316. It’s been tuned specifically for the H2, but since much is shared with the other GM truck engines costs are kept down. Result: Despite having a more luxurious interior and more amenities than the H1, the price is less than half as much, in the low-to-mid 50s.

But, how does the H2 measure up? Is it still a Hummer, or just another large GM SUV with different sheetmetal? To find out, I took one for a test drive.

Hummer H2 Reliability

Want better reliability information? Want to really know what difference it will make if you buy a Hummer H2 rather than something else? It's coming in the form of "times in the shop" and "days in the shop" stats. From these you might learn that your first choice, compared to your second choice, is likely to make 2.7 extra trips to the shop in its first five years. You might decide its advantages compensate for this, or you might not. Either way, you'll be able to make a much better informed decision.

To gain access to this information you have a choice: sign up to help provide the data now or pay $24.95 later. For the details, visit my website, www.truedelta.com.

Styling

When I first saw the H2 at the Detroit Auto Show a couple of years ago, I thought it was butt ugly. But then I thought the original was butt ugly, it just had an excuse because it wasn’t designed to appeal to anyone’s aesthetic standards—it was pure form follows function. The H2 was styled to look a certain way, and I didn’t care for it.

Now that I’ve had a chance to look at it up close, and get used to it, I can see how it has a certain appeal. The length is so much shorter than the Suburban’s because the front and rear overhangs were reduced to a bare minimum, for the best possible approach and departure angles off-road (i.e. how steep can the grade be without scraping a bumper as you approach or leave it). Many vehicle manufacturers talk about pushing the wheels to the corners; the H2 takes this to the extreme. There is no metal directly ahead of the front wheel or directly behind the rear wheel. This lends the H2 an appropriately tough, extremely purposeful look. The upright glass all-around and thick pillars also contribute to this aesthetic. The H2 is a couple inches taller than the H1 owing to its conventional chassis, but looks much taller owing to the taller, sheerer bodysides. Some people think this makes it look top heavy, but it gets a pass in my book. Overall, I can’t think GM could have done a better job styling the exterior of this vehicle given it had to convey the spirit of a Hummer. One look tells you this is a Hummer with everything a Hummer stands for.

The color palette suits the vehicle. For purists there’s a somewhat military looking pewter—I think that’s my favorite. The green also has some military flavor to it, but not as much as it could have. Black makes the H2 look even more aggressive. White—the vehicle I drove was white, but why? For those who simply want to be noticed—as if the H2’s styling isn’t enough—the red, burnt orange, and yellow will serve quite nicely. Overall, the only color that seems pointless is the white.

Inside things get a bit crazier. Hi-tech details abound, both in the common metallic finishes and in the styling of items such as the air vents and shifter. Some of the details and finishes look a bit forced, even faked, such that form clearly ain’t following function anymore. The shifter and interior door handle are obviously hollow plastic—they need something heftier in feel here in keeping with the Hummer character. Overall, though, I’ve got to say that the styling of the interior is nearly as successful as the exterior. Customers will like it.

It doesn’t matter what color you want inside. You’re getting “wheat.”

Accommodations

Seats in the first and second row are very comfortable. They’re large, well-contoured, and in leather at least feel luxurious in a rugged sort of way. They are mounted high off the floor (the lowest position in the power seat is still high), providing plenty of thigh support, even in back. The rear seat is easily wide enough for three adults. The center position is actually a tad lower than the outboard positions, and contoured for a rear end. How rare is that these days? The leather package includes heated seats in the first and second rows. Second row passengers get their own climate controls, vents, and stereo controls for two headphone jacks. A Bose sound system is standard. It sounded pretty good, but not great.

The driving position takes a little getting used to. Owing to a windshield much more upright than that of a Suburban, said windshield is very far away. Adjusting the mirror requires a serious stretch. Luckily, the dash is low enough (though taller than in a Suburban) and the windshield header high enough that despite the distance to the windshield a serious sense of tunnel vision does not result. Instead, there’s just enough tunnel vision to convey the sense that you’re driving no ordinary vehicle. That Hummer character again. From the view forward alone you know you’re not in a Suburban anymore. A couple minutes into the test drive I was used to it.

What I never got used to was the view rearward. For some reason, the huge, full-sized spare is mounted in the cargo area, taking up the entire left half of it. The rear roof pillars are extremely wide, further hindering rear visibility. Finally, the beltline is way off the ground. Cars are totally invisible looking over your shoulder off the rear quarter. Large mirrors compensate, but I was never comfortable changing lanes. I did so slowly and deliberately, signaling well in advance, with a prayer that no one was back there. Luckily, I hit nothing.

I can see why the spare wasn’t put under the vehicle, as it’s too large to fit there without forcing the floor to be higher. It can’t go behind the rear axle, where the Suburban’s likely is, because all of that overhang was lopped off. But why not on a rack attached to the rear? Because this affects the departure angle? To keep weight near the center? I don’t know. However, the dealer on another H2 had installed a $895 rack to carry the spare in just such a position. This rack is an inconvenience, as you must pull a pin and then swing the rack all the way open so the hatch will clear just to open the hatch, but at least this gets it out of your rearward vision and doubles the cargo area.

You’re going to want to double it. Because the H2 is so much shorter than a Suburban, and even a Tahoe, there is virtually no space behind the $500 optional third-row seat. That’s “seat,” not “seats,” too—even with the spare removed a left-side third-row seat is not available. If I were GM I would make a spare tire rack available from the factory, and with it a second third-row seat. Sure, there’s not a whole lot of room in the one already available. As in the Tahoe, the seat is mounted right on the floor, so adults will not be comfortable. But it’ll do in a pinch, and people are going to want a pair back there. As in the Tahoe, this seat flips forward easily, with the levers for doing so accessible through the hatch, so cargo space can be created in an instant. This seat can also be removed. Maybe it makes more sense not to order it at all, but it seems hard to pass up the potential of carrying a sixth person.

Clearly, the reduced length of the H2 makes it much less practical than a Suburban, or even a Tahoe. But with the capacity to seat five people very comfortable and carry all of their stuff (there’s always the optional roof rack or roof-mounted cargo box) it’s still a fairly practical vehicle.

On the Road

Sorry, there won’t be an “off the road” section. I kept the H2 on the pavement the entire test drive. But with a much more sophisticated 4WD system than in other GM trucks (lockable differential; traction control that only requires one wheel to have traction, and that has a second mode for mud or sand) combined with the short overhangs and generous ground clearance, I suspect the H2 performs well off road. Sure, it’s much less capable than an H1, as the ground clearance is less (only ten inches, a tad more than other large SUVs, rather than sixteen) and the suspension doesn’t have an much travel. For those into such things, the H2 can only ford 20” deep streams, while the H1 can handle 30” of water. But we’re talking about the difference between excellent and amazing here. Ultimately, I suspect the largest limitation of the H2 off-road is its size. Despite the compact 190” length, this remains one monstrous vehicle.

At least this was my immediate impression the first time I hit the gas. Despite the shorter length, the H2 feels much more massive and substantial than the GMC Denali I drove immediately afterwards. That view through the windshield is one factor, but the engine sounds huskier and the steering feels weightier than the Denali’s. Even if I’d closed my eyes I could have instantly known this is a much different vehicle, despite the common pieces underneath. It might not be military, but it feels military in a heavy machinery sort of way. Serious. Purposeful. Brawny. “Get out of my way I’m coming through” tough. The truck says all of this through the wheel and pedals. In other words, it drives like it looks.

The vehicle’s mass might be a factor. The Denali is no lightweight, at 5500 lbs. But the H2, owing to the heavier frame (the Denali uses GM’s "half-ton" frame, not the "three-quarter-ton"), two-speed transfer case, and other pieces for serious off-road use weighs in at 6400 lbs. Since both trucks have about the same amount of power, the H2 isn’t as quick as the Denali. But it’s quick enough for what it is, certainly far quicker than the H1. I’d guess that it takes ten to eleven seconds to get to sixty. The engine makes a very American V8 roar when pushed, a bit lower in tone than in the Denali, and much more in keeping with the character of this vehicle. In normal driving the transmission shifted at roughly 4000 RPM, so the engine is being called on to move some serious mass, but it never sounded strained. The transmission downshifted readily, such that the powertrain actually felt more responsive than that in the Denali even though acceleration was less brisk.

I felt the 6.0, with 316 horsepower at 5200 RPM and 360 ft-lbs. of torque at 4000 RPM, was appropriate for the character of the H2. However, a couple of other GM hevy duty truck powertrains would suit it even better. Though they probably would not make the H2 much faster, they would further intensify its "serious machinery" flavor. And flavor is what this vehicle is all about.

First, for those who really want to burn some gas, there is the 8.1 liter "big block" V8, with 340 horsepower at 4200 RPM and 455 ft-lbs. of torque at 3200 RPM. GM charges $850 for this engine in its heavy duty pick-ups. Does anyone doubt that many people would pay twice that for this engine in the H2? As for fuel economy standards, since the H2 is a three-quarter-ton truck (based on maximum weight rating) it doesn't figure into the CAFE calculations, so GM has nothing to worry about on that front. Maybe the big block increases the H2's weight too much or throws off the weight distribution? Maybe they're just waiting a couple of years, until they need to give the initial wave of buyers a reason to buy another? Time will tell.

While they're at it, the six-speed manual that comes standard with the big block in the pick-ups could be interesting. Except I guess it would be un-Hummer, as even the miliatry Humvee is automatic only--the military decided that too many recruits didn't know how to drive a stick, and it didn't want to have to teach them.

The second engine is even more interesting: GM's latest generation "Duramax" 6.0 liter turbodiesel. Sure, it's pricey. GM charges $5,010 for the engine, and another $1,200 over the four speed automatic price for the five-speed Allison transmission designed to handle it. ($2,295 can be saved in the pick-ups by going with the six-speed manual.) So this powertrain would cost at least $6,200 in the Hummer. But those diesel noises, muted as they are in the Duramax, would be so in tune with the H2's character. After all, the H1 is diesel-only (sadly, it uses GM's much weaker last generation turbodiesel). And then there's the torque: the Duramax nearly matches the 6.0 gas engine with 300 horsepower, but produces these horsepower at only 3100 RPM due to a very, very fat torque curve: 520 ft-lbs. peaking at only 1800 RPM.

Why isn't the Duramax already offered? Diesels are very heavy engines since they must withstand much higher compression, so if the 8.1 poses a weight or weight distribution problem, the Duramax certainly does. Or GM may feel few people would be willing to pay the price for the diesel. Well, they might not for the considerable fuel economy advantaged, but I suspect they would if the turbodiesel was marketed as a way to further intensify the character of the truck. Heck, even $6,200 doesn't seem so much when the base truck is already over fifty. Maybe in a couple of years? If this appeals to you, and you have the cash to back it up, I'd let your local Hummer dealer know.

The H2 handled considerably better than the Denali. In turns it leaned quite a bit right off the bat, especially up front, but I detected none of the rear end sway prominent in the GMC. It leaned, then stuck. Okay, I didn’t see how hard I could push it—but I pushed it fairly hard and always felt well in control of the vehicle. I cannot say the same with the Denali, which bibbled, bobbled, and swayed on its soft suspension too much for my confidence. The H2’s steering has a weightier feel than the Denali’s, maintaining the intended character of the vehicle. I felt I could place the vehicle quite accurately with it. That said, the well-weighted steering was still devoid of any road feel whatsoever. Some would have been nice. As it was, whatever was happening up at the front tires' contact patches was up to my ears to determine. When I pushed a bit hard the front tires squealed just enough to let me know, but not so much that I felt like some out-of-control teen.

Given the H2’s much more composed chassis, I expected it to ride harsher than the Denali. Maybe it did a little bit, but the ride was still surprisingly smooth, luxurious even. Road imperfections could barely be felt or heard. Wind noise is not as well muffled, despite the use of triple door seals. The upright windshield, large mirrors, and sharp corners are no doubt to blame. Nothing objectionable, but you’re clearly not in a luxury sedan from the wind noise alone. When not accelerating the engine is fairly quiet, as it turns well under 2000 RPM at 60.

The brake pedal had a reassuring firmness to it. The brakes felt easily powerful enough to stop such a heavy vehicle. A sophisticated ABS system is standard.

Overall, I was impressed with the experience of driving the H2. It felt much more composed than the Denali, nearly as luxurious, and yet very Hummer. Amazing that they could make a vehicle feel luxurious and supremely capable at the same time. My main issue with driving it was discussed above, the poor visibility to the rear.

Pricing

For quick, up-to-date new car pricing, and especially user-specified price comparisons, check out the website I created: www.truedelta.com. Why yet another vehicle pricing website? Well, I personally lacked the patience to keep using the others. They were too slow and required too much effort, especially when trying to compare prices. So I taught myself some programming and created a site where there is no need to dig through option packages, prerequisites, and the like one by one -- the TrueDelta algorithm figures these out for you in one swift pass.

The H2 starts at $48,800, and various options can take it into the low-to-mid 50s. Not bad, when you consider that the GMC Yukon Denali, without serious off-road capability but just a few more amenities, is nearly $50,000. Sure, you can get a stripped Tahoe or Ford Expedition for much, much less, maybe even $30,000 after rebates and dealer discounts, but when you consider the H2’s unique character and capabilities the price seems quite reasonable. I don’t expect dealers to be discounting.

A few factory-installed options and many dealer-installed options are available. One not on the H2 I drove that I’d personally want is the $995 “skyroof,” a very generously sized sunroof. I also cannot imagine many H2s sold without the leather/heated seats package, which costs $1,400. The third-row seat is $500. An adjustable rear air suspension is $1,025. Supposedly it can help off-road, as it can be used to increase ground clearance a bit. Two packages are available, each of which saves about $300 versus buying their contents a la carte. Personally, I'd pass on the luxury trim, as I don't feel chrome trim belongs on this vehicle. Overall, I’d say that option prices are also very reasonable, especially compared to what some import brands charge.

Last Words

Anyone who wants an H2 based on how it looks can only be positively surprised by how well it drives. There might be some Chevrolet in there, but the H2 feels thoroughly Hummer. I'm tempted to give it five stars; only the spare ttire treatment and rearward visibility hold me back.

I should add that the dealer was a class act. They just handed me the keys and requested I be back in fifteen minutes. I took a little longer than that, but there were no complaints on their part. No pressure at all. The salesperson answered all of my questions, and simply suggested I get in touch whenever I’m ready to buy.

A far cry from the Chrysler dealer I visited the same day, where the salesperson b****ed and moaned that he saw no point in me driving the car very far since I wasn’t buying one RIGHT THEN. He calmed down and put some gas in (the needle was well below E) when I offered to go to another dealer, but it wasn’t pleasant. If I do buy a Chrysler or Jeep, it won't be from that dealer. The Toyota dealer was little better—the salesman came along, and wouldn’t let me deviate from the prescribed route.

Why is it that the more expensive the vehicle, the less trouble I get about test driving them? Not only the Hummer dealer, but Cadillac and BMW dealers regularly just hand me the keys. Chevrolet, Chrysler, and Toyota dealers rarely do. Go figure.

To learn more about my reliability research and sign up to participate in it, or to perform thorough up-to-date new car price comparisons, visit www.truedelta.com. A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

Amount Paid (US$): 51,375
Model and Options: Luxury model. Price above does not include dealer-installed bits.