2006 Hummer H3

I was not privy to GM's strategy when they introduced the Hummer into the civilian lineup, but I'll venture a guess that "smaller and lighter" were not words sprinkled throughout the conversation.
Yet they find themselves here in '06 talking about those very things vis-à-vis the Hummer. Having become a household name in brute vehicles, the Hummer had only to shed some of its intimidation and gas guzzle to work its way from deep stream to mainstream. Enter the H3, a mid-sized vehicle that shaves dimensions off the H2, yet retains the icon looks, swagger and off-road muscle.

The good news
I have already hinted at the good news: This H3 has H2 presence and rugged off-road capabilities, but in a much more maneuverable, parkable size. Built on GM's midsize truck platform (Colorado/Canyon pickup), it is 16 inches shorter in length, 6 inches narrower and 5 inches less in height than the H2. Ground clearance is 9.1 inches. Tires are 32-inches, the largest in the segment. It still looks mean.

But with a 37-foot turning radius, the H3 is far kinder on urban driving. It slips into conventional parking spaces that thwart its Big Brother and carries off the carpool life much more amiably.

The H3 offers the option of a manual transmission, something I have not yet tested. But it's a good move on GM's part toward saving this vehicle from pure Soccer Mom status.

Of course, its off-road elements do that, too. A fully locking rear differential is available, but not standard. Four-wheel drive and underbody skid plates are standard. The H3's front approach angle is 40 degrees, rear departure is 37 degrees, and breakover angle is 25 degrees. There is a choice of two different electronically controlled 2-speed Borg-Warner transfer cases. In sum: Appropriately equipped, the H3 is more than worthy to crawl through the woods, even if it probably never will.

On road, it's not bad either. With GM's Vortec 3500 inline 5 cylinder cranking 220 horses and 225 lb-ft of torque, the H3 clips along nicely. This is the same engine used in Chevy's Colorado pickup. Lugging the H3's 4700 curb weight, it isn't what anyone would call fast – 10.3 seconds 0-60 according to GM. But then I was never tempted to flog this box like I might a two-seater. When I needed to move or merge, it obliged. Those taking it off-road might want more grunt, however.

On road, the H3's ride is smooth and relatively even. It feels much like driving a Tahoe, really, only the windshield is flat and everyone is staring at you.

The bad news
Although GM boasts about the H3's headroom, the flat roof makes it feel very low. For the same reason, visibility isn't the best. If only they would use a little of that ground-to-ceiling loft for headroom, less for ground clearance. But I'm sure I'm missing the point.

Like the H2, the H3's interior disappoints those gazing at its exterior proportions and dreaming of room to wallow. Inside, you have great shoulder/hip room, but lousy legroom and a most uncomfortable rear seat. The latter seems to be a victim of the seatbacks folding forward over low bottom cushions to effect a flat cargo floor. It makes the seat angle weird for passengers.

Depending on whether or not you love the H2's testosterone-laden interior styling cues like the industrial-strength round air conditioning vents and gigantic shifter, you will like or dislike the H3's more subtle approach. It is still masculine inside with its somber monochrome, but it dials back the overt machissimo several notches.

One safety note: Only front air bags for driver and front-seat passenger come standard. Roof-rail mounted side curtain air bags are available.

Of quality concern is the fact my particular test vehicle sported a pronounced rattle of uncertain origin beneath the rear. The spare tire was securely mounted on the rear door, so that was not the problem. Whatever it was, it was not a good sign.

Is it worth it?
The one thing I haven’t mentioned here is gas mileage. Although this "Hummer-lite" would have us believe it is more PC than its brethren, 16 mpg city/19 highway doesn't exactly win any environmental awards. But then, it's a mid-size SUV and such figures are on par with others in its class.

GM calls Jeep Grand Cherokee, Toyota 4Runner and Nissan Pathfinder the H3's main competition. Among those, the H3 runs away with the "Best Off-Road" prize, as well as the trophy for "Most Distinctive." For the base price, it is arguably among the most eye-popping regardless of category.

Beyond that, I find little to cheer about. The others in this class impress me as much more reasonable, comfortable vehicles. But if you prefer your mid-sized SUV with a giant dose of rugged image and the off-road equipment to back that up, the H3 should top your list.

Particulars
Front-engine, 5-passenger, 5-door, mid-sized sport utility vehicle
Price
Base: $28,935;
As tested: $38,060
Notable standard equipment
AM/FM with CD player; 4WD; tire pressure monitor; power mirrors, windows, remote door locks; OnStar (1 year service included); fog lamps; aluminum wheels and all-terrain tires
Major options as tested
$3,125 luxury package includes 8-way power seats; leather interior; 7-speaker upgraded audio with 6-disc CD changer; heated seats; carpeted floor mats; lighted vanity mirrors; etc.
$1,695 for automatic transmission with stability control
$850 for chrome appearance package; $800 sunroof; $800 16-inch chrome wheels; $325 satellite radio; $270 trailer hitch and wiring harness; $695 chrome tubular assist steps
Safety
Airbags: dual front standard; roof-rail mounted head protection available
Reinforced safety-cage construction around passenger compartment
OnStar system
Three-point seatbelts at all positions
Electronic stability standard with automatic transmission
Brakes: Hydraulic four-wheel discs with anti-lock
EPA crash test rating: N/A
Engine
Type: 3.5-liter inline-5
Power: 220 bhp @ 5600 rpm; 225 lb-ft torque @2800 rpm
Drivetrain
Transmission: 4-speed automatic with Stabilitrak stability control standard. Manual available.
4-wheel drive: full-time two speed with manual locking center differential, electronic fully locking rear differential; brake-assisted traction control; with optional Adventure Package, crawl ratio is 69:1 with transfer case’s 4.03:1 low range gear reduction and lower 4.56:1 final drive axle ratio.
Exterior/Interior Dimensions
Wheelbase: 111.9 in.
Track, front/rear: 65/65.5 in.
Length/width/height: 186.7/74.7/74.5 in.
Curb weight: 4700 lb
Ground clearance: 9.1 in.
Luggage capacity: 63.5 cu ft with rear seat folded down/32 with seat up
Suspension
Front: independent with torsion and anti-roll bars
Rear: rigid axle, leaf springs, anti-roll bar
Gas mileage
EPA rated at 16 mpg city/19 highway

During her 16 years reviewing new vehicles, Beth Stein has written for Nashville's dailies (circ. 185,000), national magazines and BestStuff.com. She appeared coast-to-coast on-air for Road Test Magazine, Car And Driver Television and Motor Trend Television.