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Vehicle Tests > 2007 4WD of the Year
2007 4WD of the Year
Issue: March 2008
7th (209 points)
Hummer H3 Adventure
Background
The H3 is the third model to carry the Hummer nameplate and is often called the 'baby Hummer'. It follows in the wheel tracks of the H1, a civilian version of the original military Hummer, and the H2, built on a Chevrolet Tahoe/GMC Yukon platform and designed to answer criticisms that the H1 was too compromised by its military origins. The H3 is considerably smaller than either the H1 or the H2 and shares some of its core platform design with the Holden Rodeo. Sold in Australia as part of the GM Premium Brands group, the H3 is offered in three models, H3, H3 Adventure and H3 Luxury. Of the three, we short-listed the H3 Adventure as it has extra deep low-range gearing (4.03:1 v 2.64:1), a standard rear locking diff, and extra under body protection.
Set-piece hill climb/test track
Our set-piece hill climb has deep wheel ruts and strategically placed holes designed to test wheel travel and traction. On first attempt the Hummer stops, not through lack of traction but by bellying out on the rails that protect the transfer case. On second attempt, and with a little more momentum, the Hummer clears the climb but not without some fuss. At the top of the climb where you need to make a sharp U-turn amongst trees, the Hummer's poor vision works against it. No problems on the descent however as the deep low-range gearing provides reassuring engine braking. Likewise the Hummer completes the set-piece loop without problems - save for dragging a mud-flap or two.
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Trail Drive/Offroad
The Hummer's relatively poor vision also doesn't win it too many friends over three days of trail and offroad driving. We also find the disconcerting noise that emanates from the transmission when low-range is selected particularly annoying. Despite these criticisms, the Hummer proves easy to drive on the trails. At low speeds the engine has the sort of flexibility that a naturally aspirated diesel would be proud of, and the ride quality, especially at the front, is comfortingly supple. Moreover, with its good rear wheel travel, standard electronic traction control, rear locker (if required) and deep low range gearing, the Hummer feels like it could go just about anywhere, provided you don't hang up the underside.
Touring
For an engine that works so well offroad, the Hummer's 3.7-litre inline five is a real disappointment onroad. It claims 180kW but you would be hard pressed to find a more miserable 180kW anywhere this side of a dodgy hot-up shop. If the spec sheet claimed a maximum of 120kW you'd believe it. Still, the Hummer's a pleasant enough place to while away the kays if you're not in a hurry, or faced with too many hills. Most surprising is its general refinement and noise suppression and the quality of the bump absorption; even monster potholes on unsealed roads are dismissed with an arrogance that belies its basic torsion-bar front suspension. The downside of its soft front end is a tendency to 'float' at higher road speeds.
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7th (209 points)
Hummer H3 Adventure
Background
The H3 is the third model to carry the Hummer nameplate and is often called the 'baby Hummer'. It follows in the wheel tracks of the H1, a civilian version of the original military Hummer, and the H2, built on a Chevrolet Tahoe/GMC Yukon platform and designed to answer criticisms that the H1 was too compromised by its military origins. The H3 is considerably smaller than either the H1 or the H2 and shares some of its core platform design with the Holden Rodeo. Sold in Australia as part of the GM Premium Brands group, the H3 is offered in three models, H3, H3 Adventure and H3 Luxury. Of the three, we short-listed the H3 Adventure as it has extra deep low-range gearing (4.03:1 v 2.64:1), a standard rear locking diff, and extra under body protection.
Set-piece hill climb/test track
Our set-piece hill climb has deep wheel ruts and strategically placed holes designed to test wheel travel and traction. On first attempt the Hummer stops, not through lack of traction but by bellying out on the rails that protect the transfer case. On second attempt, and with a little more momentum, the Hummer clears the climb but not without some fuss. At the top of the climb where you need to make a sharp U-turn amongst trees, the Hummer's poor vision works against it. No problems on the descent however as the deep low-range gearing provides reassuring engine braking. Likewise the Hummer completes the set-piece loop without problems - save for dragging a mud-flap or two.
read on below advertisement
Trail Drive/Offroad
The Hummer's relatively poor vision also doesn't win it too many friends over three days of trail and offroad driving. We also find the disconcerting noise that emanates from the transmission when low-range is selected particularly annoying. Despite these criticisms, the Hummer proves easy to drive on the trails. At low speeds the engine has the sort of flexibility that a naturally aspirated diesel would be proud of, and the ride quality, especially at the front, is comfortingly supple. Moreover, with its good rear wheel travel, standard electronic traction control, rear locker (if required) and deep low range gearing, the Hummer feels like it could go just about anywhere, provided you don't hang up the underside.
Touring
For an engine that works so well offroad, the Hummer's 3.7-litre inline five is a real disappointment onroad. It claims 180kW but you would be hard pressed to find a more miserable 180kW anywhere this side of a dodgy hot-up shop. If the spec sheet claimed a maximum of 120kW you'd believe it. Still, the Hummer's a pleasant enough place to while away the kays if you're not in a hurry, or faced with too many hills. Most surprising is its general refinement and noise suppression and the quality of the bump absorption; even monster potholes on unsealed roads are dismissed with an arrogance that belies its basic torsion-bar front suspension. The downside of its soft front end is a tendency to 'float' at higher road speeds.
next page »
