Plastic forms the overfenders, the bumper covers, and the "airbox features" (you know, those rectangular lumps just forward of the A-pillars). Unlike the H2, which has many plastic body parts, the H3 is mostly steel, even the hood.
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With a manual and low-ratio transfer case, the vehicle crawls as if it were cogged directly to the earth's surface at a pace precisely controlled by your foot. The softly connected driveline of a torque-converter automatic requires exaggerated throttle openings to climb an obstacle and then gives zilch engine braking down the other side. Serious off-roaders prefer a manual gearbox, if a granny gear is part of the package. This "granny gear" provides slo-mo crawling over rocks with superb control. How low is it? First gear oozes along at 1.7 mph per 1000 engine rpm compared with 2.5 to 2.9 for the typical soccer-mom SUVs-if they even have a low range. The Adventure package ($1025) includes upsized 33-inch tires (285/75R-16 Bridgestone Dueler A/Ts on the test truck), various underbody armor plates, and a locking rear differential.Īdventurers also get a super-low reduction ratio in the transfer case, 4.03:1 instead of 2.64:1. In the traction department, all H3s have full-time all-wheel drive with a locking center differential and an electrically controlled low range. On that first requirement, the H3's approach and departure angles are somewhat less heroic than those of the H2, and its 9.1-inch ground clearance is 0.9 less, but few SUVs can match them nonetheless. They are also well outboard of the frame, which allows them to steer tighter angles.Ī good off-roader is built on two basic ideas: Don't get the bottom hung up on terrain, and don't lose traction. So the tires are out to the H3's shoulders for good stability on side slopes. The front control arms are also strengthened and lengthened about 1.5 inches on each side to widen the track. That shortens the front overhang and pushes the frame up for more clearance below. The torsion-bar front suspension is pushed forward 2.3 inches and downward by 1.2. This is a new truck, but hardly "all-new." (What from GM ever is?) The H3 is based on the Chevy Colorado/GMC Canyon small-pickup chassis and drivetrain, with significant changes down in the muscle and bones to endow it with Hummer capability. And this new H3 is arguably better than the original civilian whopper because it's less bulky: 16.8 inches shorter overall, 6.5 inches narrower. For fording streams, climbing over treacherous rocks, and bulling through the brush, Hummers saunter in where few large vehicles dare.
When the going gets tough, Hummers get going. But there's a special capability beneath the swagger. Offending every greenie in town has never been so easy.įor many, that's the whole point of a Hummer-flaunting its assault-vehicle styling. It rides well, turns in tight 37-foot circles, and on the highway scores up to 20 mpg with the manual transmission, according to the EPA. The H3 is an easy costume to wear every day. That means you can pee-oh Sierra Clubbers with what looks like a full-Philistine SUV, yet you can get onto the road for the low, low base price of $29,500. van der Rohe, then this new Hummer H3 is a lot more than GM's original whopper H2 because there's a lot less of it. If less is more, as was famously asserted by a certain Mr.