Comparing 2006 H3 looks to old Jeep Cherokee?
Guest
Posts: n/a
Comparing 2006 H3 looks to old Jeep Cherokee?
H3's do the Rubicon Trail: 33" rubber and electric rear locker.
Now if they can make it 1000lbs lighter and $10-15K cheaper!
Do suppose they'll be good for 200K+ miles?
- m
++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
2006 Hummer H3
To acquire a reputation on the street, first get off it.
Car And Driver
BY JOHN PEARLEY HUFFMAN
November 2004
Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
your neighbor heads up the local Sierra Club chapter and you don't like him
at all. It sells more on its affectations than its abilities, but with sales
drooping, the novelty of those affectations is fading. The challenge for GM
is for Hummer to earn some street cred for genuine ability before launching
the next, smaller SUV-and it's expected to be the line's bestseller-so it
can confront Jeep head on. And the way to do that is to get as far away from
the street as possible.
So they brought five prototypes of the 2006 Hummer H3 to northeast
California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
proving ground, namesake of the Wrangler Rubicon-and invited four automotive
writers along on a two-day development trek up the legendary
granite-and-dust nonroad. Both camping and seeing GM engineers without their
shirts on were among the program's unique features.
The five H3s were culled from a group of 78 "integration vehicles" built
with "production intent" parts and used for final tuning and safety testing
(half of the 78 were destroyed in barrier crashes). They're dang close to
the production H3s that will be in Hummer dealers' Quonset huts next summer
wearing a base price of about $30,000, even though the interiors lacked some
trim and graining on the plastic and the exteriors wore dorky camouflage.
The four gray H3s varied slightly in gearing and equipment, but all ran GM's
4L60-E four-speed automatic transmission. The sole yellow H3 had a
five-speed manual transmission.
Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
those trucks' body-on-frame construction; double-A-arm and torsion-bar front
and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC 20-valve
all-aluminum inline five-cylinder Vortec engine (the only engine offered).
At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
it's 19.2 inches longer. And although GM is still paring down the H3's heft,
it weighs well over two tons. This is a smaller Hummer, but it's not small.
The H3's most important components on the Rubicon were 33-inch-tall
LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
Adventure package carried by all five vehicles (base H3s will get
31-inch-tall P265/75R-16 Goodyears); the electronically controlled
dual-range transfer case; and the electronically engaged locking rear
differential. As was incessantly made clear to the engineers on hand, a
locking front diff would also be a boon for rock crawlers, but they'll have
to learn to work with the traction-control system instead.
The Rubicon Trail is only about 11 or 12 miles long (depending on who's
measuring and route variations), starting in the western Sierra Nevada
Mountains and running to the western shore of Lake Tahoe. It's thoroughly
rugged, and the parts of it that don't require crawling over granite
boulders usually include crossing granite outcroppings. It's literally the
standard against which other off-road routes are measured.
Starting at Wentworth Springs with tires running 20 pounds of inflation, we
immediately put the H3s in low range to begin the two-day crawl and stayed
there throughout the trip. With speeds rarely exceeding 5 mph, the H3s truly
are adept and nimble climbers. There's a lot of travel in the suspension,
the approach angles are generous, the steering is precise but doesn't buck
much when pounding into rocks, the five-cylinder engine's throttle is
progressive just off idle, and the four-wheel-drive and traction-control
systems work seamlessly together under most conditions. The structure of the
H3 is impressively stiff, which is particularly evident as the truck slides
off rocks to slam down hard on the skid plates with solid thunks and few
shudders.
Even in its incomplete and unfinished state, the H3's five-passenger
interior is a big step forward from that of the H2 in that it's cleanly
styled, with straightforward controls, and lacks the H2's frippery and
overwhelming self-consciousness. The squat window line and long hood limit
visibility a bit, but on the Rubicon all that really matters is that you can
see your spotter's hands.
For most Hummer buyers, off-road ability means something like easily
trudging out of the muddy parking lot at a horse show; that the H3 can
conquer the Rubicon is impressive, reassuring, and ego swelling but
ultimately academic. There's nothing on the Rubicon that simulates parallel
parking, commuting along I-5, or climbing the speed bumps at Target. In
fact, the trail doesn't even offer a chance to rev the H3's engine much
beyond its torque peak of 225 pound-feet at 2800 rpm or get the transmission
out of first gear. Nor can we tell you how the truck rides on fully inflated
tires.
So the big test for the Hummer H3 still lies ahead when it confronts the
everyday world of its potential buyers, a world in which the appeal of
overall competence never fades.
Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
Estimated base price: $30,000
Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
injection
Displacement: 211 cu in, 3464cc
Power (SAE net): 220 bhp @ 5600 rpm
Torque (SAE net): 225 lb-ft @ 2800 rpm
Transmissions: 5-speed manual,
4-speed automatic
Wheelbase: 111.9 in
Length/width/height: 186.7/85.5/74.5 in
Curb weight: 4800 lb
C/D-estimated performance (4-sp auto):
Zero to 60 mph: 9.3 sec
Standing 1/4-mile: 16.9 sec
Projected fuel economy (mfr's est, 4-sp auto):
EPA city driving: 15 mpg
EPA highway driving: 18 mpg
Now if they can make it 1000lbs lighter and $10-15K cheaper!
Do suppose they'll be good for 200K+ miles?
- m
++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
2006 Hummer H3
To acquire a reputation on the street, first get off it.
Car And Driver
BY JOHN PEARLEY HUFFMAN
November 2004
Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
your neighbor heads up the local Sierra Club chapter and you don't like him
at all. It sells more on its affectations than its abilities, but with sales
drooping, the novelty of those affectations is fading. The challenge for GM
is for Hummer to earn some street cred for genuine ability before launching
the next, smaller SUV-and it's expected to be the line's bestseller-so it
can confront Jeep head on. And the way to do that is to get as far away from
the street as possible.
So they brought five prototypes of the 2006 Hummer H3 to northeast
California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
proving ground, namesake of the Wrangler Rubicon-and invited four automotive
writers along on a two-day development trek up the legendary
granite-and-dust nonroad. Both camping and seeing GM engineers without their
shirts on were among the program's unique features.
The five H3s were culled from a group of 78 "integration vehicles" built
with "production intent" parts and used for final tuning and safety testing
(half of the 78 were destroyed in barrier crashes). They're dang close to
the production H3s that will be in Hummer dealers' Quonset huts next summer
wearing a base price of about $30,000, even though the interiors lacked some
trim and graining on the plastic and the exteriors wore dorky camouflage.
The four gray H3s varied slightly in gearing and equipment, but all ran GM's
4L60-E four-speed automatic transmission. The sole yellow H3 had a
five-speed manual transmission.
Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
those trucks' body-on-frame construction; double-A-arm and torsion-bar front
and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC 20-valve
all-aluminum inline five-cylinder Vortec engine (the only engine offered).
At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
it's 19.2 inches longer. And although GM is still paring down the H3's heft,
it weighs well over two tons. This is a smaller Hummer, but it's not small.
The H3's most important components on the Rubicon were 33-inch-tall
LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
Adventure package carried by all five vehicles (base H3s will get
31-inch-tall P265/75R-16 Goodyears); the electronically controlled
dual-range transfer case; and the electronically engaged locking rear
differential. As was incessantly made clear to the engineers on hand, a
locking front diff would also be a boon for rock crawlers, but they'll have
to learn to work with the traction-control system instead.
The Rubicon Trail is only about 11 or 12 miles long (depending on who's
measuring and route variations), starting in the western Sierra Nevada
Mountains and running to the western shore of Lake Tahoe. It's thoroughly
rugged, and the parts of it that don't require crawling over granite
boulders usually include crossing granite outcroppings. It's literally the
standard against which other off-road routes are measured.
Starting at Wentworth Springs with tires running 20 pounds of inflation, we
immediately put the H3s in low range to begin the two-day crawl and stayed
there throughout the trip. With speeds rarely exceeding 5 mph, the H3s truly
are adept and nimble climbers. There's a lot of travel in the suspension,
the approach angles are generous, the steering is precise but doesn't buck
much when pounding into rocks, the five-cylinder engine's throttle is
progressive just off idle, and the four-wheel-drive and traction-control
systems work seamlessly together under most conditions. The structure of the
H3 is impressively stiff, which is particularly evident as the truck slides
off rocks to slam down hard on the skid plates with solid thunks and few
shudders.
Even in its incomplete and unfinished state, the H3's five-passenger
interior is a big step forward from that of the H2 in that it's cleanly
styled, with straightforward controls, and lacks the H2's frippery and
overwhelming self-consciousness. The squat window line and long hood limit
visibility a bit, but on the Rubicon all that really matters is that you can
see your spotter's hands.
For most Hummer buyers, off-road ability means something like easily
trudging out of the muddy parking lot at a horse show; that the H3 can
conquer the Rubicon is impressive, reassuring, and ego swelling but
ultimately academic. There's nothing on the Rubicon that simulates parallel
parking, commuting along I-5, or climbing the speed bumps at Target. In
fact, the trail doesn't even offer a chance to rev the H3's engine much
beyond its torque peak of 225 pound-feet at 2800 rpm or get the transmission
out of first gear. Nor can we tell you how the truck rides on fully inflated
tires.
So the big test for the Hummer H3 still lies ahead when it confronts the
everyday world of its potential buyers, a world in which the appeal of
overall competence never fades.
Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
Estimated base price: $30,000
Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
injection
Displacement: 211 cu in, 3464cc
Power (SAE net): 220 bhp @ 5600 rpm
Torque (SAE net): 225 lb-ft @ 2800 rpm
Transmissions: 5-speed manual,
4-speed automatic
Wheelbase: 111.9 in
Length/width/height: 186.7/85.5/74.5 in
Curb weight: 4800 lb
C/D-estimated performance (4-sp auto):
Zero to 60 mph: 9.3 sec
Standing 1/4-mile: 16.9 sec
Projected fuel economy (mfr's est, 4-sp auto):
EPA city driving: 15 mpg
EPA highway driving: 18 mpg
Guest
Posts: n/a
Re: Comparing 2006 H3 looks to old Jeep Cherokee?
I wonder if the H3 gets the H2's weasly weak tie rods that would bend/snap
at the slightest provocation?
Jerry
--
Jerry Bransford
PP-ASEL N6TAY
See the Geezer Jeep at
http://members.***.net/jerrypb/
"MikeinIN" <mikefye@insight.bb.com> wrote in message
news:opEcd.266285$D%.172543@attbi_s51...
> H3's do the Rubicon Trail: 33" rubber and electric rear locker.
>
> Now if they can make it 1000lbs lighter and $10-15K cheaper!
> Do suppose they'll be good for 200K+ miles?
>
> - m
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
>
> 2006 Hummer H3
> To acquire a reputation on the street, first get off it.
> Car And Driver
> BY JOHN PEARLEY HUFFMAN
> November 2004
>
> Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> your neighbor heads up the local Sierra Club chapter and you don't like
> him
> at all. It sells more on its affectations than its abilities, but with
> sales
> drooping, the novelty of those affectations is fading. The challenge for
> GM
> is for Hummer to earn some street cred for genuine ability before
> launching
> the next, smaller SUV-and it's expected to be the line's bestseller-so it
> can confront Jeep head on. And the way to do that is to get as far away
> from
> the street as possible.
>
> So they brought five prototypes of the 2006 Hummer H3 to northeast
> California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> proving ground, namesake of the Wrangler Rubicon-and invited four
> automotive
> writers along on a two-day development trek up the legendary
> granite-and-dust nonroad. Both camping and seeing GM engineers without
> their
> shirts on were among the program's unique features.
>
> The five H3s were culled from a group of 78 "integration vehicles" built
> with "production intent" parts and used for final tuning and safety
> testing
> (half of the 78 were destroyed in barrier crashes). They're dang close to
> the production H3s that will be in Hummer dealers' Quonset huts next
> summer
> wearing a base price of about $30,000, even though the interiors lacked
> some
> trim and graining on the plastic and the exteriors wore dorky camouflage.
> The four gray H3s varied slightly in gearing and equipment, but all ran
> GM's
> 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> five-speed manual transmission.
>
> Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
> those trucks' body-on-frame construction; double-A-arm and torsion-bar
> front
> and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
> 20-valve
> all-aluminum inline five-cylinder Vortec engine (the only engine offered).
>
> At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
> Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
> on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
> it's 19.2 inches longer. And although GM is still paring down the H3's
> heft,
> it weighs well over two tons. This is a smaller Hummer, but it's not
> small.
>
> The H3's most important components on the Rubicon were 33-inch-tall
> LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> Adventure package carried by all five vehicles (base H3s will get
> 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> dual-range transfer case; and the electronically engaged locking rear
> differential. As was incessantly made clear to the engineers on hand, a
> locking front diff would also be a boon for rock crawlers, but they'll
> have
> to learn to work with the traction-control system instead.
>
> The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> measuring and route variations), starting in the western Sierra Nevada
> Mountains and running to the western shore of Lake Tahoe. It's thoroughly
> rugged, and the parts of it that don't require crawling over granite
> boulders usually include crossing granite outcroppings. It's literally the
> standard against which other off-road routes are measured.
>
> Starting at Wentworth Springs with tires running 20 pounds of inflation,
> we
> immediately put the H3s in low range to begin the two-day crawl and stayed
> there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
> truly
> are adept and nimble climbers. There's a lot of travel in the suspension,
> the approach angles are generous, the steering is precise but doesn't buck
> much when pounding into rocks, the five-cylinder engine's throttle is
> progressive just off idle, and the four-wheel-drive and traction-control
> systems work seamlessly together under most conditions. The structure of
> the
> H3 is impressively stiff, which is particularly evident as the truck
> slides
> off rocks to slam down hard on the skid plates with solid thunks and few
> shudders.
>
> Even in its incomplete and unfinished state, the H3's five-passenger
> interior is a big step forward from that of the H2 in that it's cleanly
> styled, with straightforward controls, and lacks the H2's frippery and
> overwhelming self-consciousness. The squat window line and long hood limit
> visibility a bit, but on the Rubicon all that really matters is that you
> can
> see your spotter's hands.
>
> For most Hummer buyers, off-road ability means something like easily
> trudging out of the muddy parking lot at a horse show; that the H3 can
> conquer the Rubicon is impressive, reassuring, and ego swelling but
> ultimately academic. There's nothing on the Rubicon that simulates
> parallel
> parking, commuting along I-5, or climbing the speed bumps at Target. In
> fact, the trail doesn't even offer a chance to rev the H3's engine much
> beyond its torque peak of 225 pound-feet at 2800 rpm or get the
> transmission
> out of first gear. Nor can we tell you how the truck rides on fully
> inflated
> tires.
>
> So the big test for the Hummer H3 still lies ahead when it confronts the
> everyday world of its potential buyers, a world in which the appeal of
> overall competence never fades.
>
> Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
>
>
> Estimated base price: $30,000
> Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> injection
> Displacement: 211 cu in, 3464cc
> Power (SAE net): 220 bhp @ 5600 rpm
> Torque (SAE net): 225 lb-ft @ 2800 rpm
> Transmissions: 5-speed manual,
> 4-speed automatic
> Wheelbase: 111.9 in
> Length/width/height: 186.7/85.5/74.5 in
> Curb weight: 4800 lb
> C/D-estimated performance (4-sp auto):
> Zero to 60 mph: 9.3 sec
> Standing 1/4-mile: 16.9 sec
> Projected fuel economy (mfr's est, 4-sp auto):
> EPA city driving: 15 mpg
> EPA highway driving: 18 mpg
>
>
>
at the slightest provocation?
Jerry
--
Jerry Bransford
PP-ASEL N6TAY
See the Geezer Jeep at
http://members.***.net/jerrypb/
"MikeinIN" <mikefye@insight.bb.com> wrote in message
news:opEcd.266285$D%.172543@attbi_s51...
> H3's do the Rubicon Trail: 33" rubber and electric rear locker.
>
> Now if they can make it 1000lbs lighter and $10-15K cheaper!
> Do suppose they'll be good for 200K+ miles?
>
> - m
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
>
> 2006 Hummer H3
> To acquire a reputation on the street, first get off it.
> Car And Driver
> BY JOHN PEARLEY HUFFMAN
> November 2004
>
> Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> your neighbor heads up the local Sierra Club chapter and you don't like
> him
> at all. It sells more on its affectations than its abilities, but with
> sales
> drooping, the novelty of those affectations is fading. The challenge for
> GM
> is for Hummer to earn some street cred for genuine ability before
> launching
> the next, smaller SUV-and it's expected to be the line's bestseller-so it
> can confront Jeep head on. And the way to do that is to get as far away
> from
> the street as possible.
>
> So they brought five prototypes of the 2006 Hummer H3 to northeast
> California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> proving ground, namesake of the Wrangler Rubicon-and invited four
> automotive
> writers along on a two-day development trek up the legendary
> granite-and-dust nonroad. Both camping and seeing GM engineers without
> their
> shirts on were among the program's unique features.
>
> The five H3s were culled from a group of 78 "integration vehicles" built
> with "production intent" parts and used for final tuning and safety
> testing
> (half of the 78 were destroyed in barrier crashes). They're dang close to
> the production H3s that will be in Hummer dealers' Quonset huts next
> summer
> wearing a base price of about $30,000, even though the interiors lacked
> some
> trim and graining on the plastic and the exteriors wore dorky camouflage.
> The four gray H3s varied slightly in gearing and equipment, but all ran
> GM's
> 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> five-speed manual transmission.
>
> Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
> those trucks' body-on-frame construction; double-A-arm and torsion-bar
> front
> and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
> 20-valve
> all-aluminum inline five-cylinder Vortec engine (the only engine offered).
>
> At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
> Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
> on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
> it's 19.2 inches longer. And although GM is still paring down the H3's
> heft,
> it weighs well over two tons. This is a smaller Hummer, but it's not
> small.
>
> The H3's most important components on the Rubicon were 33-inch-tall
> LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> Adventure package carried by all five vehicles (base H3s will get
> 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> dual-range transfer case; and the electronically engaged locking rear
> differential. As was incessantly made clear to the engineers on hand, a
> locking front diff would also be a boon for rock crawlers, but they'll
> have
> to learn to work with the traction-control system instead.
>
> The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> measuring and route variations), starting in the western Sierra Nevada
> Mountains and running to the western shore of Lake Tahoe. It's thoroughly
> rugged, and the parts of it that don't require crawling over granite
> boulders usually include crossing granite outcroppings. It's literally the
> standard against which other off-road routes are measured.
>
> Starting at Wentworth Springs with tires running 20 pounds of inflation,
> we
> immediately put the H3s in low range to begin the two-day crawl and stayed
> there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
> truly
> are adept and nimble climbers. There's a lot of travel in the suspension,
> the approach angles are generous, the steering is precise but doesn't buck
> much when pounding into rocks, the five-cylinder engine's throttle is
> progressive just off idle, and the four-wheel-drive and traction-control
> systems work seamlessly together under most conditions. The structure of
> the
> H3 is impressively stiff, which is particularly evident as the truck
> slides
> off rocks to slam down hard on the skid plates with solid thunks and few
> shudders.
>
> Even in its incomplete and unfinished state, the H3's five-passenger
> interior is a big step forward from that of the H2 in that it's cleanly
> styled, with straightforward controls, and lacks the H2's frippery and
> overwhelming self-consciousness. The squat window line and long hood limit
> visibility a bit, but on the Rubicon all that really matters is that you
> can
> see your spotter's hands.
>
> For most Hummer buyers, off-road ability means something like easily
> trudging out of the muddy parking lot at a horse show; that the H3 can
> conquer the Rubicon is impressive, reassuring, and ego swelling but
> ultimately academic. There's nothing on the Rubicon that simulates
> parallel
> parking, commuting along I-5, or climbing the speed bumps at Target. In
> fact, the trail doesn't even offer a chance to rev the H3's engine much
> beyond its torque peak of 225 pound-feet at 2800 rpm or get the
> transmission
> out of first gear. Nor can we tell you how the truck rides on fully
> inflated
> tires.
>
> So the big test for the Hummer H3 still lies ahead when it confronts the
> everyday world of its potential buyers, a world in which the appeal of
> overall competence never fades.
>
> Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
>
>
> Estimated base price: $30,000
> Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> injection
> Displacement: 211 cu in, 3464cc
> Power (SAE net): 220 bhp @ 5600 rpm
> Torque (SAE net): 225 lb-ft @ 2800 rpm
> Transmissions: 5-speed manual,
> 4-speed automatic
> Wheelbase: 111.9 in
> Length/width/height: 186.7/85.5/74.5 in
> Curb weight: 4800 lb
> C/D-estimated performance (4-sp auto):
> Zero to 60 mph: 9.3 sec
> Standing 1/4-mile: 16.9 sec
> Projected fuel economy (mfr's est, 4-sp auto):
> EPA city driving: 15 mpg
> EPA highway driving: 18 mpg
>
>
>
Guest
Posts: n/a
Re: Comparing 2006 H3 looks to old Jeep Cherokee?
I wonder if the H3 gets the H2's weasly weak tie rods that would bend/snap
at the slightest provocation?
Jerry
--
Jerry Bransford
PP-ASEL N6TAY
See the Geezer Jeep at
http://members.***.net/jerrypb/
"MikeinIN" <mikefye@insight.bb.com> wrote in message
news:opEcd.266285$D%.172543@attbi_s51...
> H3's do the Rubicon Trail: 33" rubber and electric rear locker.
>
> Now if they can make it 1000lbs lighter and $10-15K cheaper!
> Do suppose they'll be good for 200K+ miles?
>
> - m
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
>
> 2006 Hummer H3
> To acquire a reputation on the street, first get off it.
> Car And Driver
> BY JOHN PEARLEY HUFFMAN
> November 2004
>
> Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> your neighbor heads up the local Sierra Club chapter and you don't like
> him
> at all. It sells more on its affectations than its abilities, but with
> sales
> drooping, the novelty of those affectations is fading. The challenge for
> GM
> is for Hummer to earn some street cred for genuine ability before
> launching
> the next, smaller SUV-and it's expected to be the line's bestseller-so it
> can confront Jeep head on. And the way to do that is to get as far away
> from
> the street as possible.
>
> So they brought five prototypes of the 2006 Hummer H3 to northeast
> California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> proving ground, namesake of the Wrangler Rubicon-and invited four
> automotive
> writers along on a two-day development trek up the legendary
> granite-and-dust nonroad. Both camping and seeing GM engineers without
> their
> shirts on were among the program's unique features.
>
> The five H3s were culled from a group of 78 "integration vehicles" built
> with "production intent" parts and used for final tuning and safety
> testing
> (half of the 78 were destroyed in barrier crashes). They're dang close to
> the production H3s that will be in Hummer dealers' Quonset huts next
> summer
> wearing a base price of about $30,000, even though the interiors lacked
> some
> trim and graining on the plastic and the exteriors wore dorky camouflage.
> The four gray H3s varied slightly in gearing and equipment, but all ran
> GM's
> 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> five-speed manual transmission.
>
> Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
> those trucks' body-on-frame construction; double-A-arm and torsion-bar
> front
> and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
> 20-valve
> all-aluminum inline five-cylinder Vortec engine (the only engine offered).
>
> At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
> Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
> on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
> it's 19.2 inches longer. And although GM is still paring down the H3's
> heft,
> it weighs well over two tons. This is a smaller Hummer, but it's not
> small.
>
> The H3's most important components on the Rubicon were 33-inch-tall
> LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> Adventure package carried by all five vehicles (base H3s will get
> 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> dual-range transfer case; and the electronically engaged locking rear
> differential. As was incessantly made clear to the engineers on hand, a
> locking front diff would also be a boon for rock crawlers, but they'll
> have
> to learn to work with the traction-control system instead.
>
> The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> measuring and route variations), starting in the western Sierra Nevada
> Mountains and running to the western shore of Lake Tahoe. It's thoroughly
> rugged, and the parts of it that don't require crawling over granite
> boulders usually include crossing granite outcroppings. It's literally the
> standard against which other off-road routes are measured.
>
> Starting at Wentworth Springs with tires running 20 pounds of inflation,
> we
> immediately put the H3s in low range to begin the two-day crawl and stayed
> there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
> truly
> are adept and nimble climbers. There's a lot of travel in the suspension,
> the approach angles are generous, the steering is precise but doesn't buck
> much when pounding into rocks, the five-cylinder engine's throttle is
> progressive just off idle, and the four-wheel-drive and traction-control
> systems work seamlessly together under most conditions. The structure of
> the
> H3 is impressively stiff, which is particularly evident as the truck
> slides
> off rocks to slam down hard on the skid plates with solid thunks and few
> shudders.
>
> Even in its incomplete and unfinished state, the H3's five-passenger
> interior is a big step forward from that of the H2 in that it's cleanly
> styled, with straightforward controls, and lacks the H2's frippery and
> overwhelming self-consciousness. The squat window line and long hood limit
> visibility a bit, but on the Rubicon all that really matters is that you
> can
> see your spotter's hands.
>
> For most Hummer buyers, off-road ability means something like easily
> trudging out of the muddy parking lot at a horse show; that the H3 can
> conquer the Rubicon is impressive, reassuring, and ego swelling but
> ultimately academic. There's nothing on the Rubicon that simulates
> parallel
> parking, commuting along I-5, or climbing the speed bumps at Target. In
> fact, the trail doesn't even offer a chance to rev the H3's engine much
> beyond its torque peak of 225 pound-feet at 2800 rpm or get the
> transmission
> out of first gear. Nor can we tell you how the truck rides on fully
> inflated
> tires.
>
> So the big test for the Hummer H3 still lies ahead when it confronts the
> everyday world of its potential buyers, a world in which the appeal of
> overall competence never fades.
>
> Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
>
>
> Estimated base price: $30,000
> Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> injection
> Displacement: 211 cu in, 3464cc
> Power (SAE net): 220 bhp @ 5600 rpm
> Torque (SAE net): 225 lb-ft @ 2800 rpm
> Transmissions: 5-speed manual,
> 4-speed automatic
> Wheelbase: 111.9 in
> Length/width/height: 186.7/85.5/74.5 in
> Curb weight: 4800 lb
> C/D-estimated performance (4-sp auto):
> Zero to 60 mph: 9.3 sec
> Standing 1/4-mile: 16.9 sec
> Projected fuel economy (mfr's est, 4-sp auto):
> EPA city driving: 15 mpg
> EPA highway driving: 18 mpg
>
>
>
at the slightest provocation?
Jerry
--
Jerry Bransford
PP-ASEL N6TAY
See the Geezer Jeep at
http://members.***.net/jerrypb/
"MikeinIN" <mikefye@insight.bb.com> wrote in message
news:opEcd.266285$D%.172543@attbi_s51...
> H3's do the Rubicon Trail: 33" rubber and electric rear locker.
>
> Now if they can make it 1000lbs lighter and $10-15K cheaper!
> Do suppose they'll be good for 200K+ miles?
>
> - m
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
>
> 2006 Hummer H3
> To acquire a reputation on the street, first get off it.
> Car And Driver
> BY JOHN PEARLEY HUFFMAN
> November 2004
>
> Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> your neighbor heads up the local Sierra Club chapter and you don't like
> him
> at all. It sells more on its affectations than its abilities, but with
> sales
> drooping, the novelty of those affectations is fading. The challenge for
> GM
> is for Hummer to earn some street cred for genuine ability before
> launching
> the next, smaller SUV-and it's expected to be the line's bestseller-so it
> can confront Jeep head on. And the way to do that is to get as far away
> from
> the street as possible.
>
> So they brought five prototypes of the 2006 Hummer H3 to northeast
> California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> proving ground, namesake of the Wrangler Rubicon-and invited four
> automotive
> writers along on a two-day development trek up the legendary
> granite-and-dust nonroad. Both camping and seeing GM engineers without
> their
> shirts on were among the program's unique features.
>
> The five H3s were culled from a group of 78 "integration vehicles" built
> with "production intent" parts and used for final tuning and safety
> testing
> (half of the 78 were destroyed in barrier crashes). They're dang close to
> the production H3s that will be in Hummer dealers' Quonset huts next
> summer
> wearing a base price of about $30,000, even though the interiors lacked
> some
> trim and graining on the plastic and the exteriors wore dorky camouflage.
> The four gray H3s varied slightly in gearing and equipment, but all ran
> GM's
> 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> five-speed manual transmission.
>
> Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
> those trucks' body-on-frame construction; double-A-arm and torsion-bar
> front
> and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
> 20-valve
> all-aluminum inline five-cylinder Vortec engine (the only engine offered).
>
> At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
> Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
> on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
> it's 19.2 inches longer. And although GM is still paring down the H3's
> heft,
> it weighs well over two tons. This is a smaller Hummer, but it's not
> small.
>
> The H3's most important components on the Rubicon were 33-inch-tall
> LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> Adventure package carried by all five vehicles (base H3s will get
> 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> dual-range transfer case; and the electronically engaged locking rear
> differential. As was incessantly made clear to the engineers on hand, a
> locking front diff would also be a boon for rock crawlers, but they'll
> have
> to learn to work with the traction-control system instead.
>
> The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> measuring and route variations), starting in the western Sierra Nevada
> Mountains and running to the western shore of Lake Tahoe. It's thoroughly
> rugged, and the parts of it that don't require crawling over granite
> boulders usually include crossing granite outcroppings. It's literally the
> standard against which other off-road routes are measured.
>
> Starting at Wentworth Springs with tires running 20 pounds of inflation,
> we
> immediately put the H3s in low range to begin the two-day crawl and stayed
> there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
> truly
> are adept and nimble climbers. There's a lot of travel in the suspension,
> the approach angles are generous, the steering is precise but doesn't buck
> much when pounding into rocks, the five-cylinder engine's throttle is
> progressive just off idle, and the four-wheel-drive and traction-control
> systems work seamlessly together under most conditions. The structure of
> the
> H3 is impressively stiff, which is particularly evident as the truck
> slides
> off rocks to slam down hard on the skid plates with solid thunks and few
> shudders.
>
> Even in its incomplete and unfinished state, the H3's five-passenger
> interior is a big step forward from that of the H2 in that it's cleanly
> styled, with straightforward controls, and lacks the H2's frippery and
> overwhelming self-consciousness. The squat window line and long hood limit
> visibility a bit, but on the Rubicon all that really matters is that you
> can
> see your spotter's hands.
>
> For most Hummer buyers, off-road ability means something like easily
> trudging out of the muddy parking lot at a horse show; that the H3 can
> conquer the Rubicon is impressive, reassuring, and ego swelling but
> ultimately academic. There's nothing on the Rubicon that simulates
> parallel
> parking, commuting along I-5, or climbing the speed bumps at Target. In
> fact, the trail doesn't even offer a chance to rev the H3's engine much
> beyond its torque peak of 225 pound-feet at 2800 rpm or get the
> transmission
> out of first gear. Nor can we tell you how the truck rides on fully
> inflated
> tires.
>
> So the big test for the Hummer H3 still lies ahead when it confronts the
> everyday world of its potential buyers, a world in which the appeal of
> overall competence never fades.
>
> Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
>
>
> Estimated base price: $30,000
> Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> injection
> Displacement: 211 cu in, 3464cc
> Power (SAE net): 220 bhp @ 5600 rpm
> Torque (SAE net): 225 lb-ft @ 2800 rpm
> Transmissions: 5-speed manual,
> 4-speed automatic
> Wheelbase: 111.9 in
> Length/width/height: 186.7/85.5/74.5 in
> Curb weight: 4800 lb
> C/D-estimated performance (4-sp auto):
> Zero to 60 mph: 9.3 sec
> Standing 1/4-mile: 16.9 sec
> Projected fuel economy (mfr's est, 4-sp auto):
> EPA city driving: 15 mpg
> EPA highway driving: 18 mpg
>
>
>
Guest
Posts: n/a
Re: Comparing 2006 H3 looks to old Jeep Cherokee?
I wonder if the H3 gets the H2's weasly weak tie rods that would bend/snap
at the slightest provocation?
Jerry
--
Jerry Bransford
PP-ASEL N6TAY
See the Geezer Jeep at
http://members.***.net/jerrypb/
"MikeinIN" <mikefye@insight.bb.com> wrote in message
news:opEcd.266285$D%.172543@attbi_s51...
> H3's do the Rubicon Trail: 33" rubber and electric rear locker.
>
> Now if they can make it 1000lbs lighter and $10-15K cheaper!
> Do suppose they'll be good for 200K+ miles?
>
> - m
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
>
> 2006 Hummer H3
> To acquire a reputation on the street, first get off it.
> Car And Driver
> BY JOHN PEARLEY HUFFMAN
> November 2004
>
> Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> your neighbor heads up the local Sierra Club chapter and you don't like
> him
> at all. It sells more on its affectations than its abilities, but with
> sales
> drooping, the novelty of those affectations is fading. The challenge for
> GM
> is for Hummer to earn some street cred for genuine ability before
> launching
> the next, smaller SUV-and it's expected to be the line's bestseller-so it
> can confront Jeep head on. And the way to do that is to get as far away
> from
> the street as possible.
>
> So they brought five prototypes of the 2006 Hummer H3 to northeast
> California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> proving ground, namesake of the Wrangler Rubicon-and invited four
> automotive
> writers along on a two-day development trek up the legendary
> granite-and-dust nonroad. Both camping and seeing GM engineers without
> their
> shirts on were among the program's unique features.
>
> The five H3s were culled from a group of 78 "integration vehicles" built
> with "production intent" parts and used for final tuning and safety
> testing
> (half of the 78 were destroyed in barrier crashes). They're dang close to
> the production H3s that will be in Hummer dealers' Quonset huts next
> summer
> wearing a base price of about $30,000, even though the interiors lacked
> some
> trim and graining on the plastic and the exteriors wore dorky camouflage.
> The four gray H3s varied slightly in gearing and equipment, but all ran
> GM's
> 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> five-speed manual transmission.
>
> Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
> those trucks' body-on-frame construction; double-A-arm and torsion-bar
> front
> and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
> 20-valve
> all-aluminum inline five-cylinder Vortec engine (the only engine offered).
>
> At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
> Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
> on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
> it's 19.2 inches longer. And although GM is still paring down the H3's
> heft,
> it weighs well over two tons. This is a smaller Hummer, but it's not
> small.
>
> The H3's most important components on the Rubicon were 33-inch-tall
> LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> Adventure package carried by all five vehicles (base H3s will get
> 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> dual-range transfer case; and the electronically engaged locking rear
> differential. As was incessantly made clear to the engineers on hand, a
> locking front diff would also be a boon for rock crawlers, but they'll
> have
> to learn to work with the traction-control system instead.
>
> The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> measuring and route variations), starting in the western Sierra Nevada
> Mountains and running to the western shore of Lake Tahoe. It's thoroughly
> rugged, and the parts of it that don't require crawling over granite
> boulders usually include crossing granite outcroppings. It's literally the
> standard against which other off-road routes are measured.
>
> Starting at Wentworth Springs with tires running 20 pounds of inflation,
> we
> immediately put the H3s in low range to begin the two-day crawl and stayed
> there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
> truly
> are adept and nimble climbers. There's a lot of travel in the suspension,
> the approach angles are generous, the steering is precise but doesn't buck
> much when pounding into rocks, the five-cylinder engine's throttle is
> progressive just off idle, and the four-wheel-drive and traction-control
> systems work seamlessly together under most conditions. The structure of
> the
> H3 is impressively stiff, which is particularly evident as the truck
> slides
> off rocks to slam down hard on the skid plates with solid thunks and few
> shudders.
>
> Even in its incomplete and unfinished state, the H3's five-passenger
> interior is a big step forward from that of the H2 in that it's cleanly
> styled, with straightforward controls, and lacks the H2's frippery and
> overwhelming self-consciousness. The squat window line and long hood limit
> visibility a bit, but on the Rubicon all that really matters is that you
> can
> see your spotter's hands.
>
> For most Hummer buyers, off-road ability means something like easily
> trudging out of the muddy parking lot at a horse show; that the H3 can
> conquer the Rubicon is impressive, reassuring, and ego swelling but
> ultimately academic. There's nothing on the Rubicon that simulates
> parallel
> parking, commuting along I-5, or climbing the speed bumps at Target. In
> fact, the trail doesn't even offer a chance to rev the H3's engine much
> beyond its torque peak of 225 pound-feet at 2800 rpm or get the
> transmission
> out of first gear. Nor can we tell you how the truck rides on fully
> inflated
> tires.
>
> So the big test for the Hummer H3 still lies ahead when it confronts the
> everyday world of its potential buyers, a world in which the appeal of
> overall competence never fades.
>
> Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
>
>
> Estimated base price: $30,000
> Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> injection
> Displacement: 211 cu in, 3464cc
> Power (SAE net): 220 bhp @ 5600 rpm
> Torque (SAE net): 225 lb-ft @ 2800 rpm
> Transmissions: 5-speed manual,
> 4-speed automatic
> Wheelbase: 111.9 in
> Length/width/height: 186.7/85.5/74.5 in
> Curb weight: 4800 lb
> C/D-estimated performance (4-sp auto):
> Zero to 60 mph: 9.3 sec
> Standing 1/4-mile: 16.9 sec
> Projected fuel economy (mfr's est, 4-sp auto):
> EPA city driving: 15 mpg
> EPA highway driving: 18 mpg
>
>
>
at the slightest provocation?
Jerry
--
Jerry Bransford
PP-ASEL N6TAY
See the Geezer Jeep at
http://members.***.net/jerrypb/
"MikeinIN" <mikefye@insight.bb.com> wrote in message
news:opEcd.266285$D%.172543@attbi_s51...
> H3's do the Rubicon Trail: 33" rubber and electric rear locker.
>
> Now if they can make it 1000lbs lighter and $10-15K cheaper!
> Do suppose they'll be good for 200K+ miles?
>
> - m
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
>
> 2006 Hummer H3
> To acquire a reputation on the street, first get off it.
> Car And Driver
> BY JOHN PEARLEY HUFFMAN
> November 2004
>
> Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> your neighbor heads up the local Sierra Club chapter and you don't like
> him
> at all. It sells more on its affectations than its abilities, but with
> sales
> drooping, the novelty of those affectations is fading. The challenge for
> GM
> is for Hummer to earn some street cred for genuine ability before
> launching
> the next, smaller SUV-and it's expected to be the line's bestseller-so it
> can confront Jeep head on. And the way to do that is to get as far away
> from
> the street as possible.
>
> So they brought five prototypes of the 2006 Hummer H3 to northeast
> California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> proving ground, namesake of the Wrangler Rubicon-and invited four
> automotive
> writers along on a two-day development trek up the legendary
> granite-and-dust nonroad. Both camping and seeing GM engineers without
> their
> shirts on were among the program's unique features.
>
> The five H3s were culled from a group of 78 "integration vehicles" built
> with "production intent" parts and used for final tuning and safety
> testing
> (half of the 78 were destroyed in barrier crashes). They're dang close to
> the production H3s that will be in Hummer dealers' Quonset huts next
> summer
> wearing a base price of about $30,000, even though the interiors lacked
> some
> trim and graining on the plastic and the exteriors wore dorky camouflage.
> The four gray H3s varied slightly in gearing and equipment, but all ran
> GM's
> 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> five-speed manual transmission.
>
> Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
> those trucks' body-on-frame construction; double-A-arm and torsion-bar
> front
> and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
> 20-valve
> all-aluminum inline five-cylinder Vortec engine (the only engine offered).
>
> At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
> Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
> on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
> it's 19.2 inches longer. And although GM is still paring down the H3's
> heft,
> it weighs well over two tons. This is a smaller Hummer, but it's not
> small.
>
> The H3's most important components on the Rubicon were 33-inch-tall
> LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> Adventure package carried by all five vehicles (base H3s will get
> 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> dual-range transfer case; and the electronically engaged locking rear
> differential. As was incessantly made clear to the engineers on hand, a
> locking front diff would also be a boon for rock crawlers, but they'll
> have
> to learn to work with the traction-control system instead.
>
> The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> measuring and route variations), starting in the western Sierra Nevada
> Mountains and running to the western shore of Lake Tahoe. It's thoroughly
> rugged, and the parts of it that don't require crawling over granite
> boulders usually include crossing granite outcroppings. It's literally the
> standard against which other off-road routes are measured.
>
> Starting at Wentworth Springs with tires running 20 pounds of inflation,
> we
> immediately put the H3s in low range to begin the two-day crawl and stayed
> there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
> truly
> are adept and nimble climbers. There's a lot of travel in the suspension,
> the approach angles are generous, the steering is precise but doesn't buck
> much when pounding into rocks, the five-cylinder engine's throttle is
> progressive just off idle, and the four-wheel-drive and traction-control
> systems work seamlessly together under most conditions. The structure of
> the
> H3 is impressively stiff, which is particularly evident as the truck
> slides
> off rocks to slam down hard on the skid plates with solid thunks and few
> shudders.
>
> Even in its incomplete and unfinished state, the H3's five-passenger
> interior is a big step forward from that of the H2 in that it's cleanly
> styled, with straightforward controls, and lacks the H2's frippery and
> overwhelming self-consciousness. The squat window line and long hood limit
> visibility a bit, but on the Rubicon all that really matters is that you
> can
> see your spotter's hands.
>
> For most Hummer buyers, off-road ability means something like easily
> trudging out of the muddy parking lot at a horse show; that the H3 can
> conquer the Rubicon is impressive, reassuring, and ego swelling but
> ultimately academic. There's nothing on the Rubicon that simulates
> parallel
> parking, commuting along I-5, or climbing the speed bumps at Target. In
> fact, the trail doesn't even offer a chance to rev the H3's engine much
> beyond its torque peak of 225 pound-feet at 2800 rpm or get the
> transmission
> out of first gear. Nor can we tell you how the truck rides on fully
> inflated
> tires.
>
> So the big test for the Hummer H3 still lies ahead when it confronts the
> everyday world of its potential buyers, a world in which the appeal of
> overall competence never fades.
>
> Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
>
>
> Estimated base price: $30,000
> Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> injection
> Displacement: 211 cu in, 3464cc
> Power (SAE net): 220 bhp @ 5600 rpm
> Torque (SAE net): 225 lb-ft @ 2800 rpm
> Transmissions: 5-speed manual,
> 4-speed automatic
> Wheelbase: 111.9 in
> Length/width/height: 186.7/85.5/74.5 in
> Curb weight: 4800 lb
> C/D-estimated performance (4-sp auto):
> Zero to 60 mph: 9.3 sec
> Standing 1/4-mile: 16.9 sec
> Projected fuel economy (mfr's est, 4-sp auto):
> EPA city driving: 15 mpg
> EPA highway driving: 18 mpg
>
>
>
Guest
Posts: n/a
Re: Comparing 2006 H3 looks to old Jeep Cherokee?
krysler screwed up amc's great jeep designs, and now gm is messing up amc's
great hummer design....go figger
"MikeinIN" <mikefye@insight.bb.com> wrote in message
news:opEcd.266285$D%.172543@attbi_s51...
> H3's do the Rubicon Trail: 33" rubber and electric rear locker.
>
> Now if they can make it 1000lbs lighter and $10-15K cheaper!
> Do suppose they'll be good for 200K+ miles?
>
> - m
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
>
> 2006 Hummer H3
> To acquire a reputation on the street, first get off it.
> Car And Driver
> BY JOHN PEARLEY HUFFMAN
> November 2004
>
> Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> your neighbor heads up the local Sierra Club chapter and you don't like
him
> at all. It sells more on its affectations than its abilities, but with
sales
> drooping, the novelty of those affectations is fading. The challenge for
GM
> is for Hummer to earn some street cred for genuine ability before
launching
> the next, smaller SUV-and it's expected to be the line's bestseller-so it
> can confront Jeep head on. And the way to do that is to get as far away
from
> the street as possible.
>
> So they brought five prototypes of the 2006 Hummer H3 to northeast
> California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> proving ground, namesake of the Wrangler Rubicon-and invited four
automotive
> writers along on a two-day development trek up the legendary
> granite-and-dust nonroad. Both camping and seeing GM engineers without
their
> shirts on were among the program's unique features.
>
> The five H3s were culled from a group of 78 "integration vehicles" built
> with "production intent" parts and used for final tuning and safety
testing
> (half of the 78 were destroyed in barrier crashes). They're dang close to
> the production H3s that will be in Hummer dealers' Quonset huts next
summer
> wearing a base price of about $30,000, even though the interiors lacked
some
> trim and graining on the plastic and the exteriors wore dorky camouflage.
> The four gray H3s varied slightly in gearing and equipment, but all ran
GM's
> 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> five-speed manual transmission.
>
> Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
> those trucks' body-on-frame construction; double-A-arm and torsion-bar
front
> and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
20-valve
> all-aluminum inline five-cylinder Vortec engine (the only engine offered).
>
> At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
> Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
> on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
> it's 19.2 inches longer. And although GM is still paring down the H3's
heft,
> it weighs well over two tons. This is a smaller Hummer, but it's not
small.
>
> The H3's most important components on the Rubicon were 33-inch-tall
> LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> Adventure package carried by all five vehicles (base H3s will get
> 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> dual-range transfer case; and the electronically engaged locking rear
> differential. As was incessantly made clear to the engineers on hand, a
> locking front diff would also be a boon for rock crawlers, but they'll
have
> to learn to work with the traction-control system instead.
>
> The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> measuring and route variations), starting in the western Sierra Nevada
> Mountains and running to the western shore of Lake Tahoe. It's thoroughly
> rugged, and the parts of it that don't require crawling over granite
> boulders usually include crossing granite outcroppings. It's literally the
> standard against which other off-road routes are measured.
>
> Starting at Wentworth Springs with tires running 20 pounds of inflation,
we
> immediately put the H3s in low range to begin the two-day crawl and stayed
> there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
truly
> are adept and nimble climbers. There's a lot of travel in the suspension,
> the approach angles are generous, the steering is precise but doesn't buck
> much when pounding into rocks, the five-cylinder engine's throttle is
> progressive just off idle, and the four-wheel-drive and traction-control
> systems work seamlessly together under most conditions. The structure of
the
> H3 is impressively stiff, which is particularly evident as the truck
slides
> off rocks to slam down hard on the skid plates with solid thunks and few
> shudders.
>
> Even in its incomplete and unfinished state, the H3's five-passenger
> interior is a big step forward from that of the H2 in that it's cleanly
> styled, with straightforward controls, and lacks the H2's frippery and
> overwhelming self-consciousness. The squat window line and long hood limit
> visibility a bit, but on the Rubicon all that really matters is that you
can
> see your spotter's hands.
>
> For most Hummer buyers, off-road ability means something like easily
> trudging out of the muddy parking lot at a horse show; that the H3 can
> conquer the Rubicon is impressive, reassuring, and ego swelling but
> ultimately academic. There's nothing on the Rubicon that simulates
parallel
> parking, commuting along I-5, or climbing the speed bumps at Target. In
> fact, the trail doesn't even offer a chance to rev the H3's engine much
> beyond its torque peak of 225 pound-feet at 2800 rpm or get the
transmission
> out of first gear. Nor can we tell you how the truck rides on fully
inflated
> tires.
>
> So the big test for the Hummer H3 still lies ahead when it confronts the
> everyday world of its potential buyers, a world in which the appeal of
> overall competence never fades.
>
> Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
>
>
> Estimated base price: $30,000
> Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> injection
> Displacement: 211 cu in, 3464cc
> Power (SAE net): 220 bhp @ 5600 rpm
> Torque (SAE net): 225 lb-ft @ 2800 rpm
> Transmissions: 5-speed manual,
> 4-speed automatic
> Wheelbase: 111.9 in
> Length/width/height: 186.7/85.5/74.5 in
> Curb weight: 4800 lb
> C/D-estimated performance (4-sp auto):
> Zero to 60 mph: 9.3 sec
> Standing 1/4-mile: 16.9 sec
> Projected fuel economy (mfr's est, 4-sp auto):
> EPA city driving: 15 mpg
> EPA highway driving: 18 mpg
>
>
>
great hummer design....go figger
"MikeinIN" <mikefye@insight.bb.com> wrote in message
news:opEcd.266285$D%.172543@attbi_s51...
> H3's do the Rubicon Trail: 33" rubber and electric rear locker.
>
> Now if they can make it 1000lbs lighter and $10-15K cheaper!
> Do suppose they'll be good for 200K+ miles?
>
> - m
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
>
> 2006 Hummer H3
> To acquire a reputation on the street, first get off it.
> Car And Driver
> BY JOHN PEARLEY HUFFMAN
> November 2004
>
> Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> your neighbor heads up the local Sierra Club chapter and you don't like
him
> at all. It sells more on its affectations than its abilities, but with
sales
> drooping, the novelty of those affectations is fading. The challenge for
GM
> is for Hummer to earn some street cred for genuine ability before
launching
> the next, smaller SUV-and it's expected to be the line's bestseller-so it
> can confront Jeep head on. And the way to do that is to get as far away
from
> the street as possible.
>
> So they brought five prototypes of the 2006 Hummer H3 to northeast
> California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> proving ground, namesake of the Wrangler Rubicon-and invited four
automotive
> writers along on a two-day development trek up the legendary
> granite-and-dust nonroad. Both camping and seeing GM engineers without
their
> shirts on were among the program's unique features.
>
> The five H3s were culled from a group of 78 "integration vehicles" built
> with "production intent" parts and used for final tuning and safety
testing
> (half of the 78 were destroyed in barrier crashes). They're dang close to
> the production H3s that will be in Hummer dealers' Quonset huts next
summer
> wearing a base price of about $30,000, even though the interiors lacked
some
> trim and graining on the plastic and the exteriors wore dorky camouflage.
> The four gray H3s varied slightly in gearing and equipment, but all ran
GM's
> 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> five-speed manual transmission.
>
> Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
> those trucks' body-on-frame construction; double-A-arm and torsion-bar
front
> and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
20-valve
> all-aluminum inline five-cylinder Vortec engine (the only engine offered).
>
> At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
> Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
> on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
> it's 19.2 inches longer. And although GM is still paring down the H3's
heft,
> it weighs well over two tons. This is a smaller Hummer, but it's not
small.
>
> The H3's most important components on the Rubicon were 33-inch-tall
> LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> Adventure package carried by all five vehicles (base H3s will get
> 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> dual-range transfer case; and the electronically engaged locking rear
> differential. As was incessantly made clear to the engineers on hand, a
> locking front diff would also be a boon for rock crawlers, but they'll
have
> to learn to work with the traction-control system instead.
>
> The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> measuring and route variations), starting in the western Sierra Nevada
> Mountains and running to the western shore of Lake Tahoe. It's thoroughly
> rugged, and the parts of it that don't require crawling over granite
> boulders usually include crossing granite outcroppings. It's literally the
> standard against which other off-road routes are measured.
>
> Starting at Wentworth Springs with tires running 20 pounds of inflation,
we
> immediately put the H3s in low range to begin the two-day crawl and stayed
> there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
truly
> are adept and nimble climbers. There's a lot of travel in the suspension,
> the approach angles are generous, the steering is precise but doesn't buck
> much when pounding into rocks, the five-cylinder engine's throttle is
> progressive just off idle, and the four-wheel-drive and traction-control
> systems work seamlessly together under most conditions. The structure of
the
> H3 is impressively stiff, which is particularly evident as the truck
slides
> off rocks to slam down hard on the skid plates with solid thunks and few
> shudders.
>
> Even in its incomplete and unfinished state, the H3's five-passenger
> interior is a big step forward from that of the H2 in that it's cleanly
> styled, with straightforward controls, and lacks the H2's frippery and
> overwhelming self-consciousness. The squat window line and long hood limit
> visibility a bit, but on the Rubicon all that really matters is that you
can
> see your spotter's hands.
>
> For most Hummer buyers, off-road ability means something like easily
> trudging out of the muddy parking lot at a horse show; that the H3 can
> conquer the Rubicon is impressive, reassuring, and ego swelling but
> ultimately academic. There's nothing on the Rubicon that simulates
parallel
> parking, commuting along I-5, or climbing the speed bumps at Target. In
> fact, the trail doesn't even offer a chance to rev the H3's engine much
> beyond its torque peak of 225 pound-feet at 2800 rpm or get the
transmission
> out of first gear. Nor can we tell you how the truck rides on fully
inflated
> tires.
>
> So the big test for the Hummer H3 still lies ahead when it confronts the
> everyday world of its potential buyers, a world in which the appeal of
> overall competence never fades.
>
> Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
>
>
> Estimated base price: $30,000
> Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> injection
> Displacement: 211 cu in, 3464cc
> Power (SAE net): 220 bhp @ 5600 rpm
> Torque (SAE net): 225 lb-ft @ 2800 rpm
> Transmissions: 5-speed manual,
> 4-speed automatic
> Wheelbase: 111.9 in
> Length/width/height: 186.7/85.5/74.5 in
> Curb weight: 4800 lb
> C/D-estimated performance (4-sp auto):
> Zero to 60 mph: 9.3 sec
> Standing 1/4-mile: 16.9 sec
> Projected fuel economy (mfr's est, 4-sp auto):
> EPA city driving: 15 mpg
> EPA highway driving: 18 mpg
>
>
>
Guest
Posts: n/a
Re: Comparing 2006 H3 looks to old Jeep Cherokee?
krysler screwed up amc's great jeep designs, and now gm is messing up amc's
great hummer design....go figger
"MikeinIN" <mikefye@insight.bb.com> wrote in message
news:opEcd.266285$D%.172543@attbi_s51...
> H3's do the Rubicon Trail: 33" rubber and electric rear locker.
>
> Now if they can make it 1000lbs lighter and $10-15K cheaper!
> Do suppose they'll be good for 200K+ miles?
>
> - m
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
>
> 2006 Hummer H3
> To acquire a reputation on the street, first get off it.
> Car And Driver
> BY JOHN PEARLEY HUFFMAN
> November 2004
>
> Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> your neighbor heads up the local Sierra Club chapter and you don't like
him
> at all. It sells more on its affectations than its abilities, but with
sales
> drooping, the novelty of those affectations is fading. The challenge for
GM
> is for Hummer to earn some street cred for genuine ability before
launching
> the next, smaller SUV-and it's expected to be the line's bestseller-so it
> can confront Jeep head on. And the way to do that is to get as far away
from
> the street as possible.
>
> So they brought five prototypes of the 2006 Hummer H3 to northeast
> California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> proving ground, namesake of the Wrangler Rubicon-and invited four
automotive
> writers along on a two-day development trek up the legendary
> granite-and-dust nonroad. Both camping and seeing GM engineers without
their
> shirts on were among the program's unique features.
>
> The five H3s were culled from a group of 78 "integration vehicles" built
> with "production intent" parts and used for final tuning and safety
testing
> (half of the 78 were destroyed in barrier crashes). They're dang close to
> the production H3s that will be in Hummer dealers' Quonset huts next
summer
> wearing a base price of about $30,000, even though the interiors lacked
some
> trim and graining on the plastic and the exteriors wore dorky camouflage.
> The four gray H3s varied slightly in gearing and equipment, but all ran
GM's
> 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> five-speed manual transmission.
>
> Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
> those trucks' body-on-frame construction; double-A-arm and torsion-bar
front
> and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
20-valve
> all-aluminum inline five-cylinder Vortec engine (the only engine offered).
>
> At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
> Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
> on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
> it's 19.2 inches longer. And although GM is still paring down the H3's
heft,
> it weighs well over two tons. This is a smaller Hummer, but it's not
small.
>
> The H3's most important components on the Rubicon were 33-inch-tall
> LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> Adventure package carried by all five vehicles (base H3s will get
> 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> dual-range transfer case; and the electronically engaged locking rear
> differential. As was incessantly made clear to the engineers on hand, a
> locking front diff would also be a boon for rock crawlers, but they'll
have
> to learn to work with the traction-control system instead.
>
> The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> measuring and route variations), starting in the western Sierra Nevada
> Mountains and running to the western shore of Lake Tahoe. It's thoroughly
> rugged, and the parts of it that don't require crawling over granite
> boulders usually include crossing granite outcroppings. It's literally the
> standard against which other off-road routes are measured.
>
> Starting at Wentworth Springs with tires running 20 pounds of inflation,
we
> immediately put the H3s in low range to begin the two-day crawl and stayed
> there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
truly
> are adept and nimble climbers. There's a lot of travel in the suspension,
> the approach angles are generous, the steering is precise but doesn't buck
> much when pounding into rocks, the five-cylinder engine's throttle is
> progressive just off idle, and the four-wheel-drive and traction-control
> systems work seamlessly together under most conditions. The structure of
the
> H3 is impressively stiff, which is particularly evident as the truck
slides
> off rocks to slam down hard on the skid plates with solid thunks and few
> shudders.
>
> Even in its incomplete and unfinished state, the H3's five-passenger
> interior is a big step forward from that of the H2 in that it's cleanly
> styled, with straightforward controls, and lacks the H2's frippery and
> overwhelming self-consciousness. The squat window line and long hood limit
> visibility a bit, but on the Rubicon all that really matters is that you
can
> see your spotter's hands.
>
> For most Hummer buyers, off-road ability means something like easily
> trudging out of the muddy parking lot at a horse show; that the H3 can
> conquer the Rubicon is impressive, reassuring, and ego swelling but
> ultimately academic. There's nothing on the Rubicon that simulates
parallel
> parking, commuting along I-5, or climbing the speed bumps at Target. In
> fact, the trail doesn't even offer a chance to rev the H3's engine much
> beyond its torque peak of 225 pound-feet at 2800 rpm or get the
transmission
> out of first gear. Nor can we tell you how the truck rides on fully
inflated
> tires.
>
> So the big test for the Hummer H3 still lies ahead when it confronts the
> everyday world of its potential buyers, a world in which the appeal of
> overall competence never fades.
>
> Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
>
>
> Estimated base price: $30,000
> Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> injection
> Displacement: 211 cu in, 3464cc
> Power (SAE net): 220 bhp @ 5600 rpm
> Torque (SAE net): 225 lb-ft @ 2800 rpm
> Transmissions: 5-speed manual,
> 4-speed automatic
> Wheelbase: 111.9 in
> Length/width/height: 186.7/85.5/74.5 in
> Curb weight: 4800 lb
> C/D-estimated performance (4-sp auto):
> Zero to 60 mph: 9.3 sec
> Standing 1/4-mile: 16.9 sec
> Projected fuel economy (mfr's est, 4-sp auto):
> EPA city driving: 15 mpg
> EPA highway driving: 18 mpg
>
>
>
great hummer design....go figger
"MikeinIN" <mikefye@insight.bb.com> wrote in message
news:opEcd.266285$D%.172543@attbi_s51...
> H3's do the Rubicon Trail: 33" rubber and electric rear locker.
>
> Now if they can make it 1000lbs lighter and $10-15K cheaper!
> Do suppose they'll be good for 200K+ miles?
>
> - m
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
>
> 2006 Hummer H3
> To acquire a reputation on the street, first get off it.
> Car And Driver
> BY JOHN PEARLEY HUFFMAN
> November 2004
>
> Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> your neighbor heads up the local Sierra Club chapter and you don't like
him
> at all. It sells more on its affectations than its abilities, but with
sales
> drooping, the novelty of those affectations is fading. The challenge for
GM
> is for Hummer to earn some street cred for genuine ability before
launching
> the next, smaller SUV-and it's expected to be the line's bestseller-so it
> can confront Jeep head on. And the way to do that is to get as far away
from
> the street as possible.
>
> So they brought five prototypes of the 2006 Hummer H3 to northeast
> California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> proving ground, namesake of the Wrangler Rubicon-and invited four
automotive
> writers along on a two-day development trek up the legendary
> granite-and-dust nonroad. Both camping and seeing GM engineers without
their
> shirts on were among the program's unique features.
>
> The five H3s were culled from a group of 78 "integration vehicles" built
> with "production intent" parts and used for final tuning and safety
testing
> (half of the 78 were destroyed in barrier crashes). They're dang close to
> the production H3s that will be in Hummer dealers' Quonset huts next
summer
> wearing a base price of about $30,000, even though the interiors lacked
some
> trim and graining on the plastic and the exteriors wore dorky camouflage.
> The four gray H3s varied slightly in gearing and equipment, but all ran
GM's
> 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> five-speed manual transmission.
>
> Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
> those trucks' body-on-frame construction; double-A-arm and torsion-bar
front
> and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
20-valve
> all-aluminum inline five-cylinder Vortec engine (the only engine offered).
>
> At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
> Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
> on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
> it's 19.2 inches longer. And although GM is still paring down the H3's
heft,
> it weighs well over two tons. This is a smaller Hummer, but it's not
small.
>
> The H3's most important components on the Rubicon were 33-inch-tall
> LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> Adventure package carried by all five vehicles (base H3s will get
> 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> dual-range transfer case; and the electronically engaged locking rear
> differential. As was incessantly made clear to the engineers on hand, a
> locking front diff would also be a boon for rock crawlers, but they'll
have
> to learn to work with the traction-control system instead.
>
> The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> measuring and route variations), starting in the western Sierra Nevada
> Mountains and running to the western shore of Lake Tahoe. It's thoroughly
> rugged, and the parts of it that don't require crawling over granite
> boulders usually include crossing granite outcroppings. It's literally the
> standard against which other off-road routes are measured.
>
> Starting at Wentworth Springs with tires running 20 pounds of inflation,
we
> immediately put the H3s in low range to begin the two-day crawl and stayed
> there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
truly
> are adept and nimble climbers. There's a lot of travel in the suspension,
> the approach angles are generous, the steering is precise but doesn't buck
> much when pounding into rocks, the five-cylinder engine's throttle is
> progressive just off idle, and the four-wheel-drive and traction-control
> systems work seamlessly together under most conditions. The structure of
the
> H3 is impressively stiff, which is particularly evident as the truck
slides
> off rocks to slam down hard on the skid plates with solid thunks and few
> shudders.
>
> Even in its incomplete and unfinished state, the H3's five-passenger
> interior is a big step forward from that of the H2 in that it's cleanly
> styled, with straightforward controls, and lacks the H2's frippery and
> overwhelming self-consciousness. The squat window line and long hood limit
> visibility a bit, but on the Rubicon all that really matters is that you
can
> see your spotter's hands.
>
> For most Hummer buyers, off-road ability means something like easily
> trudging out of the muddy parking lot at a horse show; that the H3 can
> conquer the Rubicon is impressive, reassuring, and ego swelling but
> ultimately academic. There's nothing on the Rubicon that simulates
parallel
> parking, commuting along I-5, or climbing the speed bumps at Target. In
> fact, the trail doesn't even offer a chance to rev the H3's engine much
> beyond its torque peak of 225 pound-feet at 2800 rpm or get the
transmission
> out of first gear. Nor can we tell you how the truck rides on fully
inflated
> tires.
>
> So the big test for the Hummer H3 still lies ahead when it confronts the
> everyday world of its potential buyers, a world in which the appeal of
> overall competence never fades.
>
> Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
>
>
> Estimated base price: $30,000
> Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> injection
> Displacement: 211 cu in, 3464cc
> Power (SAE net): 220 bhp @ 5600 rpm
> Torque (SAE net): 225 lb-ft @ 2800 rpm
> Transmissions: 5-speed manual,
> 4-speed automatic
> Wheelbase: 111.9 in
> Length/width/height: 186.7/85.5/74.5 in
> Curb weight: 4800 lb
> C/D-estimated performance (4-sp auto):
> Zero to 60 mph: 9.3 sec
> Standing 1/4-mile: 16.9 sec
> Projected fuel economy (mfr's est, 4-sp auto):
> EPA city driving: 15 mpg
> EPA highway driving: 18 mpg
>
>
>
Guest
Posts: n/a
Re: Comparing 2006 H3 looks to old Jeep Cherokee?
krysler screwed up amc's great jeep designs, and now gm is messing up amc's
great hummer design....go figger
"MikeinIN" <mikefye@insight.bb.com> wrote in message
news:opEcd.266285$D%.172543@attbi_s51...
> H3's do the Rubicon Trail: 33" rubber and electric rear locker.
>
> Now if they can make it 1000lbs lighter and $10-15K cheaper!
> Do suppose they'll be good for 200K+ miles?
>
> - m
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
>
> 2006 Hummer H3
> To acquire a reputation on the street, first get off it.
> Car And Driver
> BY JOHN PEARLEY HUFFMAN
> November 2004
>
> Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> your neighbor heads up the local Sierra Club chapter and you don't like
him
> at all. It sells more on its affectations than its abilities, but with
sales
> drooping, the novelty of those affectations is fading. The challenge for
GM
> is for Hummer to earn some street cred for genuine ability before
launching
> the next, smaller SUV-and it's expected to be the line's bestseller-so it
> can confront Jeep head on. And the way to do that is to get as far away
from
> the street as possible.
>
> So they brought five prototypes of the 2006 Hummer H3 to northeast
> California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> proving ground, namesake of the Wrangler Rubicon-and invited four
automotive
> writers along on a two-day development trek up the legendary
> granite-and-dust nonroad. Both camping and seeing GM engineers without
their
> shirts on were among the program's unique features.
>
> The five H3s were culled from a group of 78 "integration vehicles" built
> with "production intent" parts and used for final tuning and safety
testing
> (half of the 78 were destroyed in barrier crashes). They're dang close to
> the production H3s that will be in Hummer dealers' Quonset huts next
summer
> wearing a base price of about $30,000, even though the interiors lacked
some
> trim and graining on the plastic and the exteriors wore dorky camouflage.
> The four gray H3s varied slightly in gearing and equipment, but all ran
GM's
> 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> five-speed manual transmission.
>
> Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
> those trucks' body-on-frame construction; double-A-arm and torsion-bar
front
> and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
20-valve
> all-aluminum inline five-cylinder Vortec engine (the only engine offered).
>
> At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
> Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
> on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
> it's 19.2 inches longer. And although GM is still paring down the H3's
heft,
> it weighs well over two tons. This is a smaller Hummer, but it's not
small.
>
> The H3's most important components on the Rubicon were 33-inch-tall
> LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> Adventure package carried by all five vehicles (base H3s will get
> 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> dual-range transfer case; and the electronically engaged locking rear
> differential. As was incessantly made clear to the engineers on hand, a
> locking front diff would also be a boon for rock crawlers, but they'll
have
> to learn to work with the traction-control system instead.
>
> The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> measuring and route variations), starting in the western Sierra Nevada
> Mountains and running to the western shore of Lake Tahoe. It's thoroughly
> rugged, and the parts of it that don't require crawling over granite
> boulders usually include crossing granite outcroppings. It's literally the
> standard against which other off-road routes are measured.
>
> Starting at Wentworth Springs with tires running 20 pounds of inflation,
we
> immediately put the H3s in low range to begin the two-day crawl and stayed
> there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
truly
> are adept and nimble climbers. There's a lot of travel in the suspension,
> the approach angles are generous, the steering is precise but doesn't buck
> much when pounding into rocks, the five-cylinder engine's throttle is
> progressive just off idle, and the four-wheel-drive and traction-control
> systems work seamlessly together under most conditions. The structure of
the
> H3 is impressively stiff, which is particularly evident as the truck
slides
> off rocks to slam down hard on the skid plates with solid thunks and few
> shudders.
>
> Even in its incomplete and unfinished state, the H3's five-passenger
> interior is a big step forward from that of the H2 in that it's cleanly
> styled, with straightforward controls, and lacks the H2's frippery and
> overwhelming self-consciousness. The squat window line and long hood limit
> visibility a bit, but on the Rubicon all that really matters is that you
can
> see your spotter's hands.
>
> For most Hummer buyers, off-road ability means something like easily
> trudging out of the muddy parking lot at a horse show; that the H3 can
> conquer the Rubicon is impressive, reassuring, and ego swelling but
> ultimately academic. There's nothing on the Rubicon that simulates
parallel
> parking, commuting along I-5, or climbing the speed bumps at Target. In
> fact, the trail doesn't even offer a chance to rev the H3's engine much
> beyond its torque peak of 225 pound-feet at 2800 rpm or get the
transmission
> out of first gear. Nor can we tell you how the truck rides on fully
inflated
> tires.
>
> So the big test for the Hummer H3 still lies ahead when it confronts the
> everyday world of its potential buyers, a world in which the appeal of
> overall competence never fades.
>
> Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
>
>
> Estimated base price: $30,000
> Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> injection
> Displacement: 211 cu in, 3464cc
> Power (SAE net): 220 bhp @ 5600 rpm
> Torque (SAE net): 225 lb-ft @ 2800 rpm
> Transmissions: 5-speed manual,
> 4-speed automatic
> Wheelbase: 111.9 in
> Length/width/height: 186.7/85.5/74.5 in
> Curb weight: 4800 lb
> C/D-estimated performance (4-sp auto):
> Zero to 60 mph: 9.3 sec
> Standing 1/4-mile: 16.9 sec
> Projected fuel economy (mfr's est, 4-sp auto):
> EPA city driving: 15 mpg
> EPA highway driving: 18 mpg
>
>
>
great hummer design....go figger
"MikeinIN" <mikefye@insight.bb.com> wrote in message
news:opEcd.266285$D%.172543@attbi_s51...
> H3's do the Rubicon Trail: 33" rubber and electric rear locker.
>
> Now if they can make it 1000lbs lighter and $10-15K cheaper!
> Do suppose they'll be good for 200K+ miles?
>
> - m
>
> ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
>
> 2006 Hummer H3
> To acquire a reputation on the street, first get off it.
> Car And Driver
> BY JOHN PEARLEY HUFFMAN
> November 2004
>
> Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> your neighbor heads up the local Sierra Club chapter and you don't like
him
> at all. It sells more on its affectations than its abilities, but with
sales
> drooping, the novelty of those affectations is fading. The challenge for
GM
> is for Hummer to earn some street cred for genuine ability before
launching
> the next, smaller SUV-and it's expected to be the line's bestseller-so it
> can confront Jeep head on. And the way to do that is to get as far away
from
> the street as possible.
>
> So they brought five prototypes of the 2006 Hummer H3 to northeast
> California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> proving ground, namesake of the Wrangler Rubicon-and invited four
automotive
> writers along on a two-day development trek up the legendary
> granite-and-dust nonroad. Both camping and seeing GM engineers without
their
> shirts on were among the program's unique features.
>
> The five H3s were culled from a group of 78 "integration vehicles" built
> with "production intent" parts and used for final tuning and safety
testing
> (half of the 78 were destroyed in barrier crashes). They're dang close to
> the production H3s that will be in Hummer dealers' Quonset huts next
summer
> wearing a base price of about $30,000, even though the interiors lacked
some
> trim and graining on the plastic and the exteriors wore dorky camouflage.
> The four gray H3s varied slightly in gearing and equipment, but all ran
GM's
> 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> five-speed manual transmission.
>
> Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3 shares
> those trucks' body-on-frame construction; double-A-arm and torsion-bar
front
> and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
20-valve
> all-aluminum inline five-cylinder Vortec engine (the only engine offered).
>
> At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size SUV's.
> Compared with the H2, the H3 is 16.8 inches less lengthy overall and rides
> on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee, but
> it's 19.2 inches longer. And although GM is still paring down the H3's
heft,
> it weighs well over two tons. This is a smaller Hummer, but it's not
small.
>
> The H3's most important components on the Rubicon were 33-inch-tall
> LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> Adventure package carried by all five vehicles (base H3s will get
> 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> dual-range transfer case; and the electronically engaged locking rear
> differential. As was incessantly made clear to the engineers on hand, a
> locking front diff would also be a boon for rock crawlers, but they'll
have
> to learn to work with the traction-control system instead.
>
> The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> measuring and route variations), starting in the western Sierra Nevada
> Mountains and running to the western shore of Lake Tahoe. It's thoroughly
> rugged, and the parts of it that don't require crawling over granite
> boulders usually include crossing granite outcroppings. It's literally the
> standard against which other off-road routes are measured.
>
> Starting at Wentworth Springs with tires running 20 pounds of inflation,
we
> immediately put the H3s in low range to begin the two-day crawl and stayed
> there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
truly
> are adept and nimble climbers. There's a lot of travel in the suspension,
> the approach angles are generous, the steering is precise but doesn't buck
> much when pounding into rocks, the five-cylinder engine's throttle is
> progressive just off idle, and the four-wheel-drive and traction-control
> systems work seamlessly together under most conditions. The structure of
the
> H3 is impressively stiff, which is particularly evident as the truck
slides
> off rocks to slam down hard on the skid plates with solid thunks and few
> shudders.
>
> Even in its incomplete and unfinished state, the H3's five-passenger
> interior is a big step forward from that of the H2 in that it's cleanly
> styled, with straightforward controls, and lacks the H2's frippery and
> overwhelming self-consciousness. The squat window line and long hood limit
> visibility a bit, but on the Rubicon all that really matters is that you
can
> see your spotter's hands.
>
> For most Hummer buyers, off-road ability means something like easily
> trudging out of the muddy parking lot at a horse show; that the H3 can
> conquer the Rubicon is impressive, reassuring, and ego swelling but
> ultimately academic. There's nothing on the Rubicon that simulates
parallel
> parking, commuting along I-5, or climbing the speed bumps at Target. In
> fact, the trail doesn't even offer a chance to rev the H3's engine much
> beyond its torque peak of 225 pound-feet at 2800 rpm or get the
transmission
> out of first gear. Nor can we tell you how the truck rides on fully
inflated
> tires.
>
> So the big test for the Hummer H3 still lies ahead when it confronts the
> everyday world of its potential buyers, a world in which the appeal of
> overall competence never fades.
>
> Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
>
>
> Estimated base price: $30,000
> Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> injection
> Displacement: 211 cu in, 3464cc
> Power (SAE net): 220 bhp @ 5600 rpm
> Torque (SAE net): 225 lb-ft @ 2800 rpm
> Transmissions: 5-speed manual,
> 4-speed automatic
> Wheelbase: 111.9 in
> Length/width/height: 186.7/85.5/74.5 in
> Curb weight: 4800 lb
> C/D-estimated performance (4-sp auto):
> Zero to 60 mph: 9.3 sec
> Standing 1/4-mile: 16.9 sec
> Projected fuel economy (mfr's est, 4-sp auto):
> EPA city driving: 15 mpg
> EPA highway driving: 18 mpg
>
>
>
Guest
Posts: n/a
Re: Comparing 2006 H3 looks to old Jeep Cherokee?
nope, they are just making a nasty copy for people who cant tell the
difference.
Dave Milne, Scotland
'91 Grand Wagoneer, '99 TJ
"attnews" <john .n. allen@worldnet.att.net> wrote in message
news:8UQcd.7769$OD2.5445@bgtnsc05-news.ops.worldnet.att.net...
> krysler screwed up amc's great jeep designs, and now gm is messing up
amc's
> great hummer design....go figger
> "MikeinIN" <mikefye@insight.bb.com> wrote in message
> news:opEcd.266285$D%.172543@attbi_s51...
> > H3's do the Rubicon Trail: 33" rubber and electric rear locker.
> >
> > Now if they can make it 1000lbs lighter and $10-15K cheaper!
> > Do suppose they'll be good for 200K+ miles?
> >
> > - m
> >
> > ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
> >
> > 2006 Hummer H3
> > To acquire a reputation on the street, first get off it.
> > Car And Driver
> > BY JOHN PEARLEY HUFFMAN
> > November 2004
> >
> > Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> > your neighbor heads up the local Sierra Club chapter and you don't like
> him
> > at all. It sells more on its affectations than its abilities, but with
> sales
> > drooping, the novelty of those affectations is fading. The challenge for
> GM
> > is for Hummer to earn some street cred for genuine ability before
> launching
> > the next, smaller SUV-and it's expected to be the line's bestseller-so
it
> > can confront Jeep head on. And the way to do that is to get as far away
> from
> > the street as possible.
> >
> > So they brought five prototypes of the 2006 Hummer H3 to northeast
> > California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> > proving ground, namesake of the Wrangler Rubicon-and invited four
> automotive
> > writers along on a two-day development trek up the legendary
> > granite-and-dust nonroad. Both camping and seeing GM engineers without
> their
> > shirts on were among the program's unique features.
> >
> > The five H3s were culled from a group of 78 "integration vehicles" built
> > with "production intent" parts and used for final tuning and safety
> testing
> > (half of the 78 were destroyed in barrier crashes). They're dang close
to
> > the production H3s that will be in Hummer dealers' Quonset huts next
> summer
> > wearing a base price of about $30,000, even though the interiors lacked
> some
> > trim and graining on the plastic and the exteriors wore dorky
camouflage.
> > The four gray H3s varied slightly in gearing and equipment, but all ran
> GM's
> > 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> > five-speed manual transmission.
> >
> > Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3
shares
> > those trucks' body-on-frame construction; double-A-arm and torsion-bar
> front
> > and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
> 20-valve
> > all-aluminum inline five-cylinder Vortec engine (the only engine
offered).
> >
> > At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> > 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size
SUV's.
> > Compared with the H2, the H3 is 16.8 inches less lengthy overall and
rides
> > on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> > superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee,
but
> > it's 19.2 inches longer. And although GM is still paring down the H3's
> heft,
> > it weighs well over two tons. This is a smaller Hummer, but it's not
> small.
> >
> > The H3's most important components on the Rubicon were 33-inch-tall
> > LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> > Adventure package carried by all five vehicles (base H3s will get
> > 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> > dual-range transfer case; and the electronically engaged locking rear
> > differential. As was incessantly made clear to the engineers on hand, a
> > locking front diff would also be a boon for rock crawlers, but they'll
> have
> > to learn to work with the traction-control system instead.
> >
> > The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> > measuring and route variations), starting in the western Sierra Nevada
> > Mountains and running to the western shore of Lake Tahoe. It's
thoroughly
> > rugged, and the parts of it that don't require crawling over granite
> > boulders usually include crossing granite outcroppings. It's literally
the
> > standard against which other off-road routes are measured.
> >
> > Starting at Wentworth Springs with tires running 20 pounds of inflation,
> we
> > immediately put the H3s in low range to begin the two-day crawl and
stayed
> > there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
> truly
> > are adept and nimble climbers. There's a lot of travel in the
suspension,
> > the approach angles are generous, the steering is precise but doesn't
buck
> > much when pounding into rocks, the five-cylinder engine's throttle is
> > progressive just off idle, and the four-wheel-drive and traction-control
> > systems work seamlessly together under most conditions. The structure of
> the
> > H3 is impressively stiff, which is particularly evident as the truck
> slides
> > off rocks to slam down hard on the skid plates with solid thunks and few
> > shudders.
> >
> > Even in its incomplete and unfinished state, the H3's five-passenger
> > interior is a big step forward from that of the H2 in that it's cleanly
> > styled, with straightforward controls, and lacks the H2's frippery and
> > overwhelming self-consciousness. The squat window line and long hood
limit
> > visibility a bit, but on the Rubicon all that really matters is that you
> can
> > see your spotter's hands.
> >
> > For most Hummer buyers, off-road ability means something like easily
> > trudging out of the muddy parking lot at a horse show; that the H3 can
> > conquer the Rubicon is impressive, reassuring, and ego swelling but
> > ultimately academic. There's nothing on the Rubicon that simulates
> parallel
> > parking, commuting along I-5, or climbing the speed bumps at Target. In
> > fact, the trail doesn't even offer a chance to rev the H3's engine much
> > beyond its torque peak of 225 pound-feet at 2800 rpm or get the
> transmission
> > out of first gear. Nor can we tell you how the truck rides on fully
> inflated
> > tires.
> >
> > So the big test for the Hummer H3 still lies ahead when it confronts the
> > everyday world of its potential buyers, a world in which the appeal of
> > overall competence never fades.
> >
> > Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
> >
> >
> > Estimated base price: $30,000
> > Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> > injection
> > Displacement: 211 cu in, 3464cc
> > Power (SAE net): 220 bhp @ 5600 rpm
> > Torque (SAE net): 225 lb-ft @ 2800 rpm
> > Transmissions: 5-speed manual,
> > 4-speed automatic
> > Wheelbase: 111.9 in
> > Length/width/height: 186.7/85.5/74.5 in
> > Curb weight: 4800 lb
> > C/D-estimated performance (4-sp auto):
> > Zero to 60 mph: 9.3 sec
> > Standing 1/4-mile: 16.9 sec
> > Projected fuel economy (mfr's est, 4-sp auto):
> > EPA city driving: 15 mpg
> > EPA highway driving: 18 mpg
> >
> >
> >
>
>
difference.
Dave Milne, Scotland
'91 Grand Wagoneer, '99 TJ
"attnews" <john .n. allen@worldnet.att.net> wrote in message
news:8UQcd.7769$OD2.5445@bgtnsc05-news.ops.worldnet.att.net...
> krysler screwed up amc's great jeep designs, and now gm is messing up
amc's
> great hummer design....go figger
> "MikeinIN" <mikefye@insight.bb.com> wrote in message
> news:opEcd.266285$D%.172543@attbi_s51...
> > H3's do the Rubicon Trail: 33" rubber and electric rear locker.
> >
> > Now if they can make it 1000lbs lighter and $10-15K cheaper!
> > Do suppose they'll be good for 200K+ miles?
> >
> > - m
> >
> > ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
> >
> > 2006 Hummer H3
> > To acquire a reputation on the street, first get off it.
> > Car And Driver
> > BY JOHN PEARLEY HUFFMAN
> > November 2004
> >
> > Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> > your neighbor heads up the local Sierra Club chapter and you don't like
> him
> > at all. It sells more on its affectations than its abilities, but with
> sales
> > drooping, the novelty of those affectations is fading. The challenge for
> GM
> > is for Hummer to earn some street cred for genuine ability before
> launching
> > the next, smaller SUV-and it's expected to be the line's bestseller-so
it
> > can confront Jeep head on. And the way to do that is to get as far away
> from
> > the street as possible.
> >
> > So they brought five prototypes of the 2006 Hummer H3 to northeast
> > California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> > proving ground, namesake of the Wrangler Rubicon-and invited four
> automotive
> > writers along on a two-day development trek up the legendary
> > granite-and-dust nonroad. Both camping and seeing GM engineers without
> their
> > shirts on were among the program's unique features.
> >
> > The five H3s were culled from a group of 78 "integration vehicles" built
> > with "production intent" parts and used for final tuning and safety
> testing
> > (half of the 78 were destroyed in barrier crashes). They're dang close
to
> > the production H3s that will be in Hummer dealers' Quonset huts next
> summer
> > wearing a base price of about $30,000, even though the interiors lacked
> some
> > trim and graining on the plastic and the exteriors wore dorky
camouflage.
> > The four gray H3s varied slightly in gearing and equipment, but all ran
> GM's
> > 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> > five-speed manual transmission.
> >
> > Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3
shares
> > those trucks' body-on-frame construction; double-A-arm and torsion-bar
> front
> > and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
> 20-valve
> > all-aluminum inline five-cylinder Vortec engine (the only engine
offered).
> >
> > At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> > 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size
SUV's.
> > Compared with the H2, the H3 is 16.8 inches less lengthy overall and
rides
> > on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> > superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee,
but
> > it's 19.2 inches longer. And although GM is still paring down the H3's
> heft,
> > it weighs well over two tons. This is a smaller Hummer, but it's not
> small.
> >
> > The H3's most important components on the Rubicon were 33-inch-tall
> > LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> > Adventure package carried by all five vehicles (base H3s will get
> > 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> > dual-range transfer case; and the electronically engaged locking rear
> > differential. As was incessantly made clear to the engineers on hand, a
> > locking front diff would also be a boon for rock crawlers, but they'll
> have
> > to learn to work with the traction-control system instead.
> >
> > The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> > measuring and route variations), starting in the western Sierra Nevada
> > Mountains and running to the western shore of Lake Tahoe. It's
thoroughly
> > rugged, and the parts of it that don't require crawling over granite
> > boulders usually include crossing granite outcroppings. It's literally
the
> > standard against which other off-road routes are measured.
> >
> > Starting at Wentworth Springs with tires running 20 pounds of inflation,
> we
> > immediately put the H3s in low range to begin the two-day crawl and
stayed
> > there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
> truly
> > are adept and nimble climbers. There's a lot of travel in the
suspension,
> > the approach angles are generous, the steering is precise but doesn't
buck
> > much when pounding into rocks, the five-cylinder engine's throttle is
> > progressive just off idle, and the four-wheel-drive and traction-control
> > systems work seamlessly together under most conditions. The structure of
> the
> > H3 is impressively stiff, which is particularly evident as the truck
> slides
> > off rocks to slam down hard on the skid plates with solid thunks and few
> > shudders.
> >
> > Even in its incomplete and unfinished state, the H3's five-passenger
> > interior is a big step forward from that of the H2 in that it's cleanly
> > styled, with straightforward controls, and lacks the H2's frippery and
> > overwhelming self-consciousness. The squat window line and long hood
limit
> > visibility a bit, but on the Rubicon all that really matters is that you
> can
> > see your spotter's hands.
> >
> > For most Hummer buyers, off-road ability means something like easily
> > trudging out of the muddy parking lot at a horse show; that the H3 can
> > conquer the Rubicon is impressive, reassuring, and ego swelling but
> > ultimately academic. There's nothing on the Rubicon that simulates
> parallel
> > parking, commuting along I-5, or climbing the speed bumps at Target. In
> > fact, the trail doesn't even offer a chance to rev the H3's engine much
> > beyond its torque peak of 225 pound-feet at 2800 rpm or get the
> transmission
> > out of first gear. Nor can we tell you how the truck rides on fully
> inflated
> > tires.
> >
> > So the big test for the Hummer H3 still lies ahead when it confronts the
> > everyday world of its potential buyers, a world in which the appeal of
> > overall competence never fades.
> >
> > Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
> >
> >
> > Estimated base price: $30,000
> > Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> > injection
> > Displacement: 211 cu in, 3464cc
> > Power (SAE net): 220 bhp @ 5600 rpm
> > Torque (SAE net): 225 lb-ft @ 2800 rpm
> > Transmissions: 5-speed manual,
> > 4-speed automatic
> > Wheelbase: 111.9 in
> > Length/width/height: 186.7/85.5/74.5 in
> > Curb weight: 4800 lb
> > C/D-estimated performance (4-sp auto):
> > Zero to 60 mph: 9.3 sec
> > Standing 1/4-mile: 16.9 sec
> > Projected fuel economy (mfr's est, 4-sp auto):
> > EPA city driving: 15 mpg
> > EPA highway driving: 18 mpg
> >
> >
> >
>
>
Guest
Posts: n/a
Re: Comparing 2006 H3 looks to old Jeep Cherokee?
nope, they are just making a nasty copy for people who cant tell the
difference.
Dave Milne, Scotland
'91 Grand Wagoneer, '99 TJ
"attnews" <john .n. allen@worldnet.att.net> wrote in message
news:8UQcd.7769$OD2.5445@bgtnsc05-news.ops.worldnet.att.net...
> krysler screwed up amc's great jeep designs, and now gm is messing up
amc's
> great hummer design....go figger
> "MikeinIN" <mikefye@insight.bb.com> wrote in message
> news:opEcd.266285$D%.172543@attbi_s51...
> > H3's do the Rubicon Trail: 33" rubber and electric rear locker.
> >
> > Now if they can make it 1000lbs lighter and $10-15K cheaper!
> > Do suppose they'll be good for 200K+ miles?
> >
> > - m
> >
> > ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
> >
> > 2006 Hummer H3
> > To acquire a reputation on the street, first get off it.
> > Car And Driver
> > BY JOHN PEARLEY HUFFMAN
> > November 2004
> >
> > Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> > your neighbor heads up the local Sierra Club chapter and you don't like
> him
> > at all. It sells more on its affectations than its abilities, but with
> sales
> > drooping, the novelty of those affectations is fading. The challenge for
> GM
> > is for Hummer to earn some street cred for genuine ability before
> launching
> > the next, smaller SUV-and it's expected to be the line's bestseller-so
it
> > can confront Jeep head on. And the way to do that is to get as far away
> from
> > the street as possible.
> >
> > So they brought five prototypes of the 2006 Hummer H3 to northeast
> > California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> > proving ground, namesake of the Wrangler Rubicon-and invited four
> automotive
> > writers along on a two-day development trek up the legendary
> > granite-and-dust nonroad. Both camping and seeing GM engineers without
> their
> > shirts on were among the program's unique features.
> >
> > The five H3s were culled from a group of 78 "integration vehicles" built
> > with "production intent" parts and used for final tuning and safety
> testing
> > (half of the 78 were destroyed in barrier crashes). They're dang close
to
> > the production H3s that will be in Hummer dealers' Quonset huts next
> summer
> > wearing a base price of about $30,000, even though the interiors lacked
> some
> > trim and graining on the plastic and the exteriors wore dorky
camouflage.
> > The four gray H3s varied slightly in gearing and equipment, but all ran
> GM's
> > 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> > five-speed manual transmission.
> >
> > Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3
shares
> > those trucks' body-on-frame construction; double-A-arm and torsion-bar
> front
> > and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
> 20-valve
> > all-aluminum inline five-cylinder Vortec engine (the only engine
offered).
> >
> > At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> > 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size
SUV's.
> > Compared with the H2, the H3 is 16.8 inches less lengthy overall and
rides
> > on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> > superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee,
but
> > it's 19.2 inches longer. And although GM is still paring down the H3's
> heft,
> > it weighs well over two tons. This is a smaller Hummer, but it's not
> small.
> >
> > The H3's most important components on the Rubicon were 33-inch-tall
> > LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> > Adventure package carried by all five vehicles (base H3s will get
> > 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> > dual-range transfer case; and the electronically engaged locking rear
> > differential. As was incessantly made clear to the engineers on hand, a
> > locking front diff would also be a boon for rock crawlers, but they'll
> have
> > to learn to work with the traction-control system instead.
> >
> > The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> > measuring and route variations), starting in the western Sierra Nevada
> > Mountains and running to the western shore of Lake Tahoe. It's
thoroughly
> > rugged, and the parts of it that don't require crawling over granite
> > boulders usually include crossing granite outcroppings. It's literally
the
> > standard against which other off-road routes are measured.
> >
> > Starting at Wentworth Springs with tires running 20 pounds of inflation,
> we
> > immediately put the H3s in low range to begin the two-day crawl and
stayed
> > there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
> truly
> > are adept and nimble climbers. There's a lot of travel in the
suspension,
> > the approach angles are generous, the steering is precise but doesn't
buck
> > much when pounding into rocks, the five-cylinder engine's throttle is
> > progressive just off idle, and the four-wheel-drive and traction-control
> > systems work seamlessly together under most conditions. The structure of
> the
> > H3 is impressively stiff, which is particularly evident as the truck
> slides
> > off rocks to slam down hard on the skid plates with solid thunks and few
> > shudders.
> >
> > Even in its incomplete and unfinished state, the H3's five-passenger
> > interior is a big step forward from that of the H2 in that it's cleanly
> > styled, with straightforward controls, and lacks the H2's frippery and
> > overwhelming self-consciousness. The squat window line and long hood
limit
> > visibility a bit, but on the Rubicon all that really matters is that you
> can
> > see your spotter's hands.
> >
> > For most Hummer buyers, off-road ability means something like easily
> > trudging out of the muddy parking lot at a horse show; that the H3 can
> > conquer the Rubicon is impressive, reassuring, and ego swelling but
> > ultimately academic. There's nothing on the Rubicon that simulates
> parallel
> > parking, commuting along I-5, or climbing the speed bumps at Target. In
> > fact, the trail doesn't even offer a chance to rev the H3's engine much
> > beyond its torque peak of 225 pound-feet at 2800 rpm or get the
> transmission
> > out of first gear. Nor can we tell you how the truck rides on fully
> inflated
> > tires.
> >
> > So the big test for the Hummer H3 still lies ahead when it confronts the
> > everyday world of its potential buyers, a world in which the appeal of
> > overall competence never fades.
> >
> > Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
> >
> >
> > Estimated base price: $30,000
> > Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> > injection
> > Displacement: 211 cu in, 3464cc
> > Power (SAE net): 220 bhp @ 5600 rpm
> > Torque (SAE net): 225 lb-ft @ 2800 rpm
> > Transmissions: 5-speed manual,
> > 4-speed automatic
> > Wheelbase: 111.9 in
> > Length/width/height: 186.7/85.5/74.5 in
> > Curb weight: 4800 lb
> > C/D-estimated performance (4-sp auto):
> > Zero to 60 mph: 9.3 sec
> > Standing 1/4-mile: 16.9 sec
> > Projected fuel economy (mfr's est, 4-sp auto):
> > EPA city driving: 15 mpg
> > EPA highway driving: 18 mpg
> >
> >
> >
>
>
difference.
Dave Milne, Scotland
'91 Grand Wagoneer, '99 TJ
"attnews" <john .n. allen@worldnet.att.net> wrote in message
news:8UQcd.7769$OD2.5445@bgtnsc05-news.ops.worldnet.att.net...
> krysler screwed up amc's great jeep designs, and now gm is messing up
amc's
> great hummer design....go figger
> "MikeinIN" <mikefye@insight.bb.com> wrote in message
> news:opEcd.266285$D%.172543@attbi_s51...
> > H3's do the Rubicon Trail: 33" rubber and electric rear locker.
> >
> > Now if they can make it 1000lbs lighter and $10-15K cheaper!
> > Do suppose they'll be good for 200K+ miles?
> >
> > - m
> >
> > ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
> >
> > 2006 Hummer H3
> > To acquire a reputation on the street, first get off it.
> > Car And Driver
> > BY JOHN PEARLEY HUFFMAN
> > November 2004
> >
> > Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> > your neighbor heads up the local Sierra Club chapter and you don't like
> him
> > at all. It sells more on its affectations than its abilities, but with
> sales
> > drooping, the novelty of those affectations is fading. The challenge for
> GM
> > is for Hummer to earn some street cred for genuine ability before
> launching
> > the next, smaller SUV-and it's expected to be the line's bestseller-so
it
> > can confront Jeep head on. And the way to do that is to get as far away
> from
> > the street as possible.
> >
> > So they brought five prototypes of the 2006 Hummer H3 to northeast
> > California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> > proving ground, namesake of the Wrangler Rubicon-and invited four
> automotive
> > writers along on a two-day development trek up the legendary
> > granite-and-dust nonroad. Both camping and seeing GM engineers without
> their
> > shirts on were among the program's unique features.
> >
> > The five H3s were culled from a group of 78 "integration vehicles" built
> > with "production intent" parts and used for final tuning and safety
> testing
> > (half of the 78 were destroyed in barrier crashes). They're dang close
to
> > the production H3s that will be in Hummer dealers' Quonset huts next
> summer
> > wearing a base price of about $30,000, even though the interiors lacked
> some
> > trim and graining on the plastic and the exteriors wore dorky
camouflage.
> > The four gray H3s varied slightly in gearing and equipment, but all ran
> GM's
> > 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> > five-speed manual transmission.
> >
> > Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3
shares
> > those trucks' body-on-frame construction; double-A-arm and torsion-bar
> front
> > and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
> 20-valve
> > all-aluminum inline five-cylinder Vortec engine (the only engine
offered).
> >
> > At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> > 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size
SUV's.
> > Compared with the H2, the H3 is 16.8 inches less lengthy overall and
rides
> > on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> > superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee,
but
> > it's 19.2 inches longer. And although GM is still paring down the H3's
> heft,
> > it weighs well over two tons. This is a smaller Hummer, but it's not
> small.
> >
> > The H3's most important components on the Rubicon were 33-inch-tall
> > LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> > Adventure package carried by all five vehicles (base H3s will get
> > 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> > dual-range transfer case; and the electronically engaged locking rear
> > differential. As was incessantly made clear to the engineers on hand, a
> > locking front diff would also be a boon for rock crawlers, but they'll
> have
> > to learn to work with the traction-control system instead.
> >
> > The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> > measuring and route variations), starting in the western Sierra Nevada
> > Mountains and running to the western shore of Lake Tahoe. It's
thoroughly
> > rugged, and the parts of it that don't require crawling over granite
> > boulders usually include crossing granite outcroppings. It's literally
the
> > standard against which other off-road routes are measured.
> >
> > Starting at Wentworth Springs with tires running 20 pounds of inflation,
> we
> > immediately put the H3s in low range to begin the two-day crawl and
stayed
> > there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
> truly
> > are adept and nimble climbers. There's a lot of travel in the
suspension,
> > the approach angles are generous, the steering is precise but doesn't
buck
> > much when pounding into rocks, the five-cylinder engine's throttle is
> > progressive just off idle, and the four-wheel-drive and traction-control
> > systems work seamlessly together under most conditions. The structure of
> the
> > H3 is impressively stiff, which is particularly evident as the truck
> slides
> > off rocks to slam down hard on the skid plates with solid thunks and few
> > shudders.
> >
> > Even in its incomplete and unfinished state, the H3's five-passenger
> > interior is a big step forward from that of the H2 in that it's cleanly
> > styled, with straightforward controls, and lacks the H2's frippery and
> > overwhelming self-consciousness. The squat window line and long hood
limit
> > visibility a bit, but on the Rubicon all that really matters is that you
> can
> > see your spotter's hands.
> >
> > For most Hummer buyers, off-road ability means something like easily
> > trudging out of the muddy parking lot at a horse show; that the H3 can
> > conquer the Rubicon is impressive, reassuring, and ego swelling but
> > ultimately academic. There's nothing on the Rubicon that simulates
> parallel
> > parking, commuting along I-5, or climbing the speed bumps at Target. In
> > fact, the trail doesn't even offer a chance to rev the H3's engine much
> > beyond its torque peak of 225 pound-feet at 2800 rpm or get the
> transmission
> > out of first gear. Nor can we tell you how the truck rides on fully
> inflated
> > tires.
> >
> > So the big test for the Hummer H3 still lies ahead when it confronts the
> > everyday world of its potential buyers, a world in which the appeal of
> > overall competence never fades.
> >
> > Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
> >
> >
> > Estimated base price: $30,000
> > Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> > injection
> > Displacement: 211 cu in, 3464cc
> > Power (SAE net): 220 bhp @ 5600 rpm
> > Torque (SAE net): 225 lb-ft @ 2800 rpm
> > Transmissions: 5-speed manual,
> > 4-speed automatic
> > Wheelbase: 111.9 in
> > Length/width/height: 186.7/85.5/74.5 in
> > Curb weight: 4800 lb
> > C/D-estimated performance (4-sp auto):
> > Zero to 60 mph: 9.3 sec
> > Standing 1/4-mile: 16.9 sec
> > Projected fuel economy (mfr's est, 4-sp auto):
> > EPA city driving: 15 mpg
> > EPA highway driving: 18 mpg
> >
> >
> >
>
>
Guest
Posts: n/a
Re: Comparing 2006 H3 looks to old Jeep Cherokee?
nope, they are just making a nasty copy for people who cant tell the
difference.
Dave Milne, Scotland
'91 Grand Wagoneer, '99 TJ
"attnews" <john .n. allen@worldnet.att.net> wrote in message
news:8UQcd.7769$OD2.5445@bgtnsc05-news.ops.worldnet.att.net...
> krysler screwed up amc's great jeep designs, and now gm is messing up
amc's
> great hummer design....go figger
> "MikeinIN" <mikefye@insight.bb.com> wrote in message
> news:opEcd.266285$D%.172543@attbi_s51...
> > H3's do the Rubicon Trail: 33" rubber and electric rear locker.
> >
> > Now if they can make it 1000lbs lighter and $10-15K cheaper!
> > Do suppose they'll be good for 200K+ miles?
> >
> > - m
> >
> > ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
> >
> > 2006 Hummer H3
> > To acquire a reputation on the street, first get off it.
> > Car And Driver
> > BY JOHN PEARLEY HUFFMAN
> > November 2004
> >
> > Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> > your neighbor heads up the local Sierra Club chapter and you don't like
> him
> > at all. It sells more on its affectations than its abilities, but with
> sales
> > drooping, the novelty of those affectations is fading. The challenge for
> GM
> > is for Hummer to earn some street cred for genuine ability before
> launching
> > the next, smaller SUV-and it's expected to be the line's bestseller-so
it
> > can confront Jeep head on. And the way to do that is to get as far away
> from
> > the street as possible.
> >
> > So they brought five prototypes of the 2006 Hummer H3 to northeast
> > California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> > proving ground, namesake of the Wrangler Rubicon-and invited four
> automotive
> > writers along on a two-day development trek up the legendary
> > granite-and-dust nonroad. Both camping and seeing GM engineers without
> their
> > shirts on were among the program's unique features.
> >
> > The five H3s were culled from a group of 78 "integration vehicles" built
> > with "production intent" parts and used for final tuning and safety
> testing
> > (half of the 78 were destroyed in barrier crashes). They're dang close
to
> > the production H3s that will be in Hummer dealers' Quonset huts next
> summer
> > wearing a base price of about $30,000, even though the interiors lacked
> some
> > trim and graining on the plastic and the exteriors wore dorky
camouflage.
> > The four gray H3s varied slightly in gearing and equipment, but all ran
> GM's
> > 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> > five-speed manual transmission.
> >
> > Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3
shares
> > those trucks' body-on-frame construction; double-A-arm and torsion-bar
> front
> > and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
> 20-valve
> > all-aluminum inline five-cylinder Vortec engine (the only engine
offered).
> >
> > At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> > 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size
SUV's.
> > Compared with the H2, the H3 is 16.8 inches less lengthy overall and
rides
> > on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> > superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee,
but
> > it's 19.2 inches longer. And although GM is still paring down the H3's
> heft,
> > it weighs well over two tons. This is a smaller Hummer, but it's not
> small.
> >
> > The H3's most important components on the Rubicon were 33-inch-tall
> > LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> > Adventure package carried by all five vehicles (base H3s will get
> > 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> > dual-range transfer case; and the electronically engaged locking rear
> > differential. As was incessantly made clear to the engineers on hand, a
> > locking front diff would also be a boon for rock crawlers, but they'll
> have
> > to learn to work with the traction-control system instead.
> >
> > The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> > measuring and route variations), starting in the western Sierra Nevada
> > Mountains and running to the western shore of Lake Tahoe. It's
thoroughly
> > rugged, and the parts of it that don't require crawling over granite
> > boulders usually include crossing granite outcroppings. It's literally
the
> > standard against which other off-road routes are measured.
> >
> > Starting at Wentworth Springs with tires running 20 pounds of inflation,
> we
> > immediately put the H3s in low range to begin the two-day crawl and
stayed
> > there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
> truly
> > are adept and nimble climbers. There's a lot of travel in the
suspension,
> > the approach angles are generous, the steering is precise but doesn't
buck
> > much when pounding into rocks, the five-cylinder engine's throttle is
> > progressive just off idle, and the four-wheel-drive and traction-control
> > systems work seamlessly together under most conditions. The structure of
> the
> > H3 is impressively stiff, which is particularly evident as the truck
> slides
> > off rocks to slam down hard on the skid plates with solid thunks and few
> > shudders.
> >
> > Even in its incomplete and unfinished state, the H3's five-passenger
> > interior is a big step forward from that of the H2 in that it's cleanly
> > styled, with straightforward controls, and lacks the H2's frippery and
> > overwhelming self-consciousness. The squat window line and long hood
limit
> > visibility a bit, but on the Rubicon all that really matters is that you
> can
> > see your spotter's hands.
> >
> > For most Hummer buyers, off-road ability means something like easily
> > trudging out of the muddy parking lot at a horse show; that the H3 can
> > conquer the Rubicon is impressive, reassuring, and ego swelling but
> > ultimately academic. There's nothing on the Rubicon that simulates
> parallel
> > parking, commuting along I-5, or climbing the speed bumps at Target. In
> > fact, the trail doesn't even offer a chance to rev the H3's engine much
> > beyond its torque peak of 225 pound-feet at 2800 rpm or get the
> transmission
> > out of first gear. Nor can we tell you how the truck rides on fully
> inflated
> > tires.
> >
> > So the big test for the Hummer H3 still lies ahead when it confronts the
> > everyday world of its potential buyers, a world in which the appeal of
> > overall competence never fades.
> >
> > Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
> >
> >
> > Estimated base price: $30,000
> > Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> > injection
> > Displacement: 211 cu in, 3464cc
> > Power (SAE net): 220 bhp @ 5600 rpm
> > Torque (SAE net): 225 lb-ft @ 2800 rpm
> > Transmissions: 5-speed manual,
> > 4-speed automatic
> > Wheelbase: 111.9 in
> > Length/width/height: 186.7/85.5/74.5 in
> > Curb weight: 4800 lb
> > C/D-estimated performance (4-sp auto):
> > Zero to 60 mph: 9.3 sec
> > Standing 1/4-mile: 16.9 sec
> > Projected fuel economy (mfr's est, 4-sp auto):
> > EPA city driving: 15 mpg
> > EPA highway driving: 18 mpg
> >
> >
> >
>
>
difference.
Dave Milne, Scotland
'91 Grand Wagoneer, '99 TJ
"attnews" <john .n. allen@worldnet.att.net> wrote in message
news:8UQcd.7769$OD2.5445@bgtnsc05-news.ops.worldnet.att.net...
> krysler screwed up amc's great jeep designs, and now gm is messing up
amc's
> great hummer design....go figger
> "MikeinIN" <mikefye@insight.bb.com> wrote in message
> news:opEcd.266285$D%.172543@attbi_s51...
> > H3's do the Rubicon Trail: 33" rubber and electric rear locker.
> >
> > Now if they can make it 1000lbs lighter and $10-15K cheaper!
> > Do suppose they'll be good for 200K+ miles?
> >
> > - m
> >
> > ++++++++++++++++++++++++++++++++++++++++++++++++++ ++++++++++++++++
> >
> > 2006 Hummer H3
> > To acquire a reputation on the street, first get off it.
> > Car And Driver
> > BY JOHN PEARLEY HUFFMAN
> > November 2004
> >
> > Hummer is still a novelty brand. The mammoth H2 is the vehicle to buy if
> > your neighbor heads up the local Sierra Club chapter and you don't like
> him
> > at all. It sells more on its affectations than its abilities, but with
> sales
> > drooping, the novelty of those affectations is fading. The challenge for
> GM
> > is for Hummer to earn some street cred for genuine ability before
> launching
> > the next, smaller SUV-and it's expected to be the line's bestseller-so
it
> > can confront Jeep head on. And the way to do that is to get as far away
> from
> > the street as possible.
> >
> > So they brought five prototypes of the 2006 Hummer H3 to northeast
> > California's spectacularly beautiful Rubicon Trail-Jeep's semiofficial
> > proving ground, namesake of the Wrangler Rubicon-and invited four
> automotive
> > writers along on a two-day development trek up the legendary
> > granite-and-dust nonroad. Both camping and seeing GM engineers without
> their
> > shirts on were among the program's unique features.
> >
> > The five H3s were culled from a group of 78 "integration vehicles" built
> > with "production intent" parts and used for final tuning and safety
> testing
> > (half of the 78 were destroyed in barrier crashes). They're dang close
to
> > the production H3s that will be in Hummer dealers' Quonset huts next
> summer
> > wearing a base price of about $30,000, even though the interiors lacked
> some
> > trim and graining on the plastic and the exteriors wore dorky
camouflage.
> > The four gray H3s varied slightly in gearing and equipment, but all ran
> GM's
> > 4L60-E four-speed automatic transmission. The sole yellow H3 had a
> > five-speed manual transmission.
> >
> > Derived from the Chevrolet Colorado and GMC Canyon pickups, the H3
shares
> > those trucks' body-on-frame construction; double-A-arm and torsion-bar
> front
> > and leaf-spring rear suspension systems; and 220-hp, 3.5-liter DOHC
> 20-valve
> > all-aluminum inline five-cylinder Vortec engine (the only engine
offered).
> >
> > At 186.7 inches long, the H3 is 4.9 inches shorter than a GMC Envoy; its
> > 111.9-inch wheelbase is only 1.1 inches shorter than that mid-size
SUV's.
> > Compared with the H2, the H3 is 16.8 inches less lengthy overall and
rides
> > on a wheelbase that is 10.9 inches shorter. The slab-sided H3 may
> > superficially resemble the old slab-sided 1984-to-2001 Jeep Cherokee,
but
> > it's 19.2 inches longer. And although GM is still paring down the H3's
> heft,
> > it weighs well over two tons. This is a smaller Hummer, but it's not
> small.
> >
> > The H3's most important components on the Rubicon were 33-inch-tall
> > LT285/75R-16 Bridgestone Dueler A/T tires, part of the ZM6 Off-Road
> > Adventure package carried by all five vehicles (base H3s will get
> > 31-inch-tall P265/75R-16 Goodyears); the electronically controlled
> > dual-range transfer case; and the electronically engaged locking rear
> > differential. As was incessantly made clear to the engineers on hand, a
> > locking front diff would also be a boon for rock crawlers, but they'll
> have
> > to learn to work with the traction-control system instead.
> >
> > The Rubicon Trail is only about 11 or 12 miles long (depending on who's
> > measuring and route variations), starting in the western Sierra Nevada
> > Mountains and running to the western shore of Lake Tahoe. It's
thoroughly
> > rugged, and the parts of it that don't require crawling over granite
> > boulders usually include crossing granite outcroppings. It's literally
the
> > standard against which other off-road routes are measured.
> >
> > Starting at Wentworth Springs with tires running 20 pounds of inflation,
> we
> > immediately put the H3s in low range to begin the two-day crawl and
stayed
> > there throughout the trip. With speeds rarely exceeding 5 mph, the H3s
> truly
> > are adept and nimble climbers. There's a lot of travel in the
suspension,
> > the approach angles are generous, the steering is precise but doesn't
buck
> > much when pounding into rocks, the five-cylinder engine's throttle is
> > progressive just off idle, and the four-wheel-drive and traction-control
> > systems work seamlessly together under most conditions. The structure of
> the
> > H3 is impressively stiff, which is particularly evident as the truck
> slides
> > off rocks to slam down hard on the skid plates with solid thunks and few
> > shudders.
> >
> > Even in its incomplete and unfinished state, the H3's five-passenger
> > interior is a big step forward from that of the H2 in that it's cleanly
> > styled, with straightforward controls, and lacks the H2's frippery and
> > overwhelming self-consciousness. The squat window line and long hood
limit
> > visibility a bit, but on the Rubicon all that really matters is that you
> can
> > see your spotter's hands.
> >
> > For most Hummer buyers, off-road ability means something like easily
> > trudging out of the muddy parking lot at a horse show; that the H3 can
> > conquer the Rubicon is impressive, reassuring, and ego swelling but
> > ultimately academic. There's nothing on the Rubicon that simulates
> parallel
> > parking, commuting along I-5, or climbing the speed bumps at Target. In
> > fact, the trail doesn't even offer a chance to rev the H3's engine much
> > beyond its torque peak of 225 pound-feet at 2800 rpm or get the
> transmission
> > out of first gear. Nor can we tell you how the truck rides on fully
> inflated
> > tires.
> >
> > So the big test for the Hummer H3 still lies ahead when it confronts the
> > everyday world of its potential buyers, a world in which the appeal of
> > overall competence never fades.
> >
> > Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
> >
> >
> > Estimated base price: $30,000
> > Engine type: DOHC 20-valve inline-5, aluminum block and head, port fuel
> > injection
> > Displacement: 211 cu in, 3464cc
> > Power (SAE net): 220 bhp @ 5600 rpm
> > Torque (SAE net): 225 lb-ft @ 2800 rpm
> > Transmissions: 5-speed manual,
> > 4-speed automatic
> > Wheelbase: 111.9 in
> > Length/width/height: 186.7/85.5/74.5 in
> > Curb weight: 4800 lb
> > C/D-estimated performance (4-sp auto):
> > Zero to 60 mph: 9.3 sec
> > Standing 1/4-mile: 16.9 sec
> > Projected fuel economy (mfr's est, 4-sp auto):
> > EPA city driving: 15 mpg
> > EPA highway driving: 18 mpg
> >
> >
> >
>
>
