• HOME
• 
• AUTO LISTINGS
• 
• FINANCE
• 
• NEWS
• 
• DIRECTORY
• 
• REVIEWS
• 
• FORUM
• 
• BLOG
• 

2008 Hummer H2 and H2 SUT Road & Trail Test

With the original Hummer H1 now only available to the military and industry,

You can't do this sort of off-roading in your normal, everyday SUV. (Photo: Trevor Hofmann, American Auto Press)

the H2 has taken the lead role in GM's premium SUV brand. And with its new flagship status it only seemed right to update it with a few exterior modifications, a more powerful engine and more sophisticated transmission, plus most importantly, an all-new interior.

Why would a new interior be more important than a drivetrain update? Well, granted there will be some who could care less about an SUV's cabin quality as long as it can tackle extreme off-road trails and move off the line quickly, in the premium segment there are many that expect a higher grade of refinement than Hummer previously offered with its full-size H2. Let's face it. The SUV GM dropped on us toward the end of 2002 was hardly comprised of the finest quality materials inside. The plastics were hard and cheap, not what most expected from a truck that started at almost sixty grand, and the way I tested it, sixty-five. While I enjoyed driving the rig for the week I had it, impressed with its design, ride quality, general handling and especially its off-road characteristics, I just can't forget the power window switch panel on the driver's door falling out in my hand as I attempted to close my window.

I double-checked and there's no chance of that happening in the 2008 H2, not to mention that most premium buyers will find its interior up to the standards expected of a vehicle now starting at $56,410. The majority of surfaces not covered in leather are high-grade pliable plastic, and GM on the whole has made impressive strides with its switchgear so that audio, HVAC and additional controls are equal to those in many rival premium SUVs. GM has actually been doing a stellar job improving the interiors of all its cars, trucks and SUVs, so it was only a matter of time before the H2 got its due, and even I, a self-proclaimed Euro-snob, feel right at home in this monstrous sport utility.

Yes, it's large, but then again when compared to the old H1 it's a relative pipsqueak. Despite its width and height, the H2 is fairly easy to maneuver around town and really feels planted and secure while on the highway,

The brand new 6.2-liter V8 with VVT has its benefits. With 20-percent more power, it's handy on the freeway and while climbing steep slopes. (Photo: Trevor Hofmann, American Auto Press)

even when negotiating curves at high-speed. Now don't try to keep up with a Corvette on a winding highway, as it's just not going to happen, but then again the H2 will deliver a much nicer ride, and if requested can do that on the most formidable terrain.

For its North American launch program, GM's Hummer crew had organized a day's road trip that started at an extremely hot Durango, Colorado and, after an enjoyable cruise down the N US-550, climaxed atop an oven-baked mountainous outcrop of rock just outside of Aztec, New Mexico. The desert winds had smoothed out the stone formations so that few sharp edges were visible, and in between the crags lay soft, cushy sand. Still, piloting the H2 up and over near vertical rock faces, with previous SUV tire tracks the only evidence that such overwhelming feats were even possible, made for an exciting afternoon. The H2 climbs such grades with a grace and composure that makes its true purpose in life crystal clear, at times seeming to be hanging on by its front tires only, as its rears clawed and hopped their way overtop each ridge not unlike a dog trying to clear a fence. We repeated this process more times than I can remember, all the while putting faith in the truck and spotters whose hands were oftentimes the only

When doing things like this, you've really got to put trust in your guide. (Photo: Trevor Hofmann, American Auto Press)

things visible, guiding and directing with subtle finger movements ... left, right, forward, slow, stop! Going down is equally exciting, although blue sky and fingers weren't at all what I saw through its front windscreen, but rather sand and rock. For the uninitiated it's a fairly intimidating experience, and even for me, who has gone off-roading more than most people I've met, both personally and more recently as a journalist testing the latest, greatest 4x4s being offered, scaling this mountain was a seriously engaging process.

What makes the H2 one of the best 4x4s in existence is its extremely short front and rear overhangs, which make for radical breakover and departure angles. The truck also features a solid rear axle for stability when rock climbing and for other off-road situations, and standard underbody and rocker panel protection keeps critical components safe from puncture. Hummer says the H2 is capable of climbing over 16-inch rock “steps” and fording 24-inch streams, and while the former was evident after my day of rock climbing, I don't doubt the latter, though the only liquid in close

At Hummer, they take their four wheel drive systems very seriously. (Photo: Trevor Hofmann, American Auto Press)

proximity to our off-road course was chilling in forty-five gallon drums of ice under the oasis-like tent restaurant Hummer's staff provided, and surrounding cacti.

Underpinning the H2's off-road know-how is a fairly traditional 4x4 set up consisting of a Borg-Warner full-time four-wheel drive transfer case and an electronic, driver-selectable, full locking rear differential. Some of the newer technologies that really make a difference when off-roading include traction control, with the ability to grip at only one corner at a time, and electronic stability control with rollover mitigation. While some might scoff that these safety nannies are anti-purist, the average weekend warrior and professional drivers alike will get more out of their rigs due to such anti-slip and anti-skid advancements, both on and off the road. On pavement their usefulness is obvious, the latter especially critical for keeping a top-heavy vehicle from skidding and potentially rolling, but these same features boost the H2's capability off-road, where traction control minimizes wheel-spin and stability control can keep the truck from sliding sideways

You might not be going much faster than 1 or 2 mph while doing this, but it's still loads of fun. (Photo: Trevor Hofmann, American Auto Press)

on loose gravel, or in mud or sand.

While there was no chance of slipping or sliding due to loose surfaces, the challenging 4x4 course was intensified by intermittent air conditioning. Yes, the usually competent automatic climate control system was simply overworked thanks to our slow progress and 122-degree outside temperature, causing the engine to overheat. This left me baking in what was no doubt a 130+ degree five-door, black leather-lined oven. To be fair to the H2, the need to shut air conditioning off to maintain a cooler engine when moving so slowly is not unusual. I've experienced this with other 4x4s while off-roading, but never in such debilitating heat. And if it sounds like I'm complaining, I was really OK with it all. While a little lightheaded and feeling like sunstroke was coming on, there's no way I would have traded the H2's driver's seat for my air conditioned hotel room, as I was having way too much fun.

Once back on the highway the H2 cooled off and the air-con brought my temperature back down, returning the big SUV to its more natural state of comfort. And those new seats are extremely comfortable, not that the old ones were problematic for my back or anything. I just like the way these ones feel, with better side bolstering, more defined insets with better lower back support, a nicer grain of leather finished with contrasting piping, and height adjustable front seatbelts strapped to the B-pillars instead of integrated into the seats.

I like everything so much more, including the totally revamped door panels, completely reworked soft-touch dash, stylishly rugged looking aluminum finished center stack, broad lower console and industry-grade shifter setup, chrome rimmed six-dial gauge package, and leather-clad, aluminum finished steering wheel with its bold H2 logo at center. There's more to it than that, especially when playing around with the high-quality switchgear throughout the cabin, highlighted by the new infotainment system with its

This is the interior the H2 should have always had. It's a lot nicer in here than it was before. (Photo: Hummer)

large LCD screen, massive rotating knobs and myriad buttons that activate the climate controls and standard premium Bose sound system, all with ultra-tight wiggle tolerances never before experienced in any Hummer. Actually, the gap tolerances throughout the entire interior are exemplary too, making it seem like it was built in Molsheim rather than Mishawaka. OK, that might be stretching it a bit, but just the same I kept shaking my head in disbelief at what I'd just experienced on the trail and was experiencing at that moment on the highway, an SUV that drives like a comfortable luxury car on pavement, yet is so unfathomably capable off-road that it all defies logic.

Part of that otherworldly experience is the H2's optional air suspension. I tried both conventionally sprung and air suspended H2s and would opt for the latter if buying my own, as the ride is noticeably better. The base truck's suspension is nothing particularly unique, made up of torsion bars, 46-mm monotube gas shocks and a 36-mm stabilizer bar up front, plus a five-link variable-rate coil spring setup in the rear, connecting through to the same 46-mm monotube gas shocks as used in the front, plus a 30-mm stabilizer bar. If you forgo the coil suspension and opt for air, a 32-mm rear stabilizer bar is added. The air

Axle articulation is a good thing out here in the wilderness. (Photo: Trevor Hofmann, American Auto Press)

suspension also increases ground clearance to a rock and stump scaling 10.1 inches, which is ample for most situations.

No matter which suspension you choose, the H2's new powertrain is standard. It starts with a new variable valve timing-enhanced 6.2-liter Vortec V8 that churns out a significant 393 horsepower at 5,700 rpm and 415 lb-ft of torque at 4,400 rpm, combined with a new six-speed automatic transmission with tap-up/tap-down shifting. The manual mode works wonderfully, both on the highway and when off-road, and its Tow/Haul mode is a real bonus when pulling heavy loads. This is the same engine that's been featured in the Cadillac Escalade and GMC Sierra Denali, although its final output numbers are rated slightly lower.

Naturally, its towing capacity is up over the previous H2, with the new one now capable of 8,200 pounds, 1,500 pounds more than before. GM didn't provide any watercraft or camp trailers for us to test this out first hand, but considering its torque-rich, powerful V8 and solid 6,614-pound base curb weight, it should hold its own while hauling. Incidentally, those who tow a great deal will appreciate what Hummer has up its collective sleeve. Instead of a hybrid model, which wouldn't be suitable for serious off-roading, a brand new light duty V8 diesel engine is on the way. The 4.5-liter displacement engine will be shared with GM's half-ton pickup lineup, and as far as diesel engines go it's pretty advanced. Common rail technology with injectors capable of squirting five times per revolution ensure smooth and complete combustion, reducing noise and dramatically reducing the diesel's harmful emissions. The turbocharger's pretty high-tech too. It's of the variable geometry type, which features vanes to improve efficiency and reduce lag promoting an even stronger powerband at low revs. And it's not as if the engine will be lacking in power either. GM says that the upcoming diesel will make, at the very least, 310 horsepower and 520 lb-ft of torque!

You gain a real respect for the H2's capabilities out here, something you won't necessarily get in the city. (Photo: Trevor Hofmann, American Auto Press)

And with anything as sizable willing to get up and go as easily as the H2, stopping performance is even more critical than go-power. For this purpose GM fitted a set of four-wheel discs (12.8 x 1.5 inches in the front and 13 x 1.1 inches in the rear) with dual piston calipers enhanced by four-wheel, four-channel ABS and brake assist. The braking system can also detect and make adjustments for off-road situations where loose surfaces would otherwise throw it off its game. Tire pressure monitoring makes sure all that big, fat 315/70R17 all-terrain rubber is inflated to its ideal measure to optimize safety and performance, while Dynamic Rear Proportioning keeps everything stable under load.

Speaking of loads, the H2 is fairly sizable inside with room for up to seven occupants if optioned out with the third row of seats, all protected by a full array of front, side and curtain-type airbags. Both five- and seven-seat variants can handle a fair bit of cargo too, although the big brute isn't going to win any awards for luggage space. Behind the third row there's not much of anything available, but with the final row folded flat, or in H2s outfitted for only five occupants there's 40.0 cubic feet for all of your gear, plus when all rear seats are tumbled down out of the way a total of 86.6 cubic feet can be had.

This seems like the ideal opportunity to mention that the H2 is available in two body styles, the first being a standard five-door SUV and the second being a quasi-pickup truck dubbed the H2 SUT (Sport Utility Truck) designed after the extremely popular Chevy Avalanche. The truck features a midgate, which allows the rear window to be powered down, the rear seats to be folded forward and the back wall to fold flat as well forming a longer pickup bed. Cargo space with the midgate up and rear seats folded is reasonable at 30.7 cubic feet, almost as much as found behind the second row in the wagon-style SUV. Incidentally, the SUT can hold a significant payload of 2,200 pounds within its 34.7 inch by 67.0 inch box. Its sides measure 23.0 inches tall, creating a fairly deep hold,

The SUT's bed isn't very big, but it extends into the cabin like the Escalade EXT or Chevy Avalanche. (Photo: Hummer)

and the 47.0 inches between its wheelhouses should be just barely wide enough to squeeze in sheets of plywood and building material, unless cut true to their 4x8 designation. Of course, a sheet like that wouldn't fit lengthwise unless the midgate were lowered, opening up a 72.8 inch long bed, and even then the 48.0 inch wide tailgate would need to be dropped as well. Yes, as flexible as this setup is, and useful for home renovating and other necessary inconveniences, the H2 SUT probably wouldn't be suitable for regular use in the construction industry or anywhere else full-size pickups dominate ... although a relatively well-off owner/operator contractor or jobsite bigwig might be able to justify it.

No matter which H2 you want, Hummer has an impressive list of standard features and wide assortment of enticing extras to keep you comfortably entertained throughout the entire ownership experience. Some of its niceties include heated, leather-clad eight-way power adjustable front bucket seats with driver's memory function and a rear (second row) 60/40 folding divided bench seat with heated outboard cushions. That automatic climate control system I mentioned earlier is dual-zone, while a remote vehicle starter system is also in the standard package that additionally includes everything you'd expect in a luxury machine such as power windows, with a single button controlling the one-touch down function for all windows, power door locks and mirrors, plus an AM/FM stereo with an MP3-compatible, six-disc, in-dash CD changer featuring an auxiliary input jack and nine performance-enhanced Bose premium speakers. XM satellite radio with three free trial months is also part of the standard sound package, as is GM's exclusive OnStar safety system boasting a one year

The H2 is now a much better vehicle post update. (Photo: Trevor Hofmann, American Auto Press)

Directions and Connections Plan with Turn-by-Turn Navigation. And the turn-by-turn nav system works flawlessly, by the way, highlighted by a real, live person giving you directions.

Those who'd rather hear a digital voice can opt for the upgraded DVD-based navigation system which also includes a rearview camera that comes in handy if you live in a kid-friendly neighborhood. Children in mind, a rear seat entertainment system can also be had, as can a large power glass sunroof.

If the H2 isn't blingy enough for you, 17-inch polished aluminum wheels can be added, as can the Chrome Appearance Package, plus off-road brush guards and a heated windshield washer fluid system to keep your glass gleaming. Currently Hummer is offering a Special Edition Package that includes body-color hood louvers, side vents, fender flares, and rocker mouldings, 20-inch chrome wheels and an exclusive exterior color. This is a limited offer, so don't blame me if you dilly-dally with your decision instead of calling up to your local dealer right now to see if any remain available.

I suppose, while this special edition looks fabulous, the regular H2 is a sensational ride. OK, I know Hummer's tough-as-nails, in-your-face styling isn't for everyone, but I happen to love it. And the H2 has always been the best iteration of Hummer design, its slab-sided profile less overtly muscular than the fender-flared H3 and therefore more sophisticated to my eyes. Its brilliant chrome grille is still as loud and proud as the first generation H2 was, and the subtle improvements made to its overall design only emphasize its rugged nature and go-anywhere attitude.

I'm not going to say anything about the H2's environmental footprint, but rather I'll point you to an extremely interesting

A vehicle to take to the ends of the earth... and back. (Photo: Trevor Hofmann, American Auto Press)

article written by the Globe and Mail's Neil Reynolds, in which he compares a new H2 to a new Toyota Prius, and I'll let you find out for yourself which one he, and Oregon-based CNW Marketing Research Inc. chose as greenest. CNW conducted a comprehensive analysis of the "life cycle" energy requirements for more than one hundred makes and models of vehicles, so search out his name along with the words “Hummer” and “Prius” and let me, and Neil know what you think. It certainly opened up my eyes, and was good for a laugh or two as well.

The H2, mind you, is no laughing matter. It's probably the most serious off-roading SUV available today, with 4x4 prowess matched only by a handful of outrageously expensive Europeans, and possibly Jeep's little Wrangler, although I'd like to see these two go at it head to head before I'd wager anything on the winner. The Jeep certainly won't coddle its occupants as luxuriously as the upgraded H2 will, nor will it pull away from a stoplight with anywhere near as much enthusiasm. No, the Hummer H2 is as unique as vehicles come, which is probably why I'm such a big fan. I like people and vehicles that stand up for individual accomplishment, and nothing does this with more gusto than the iconic H2.

Page:  1

AUTOMOBILE REVIEWS BY MAKE

Acura  Audi   Bentley   BMW   Buick   Cadillac   Chevrolet   Chrysler   Daewoo   Dodge   Eagle   Ferrari   Ford   Geo   GMC   Honda   Hummer   Hyundai   Infiniti   Isuzu   Jaguar   Jeep   Kia   Lamborghini   Lexus   Lincoln   Lotus   Maserati   Mazda   Mercedes-Benz   Mercury   MINI   Mitsubishi   Nissan   Oldsmobile   Plymouth   Pontiac   Porsche   Saab   Saturn   Scion   Subaru   Suzuki   Toyota   Volkswagen   Volvo