I enjoyed driving the Hummer H2 more than most "car guys." Sure, it was fairly slow and no skidpad champion, but it had a unique flavor I found strangely appealing. It didn't feel like a Tahoe dressed in boxier sheetmetal. The main thing I didn't like about the H2 was its size. So wide that federal law requires it to be fitted with market lights atop its roof, maneuvering the H2 in traffic and parking lots took some getting used to.

It seems I wasn't alone. To appeal to people wanting the unique character of a Hummer, but in a more manageable (and affordable) package, for 2006 Hummer is introducing the H3. Like the H2, it is based on a GM truck platform, in this case that of the Chevrolet Colorado midsize pickup. The question is the same I had with the H2: does the new vehicle deserve to be a Hummer, or is it just a regular truck in expensive clothing?

This review is based on a preview drive in a pilot vehicle followed by test drives in two regular production vehicles, one with the manual and one with the automatic.

Styling

The Hummer H3 looks much like the H2, only smaller. Notably, the windshield is close to bolt upright. The main aesthetic difference compared to the H2: pronounced plastic fenders that are not integral with the body. (If you remember the VW Thing, the effect is much the same.) The resulting fender bulges do give the H3 its own look, one that is less slab-sided than the H2's.

However, I suspect the primary reason for the add-on fenders can be found elsewhere. The body had to be narrow enough to fit through the GM plant in Shreveport, Louisiana. Meanwhile, the track had to be wide enough to achieve the off-road capability people expect of a Hummer. The fenders are a clever solution to these conflicting requirements.

Inside the H3 is more tastefully styled than the H2. The science-fictiony excesses of the larger SUV's interior (most notably the gearshift) have been avoided here. If anything, the H3's interior has been made too car-like, with a center stack that looks much like the one in the Chevrolet Cobalt.

While the H3's instrument panel is hard plastic, nothing inside looks or feels downright cheap. It helps that panel fits are especially tight for a GM product. The first H3 I drove was fitted with the two-tone black/brown leather, and it lent an almost luxurious tone to the interior. I also found the rugged tan cloth in a base model appealing. The black cloth in another base model, not so much.

Accommodations

Getting into the Hummer H3 is difficult owing to its generous ground clearance--the step-in height is an even two feet. Many people will want the optional step bars. Once in the seat the view out is good despite the H2-like thick pillars. As in the H2 the distant upright windshield makes for an interesting (in a good way) experience. Just get used to stopping further from traffic lights to easily view them. The optional leather seats are comfortable, though as with the H2 some additional lateral support might come in handy off-road.

The H3's ergonomics could use some work. As in the H2 you must lean forward to adjust the unusually far away rearview mirror. And at first I could not find the power window switches. They were under my forearm, mounted much further rearward on the armrest than I'm used to. Other controls were better laid out, with large knobs for the major audio and climate control functions.

The rear seat is a weak area. Getting in and out is difficult. In addition to the door opening's height off the ground, the opening is extremely narrow, coming almost to a point at the bottom. Once in the seat you'll find decent head and leg room but only a marginal level of comfort. The seatback is good, but the cushion is very shallow and too low to the floor to provide much in the way of thigh support. I had to sit with my knees high. Because the H3's body is only as wide as the cab of a compact pickup, rear shoulder room is a compact car-like 53.5 inches. There are belts for three people, but if these people are adults they're not going to be happy people. I've stuffed three child seats into some fairly small cars; they'd be a very tight fit into an H3 if they fit at all.

Folding the rear seat is an unusual two-step process. First the cushion slides forward (but does not tip). Then the seat back folds. With the seat folded, the floor is not flat. Instead, it ramps up about four inches. Maximum cargo volume is only 56 cubic feet, low even for a compact SUV. A folding front passenger seat would help but is not available.

On the Road

Based on my preview drive I didn't feel that the Hummer H3 is underpowered. Well, it is. Its 220-horsepower 3.5-liter five-cylinder engine must motivate 4,700 pounds of SUV. This yields enough acceleration to keep up with traffic, but passing on a two-lane road and merging onto a freeway could be scary. High altitudes and/or towing a load would further aggravate this issue.

Many reviewers have wondered why GM didn't use the 4.2-liter inline six from the TrailBlazer instead. It's the same basic engine, just with an additional cylinder. The salesperson claimed that the five was used to maximize fuel economy (the EPA ratings are 16/20 with the automatic). But I suspect three other reasons are more likely. First, the H3 is made in the same plant as GM's compact pickups, and they didn't want to complicate this plant by adding another engine. Second, the five-cylinder had already been engineered to pair with a manual transmission, while the six-cylinder had not. Third, GM wanted to make the H3 as compact as possible, and the six would have required another four inches or so ahead of the firewall.

The last makes it very unlikely that the inline six will be offered in the future. The five is already a tight fit.

More likely, a supercharger or turbocharger will become available with the five-cylinder. No doubt the aftermarket already has such packages in the works. The only question is whether GM follows suit.

Five cylinder engines usually sound odd. This one, however, could easily be mistaken for a six based on the mildly throaty sound of its exhaust.

The feel through the throttle isn't as big truck-like as in the H2, but some of the same "big machinery" flavor remains, especially with the manual transmission. That upright windshield helps in this regard. You don't feel as if you're driving just any old SUV.

A five-speed manual is standard and can be ordered with the luxury package. The throws are long (as in the typical pickup), but smooth, with a very solid feel. To my surprise, the H3 actually felt slower and less responsive with the manual. Mostly this is because the engine sounds and feels rougher with the manual, and thus I was not inclined to take it anywhere near the redline. The automatic, in contrast, readily takes the engine over 5,000 RPM, and the engine somehow sounds less strained in the process.

Another strike against the manual: you cannot get stability control with it. This useful safety feature is included with the automatic transmission.

Handling is a bright spot. As you'd expect given its smaller size, the H3 feels far more manageable than the H2. The steering wheel has a satisfyingly thick rim. The system it links you to has a pleasing heft to it, is well-weighted, and (for a truck) provides a decent amount of feedback. In turns the H3 leans, but less than the H2, and generally has a much more balanced feel. The standard tires have a wide 265 cross section, the optional "33s" an even wider 285, so grip is good (as SUVs go) despite the H3's weight.

The H3 rides well, especially for a vehicle with very high capabilities off-road. The body structure feels very solid, with none of the body-on-frame shimmy I've noted in some Ford SUVs. As in the H2 the rear suspension incorporates a live axle (i.e. not independent), but it tends to be well-behaved. Noise levels are moderately low. The seat of the pants more than the eyes detect a premium vehicle.

Hummer H3 Price Comparisons and Pricing
You might be wondering just how much less expensive the H3 is than the H2. The answer: about $16,000 following a $1,000 adjustment in the H2's favor for its additional features.

How about a Jeep Grand Cherokee? Comparably equipped at a minimal level, the Jeep runs about $5,000 less. If you want a transfer case, though, you must also get the V8, cutting the Jeep's price advantage to about $3,300 while increasing its on-road performance advantage considerably.

Prices change frequently, and differences will vary based on feature level. To quickly generate these and other comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)

TrueDelta's page for the H3:

http://www.truedelta.com/models/H3.php

Last Words

As with the H2, with the H3 General Motors has managed to start with a corporate truck platform and create a distinctly different SUV worthy of the Hummer name. As I see it, the H3 actually makes quite a bit more sense than the H2. It's nearly as practical, handles with much more agility, has a nicer (if blander) interior, and costs a lot less.

Yes, evaluated purely in terms of on-road function the H3 would not make a lot of sense. Even compared to the average compact SUV it falls short in terms of passenger and cargo room. It's hard to get in and out of. And it's not as quick.

But these deficits won't really matter to those attracted by the H3's strengths. It has a unique flavor and (if GM is to be believed) the off-road capabilities people expect of a Hummer. I personally think of any Hummer, including the H3, as an exotic vehicle at an almost regular vehicle price. And so I don't measure it by the same yardstick I use with, say, a Jeep Grand Cherokee.

I suspect many people will think (and, more importantly, feel) along these lines. These people have been wanting a Hummer, but unable to afford a $50,000 vehicle. With a starting price under $30,000, the Hummer is within the reach of far more people. For at least the first year or two demand should be very strong. The only question is how many Hummer can sell without losing its exclusivity.

Because of its relatively low price the H3 has Jeep especially worried. It puts Hummer into direct price competition with the DCX brand's core product, the Grand Cherokee. Yet, even though the Grand Cherokee is about the closest competitor to the H3, any comparison between them seems almost apples and oranges to me. The Jeep cannot match the small Hummer's hardcore off-road flavor. It has grown too refined and sleek for that. This cuts both ways. Some people will want the H3's strong flavor, but many will not. In terms of practicality the Jeep has an edge, but not a huge one, at it is also among the tightest SUVs inside.

Jeep is launching a more direct response to Hummer this fall with the Commander. Though based on the Grand Cherokee, the Commander looks much more like the very square, late and oft-lamented Cherokee. Its windshield is relatively upright, if not so much as the Hummer's. But with three rows of seats and a higher price (how much higher remains to be seen), the Commander won't really compete directly with the H3. That role would fall to a four-door Jeep Wrangler, a vehicle that was shown some time ago in concept form but has yet to make it out a factory door. Until Jeep gets such a vehicle to production, Hummer has a niche all to itself.

A Note on Hummer H3 Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy an H3 rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Hummer H3 reliability comparisons.

Before I can report results, I need data on all cars--not just the H3--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

If you're an Epinions member, and you want to receive an email alert from Epinions when I post a new review, click here.

Some of my reviews of related vehicles:
Hummer H2n review
Jeep Grand Cherokee review
Jeep Liberty review
2007 Jeep Wrangler Unlimited review
Land Rover LR3 review
Toyota 4Runner review
Toyota FJ Cruiser review