Of course, any such entertainment sparks wild interest, and landing a plane with precision down to a couple of dozen centimeters is an extremely fascinating activity, but we came here for something completely different. Besides the airfield, we got an off-road track about ten kilometers long for the whole day. If the ancient Greek philosopher Heraclitus identified four basic elements — air, earth, water, and fire — then for Hummer, it seems we'll have to invent a fifth one — mud. So let's check if this is its native environment.
As soon as the bus with a group of journalists stopped at the site of "hostilities," we immediately started slamming the doors of the Hummers we were given. I also opened the door of the H3. Honestly, the interior doesn't impress with its refinement, but it looks quite decent. The plastic is hard, yet in most places it's neatly fitted, with even gaps between parts. For the $53,910 they ask for the base H3 with a manual transmission and fabric upholstery, it's quite acceptable. Versions with leather interior and an automatic will cost more — from $57,120 to $67,150. However, for Hummer, these are all secondary details (though owners might disagree). The main thing is what's hidden under the hood.
The top version boasts two-tone leather in the cabin. The base one has fabric upholstery and a manual.
Thud! Bouncing on a broken dirt road, we count the bumps and note that the landing was harsh. But we couldn't break the suspension. Along the way, there were potholes that some city hatchback would have dived into headfirst. But the H3 doesn't care. And this is perhaps the strongest impression from the Hummer H3.
On the highway, the Hummer's steering responses are far from ideal, but on a country road, it doesn't bother.
Low range, differential locks — that's all clear. But how this elephant jumps over bumps is simply phenomenal. The unbreakable suspension and tiny overhangs — with such an arsenal, you can confidently enter a rally. When you're flying at 60–80 kilometers per hour on a road where any other car would crawl at a snail's pace, you completely forget about the modest cabin and the fact that the steering wheel only adjusts for height (and I missed that adjustment) — you forget about everything altogether.
But when my colleague and I swapped roles, and he was speeding behind the wheel on the "special stage" while I settled in the back, I again remembered more mundane things. First, getting into the rear row is extremely inconvenient, and I estimate the chance of getting my trousers dirty on the muscular side of the H3 (and it's a rare pig, I tell you) at about 89.53%. And second, sitting in the back is frankly uncomfortable — though I suspect it's not so much the car as the driving style. There seems to be enough space in all directions (except passengers around 190 centimeters tall complained about low ceilings), but how it shakes back there! Behind the wheel, I somehow didn't feel such discomfort.
While my colleague, like Julius Caesar, simultaneously tested two objects — the Hummer H3 and my vestibular apparatus — we reached the beach. There, while storming water obstacles, we managed to lose one of the wheel trim rings and also got a few great shots for the photo bank.
In essence, along the entire track, there was no place where low range was truly necessary, although my colleagues invariably engaged it and, with a wild howl of the engine, climbed onto completely childish hills and mounds.
By the way, about the engine. After all, it was the reason for our gathering in the field. It's more correct to call it not new, but updated — the engine is built on the basis of the previous five-cylinder Vortec with a displacement of 3.5 liters. The main differences are the displacement, increased by 200 "cubes," and a faster and more precise variable valve timing system. Interestingly, the H3's phases change not on the intake, but only on the exhaust — to provide the engine with traction from the very bottom.
And it pulls. Although the peak torque (327 Nm) occurs at 4600 rpm, the engine diligently pulls from almost idle. But it can't be said that 242 hp turn the Hummer into an airplane (even if it's the same Yak-52). On the highway, acceleration isn't particularly impressive, though the car can't be called slow. But driving the H3 on asphalt is like walking around the house in rubber boots. If absolutely necessary, you can, but it's hardly suitable for everyday use. It handles so-so, and it doesn't pamper with particular comfort — after all, it's a body-on-frame SUV with torsion bar suspension in the front and leaf springs in the rear — where would good manners come from? But everything changes radically when the asphalt ends.
Here, the long-travel suspension, high ground clearance, minimal overhangs, and wheels with plump tires allow you to almost completely ignore the road terrain. And the powerful protection for the oil pan, transfer case, and fuel tank relieves the fear of catching something with the underside. The transmission, however, is not covered on the H3, but it's recessed so deep into the floor that not every boulder can reach it.
Well, if something more serious starts, the low range (with a gear ratio of 4:1) and two rigidly lockable differentials — center and rear — will come into play. The electronic assistants are also tuned for off-road — ABS is "trained" for late activation, and ESP allows slight wheelspin. And that's right. The element of Hummer, even the youngest one, is still mud. Or earth, if it's uneven. Or, at worst, water — when you need to ford a stream. But certainly not air.
Technical specifications
| Specifications | Hummer H3 |
| Body |
| Number of doors/seats | 5/5 |
| Length, mm | 4,742 |
| Width, mm | 1,897 |
| Height, mm | 1,872 |
| Curb weight, kg | 2134 |
| Gross weight, kg | 2,654 |
| Trunk volume, l. Rear seats folded/rear seats unfolded | 835/1577 |
| Approach angle, degrees | 40 |
| Departure angle, degrees | 37 |
| Ramp angle, degrees | 25 |
| Engine |
| Type | Petrol, with multi-point injection |
| Location | Front, longitudinal |
| Number and arrangement of cylinders | 5, in-line |
| Number of valves | 20 |
| Displacement, cm3 | 3,700 |
| Max. power, hp/rpm-1 | 242/5600 |
| Max. torque, Nm/rpm-1 | 327/4600 |
| Transmission |
| Gearbox | Automatic, four-speed or five-speed manual, with low range |
| Drive | Permanent all-wheel drive with center and rear differential locks |
| Torque distribution (by default), front/rear axle | 40/60 |
| Chassis |
| Front suspension | Independent, torsion bar with double A-arms, and anti-roll bar |
| Rear suspension | Dependent, on semi-elliptic leaf springs with anti-roll bar |
| Front brakes | Disc, ventilated |
| Rear brakes | Disc |
| Tires | 265/75 R16 |
| Ground clearance, mm | 231 |
| Steering |
| Type | Rack and pinion with power steering |
| Performance characteristics |
| Maximum speed, km/h | 180 |
| Acceleration time from 0 to 97 km/h, s | 8.9 |
| Fuel consumption, l/100 km |
| urban cycle | 16 |
| extra-urban cycle | 12 |
| Emission standard | Euro-4 |
| Fuel tank capacity, l | 87 |
| Fuel, octane number | AI 92–95 |
When I first got behind the wheel of the Hummer H3, I was struck by its ability to stay afloat even in the toughest conditions. On the outside, the car looks like a real fighter, but inside it offers quite civilized comfort, which is especially surprising given its off-road pedigree.
Trims and prices
The H3 lineup is presented in four trim levels. Even in the base version Base MT 1SA for $53,910, you get a full set of safety systems: driver and passenger airbags, side curtain airbags, ABS, Stabilitrak stability control, and TCS traction control. The starting version also includes power steering, power seat adjustments, bi-xenon headlights, cruise control, and a full-size spare tire on the tailgate.
For $57,120, the Base AT version is available with an automatic transmission and a more advanced Monsoon audio system with seven speakers and a subwoofer. The Adventure trim for $62,940 adds a leather interior with heated front seats and a special trailer towing package. The top Luxury version for $67,150 includes a panoramic sunroof and the most complete options.
All versions are equipped with 265/75 R16 wheels, a tire pressure monitoring system, and roof rails. By the way, a tow hitch is even included in the base — this hints at the vehicle's serious towing capabilities.
Off-road capabilities
The H3's braking system is a separate source of pride for the engineers. It can operate underwater, and the maximum fording depth is 407 millimeters. This is not just a marketing gimmick — in real conditions, when roads turn into rivers after heavy rain, such capabilities really come in handy.
During the test, we managed to check the vehicle's off-road potential in practice. When heavy rain started and the track turned into a mess, the H3 confidently continued moving, with columns of mud rising from under the wheels. The car maintained controllability and showed no signs of giving up.
Safety
The American NHTSA association conducted crash tests of the H3 and rated driver protection in a frontal impact at five stars, and passenger protection at four. The vehicle also withstood a side impact excellently. Combined with a full set of electronic assistants, this provides confidence in everyday use.
Driving impressions
The organizers prepared an unusual test for us — towing a Yak-52 aircraft. Journalists needed to precisely park the winged machine between cones, and it turned out to be not an easy task. One of my colleagues overdid the throttle — the H3 jerked and tore the rigid coupling like a hot water bottle.
By the way, about the weather. The sun was shining for the first half of the day, and we calmly photographed clean cars. But after lunch, a downpour broke out, adding drama to the test. When the elements calmed down a bit, we noticed a tornado — a rare phenomenon for these places. Everyone was so engrossed in watching that they forgot about the cameras and only filmed it when it began to dissipate.
The Hummer H3 is a car with character. It doesn't try to be a universal vehicle, but honestly does what it was created for: confidently handles off-road conditions and carries cargo. For its price, it offers serious off-road potential that is hard to find in competitors.
