2003 Hummer H2

In truth, Hummer's new H2 is no baby unless you're thinking of an elephant. It weighs over three tons. But at less than half the price of the military-inspired, rather Spartan H1, the newcomer is surprisingly agile, comfortable, versatile and it's guaranteed to turn heads and provoke stares wherever you travel.

Its undersides are well protected with skidplates, brushguards and solidly welded, cage-like shields, so rather than steering around obstacles, you'll find yourself aiming right for them.

Actually, the H2 is full of surprises. If you've driven its bigger brother, you're prepared for a noisy, take-no-prisoners off-roader that's more at home chasing Saddam's Palace Guards than it is on city streets. Not so the H2. Like most full-size SUVs, its buyers are unlikely to venture off anything more challenging than a rutted, gravel byroad. They can take comfort in knowing, however, that if they do head for the toolies, the H2 will take them there and bring them back, arguably better than a Mercedes-Benz G500 Gelandewagen or the latest Range Rover. Meanwhile, they'll cruise very comfortably, enjoying the stares of everyone who sees them.


H2s are built for General Motors by AM General in South Bend, Indiana. Although the new model was extensively tested on challenging off-road venues, the AM General factory folk have replicated some of off-roading's legendary obstacles back home in Indiana. Head out from the brand-new H2 assembly plant, located a rock's throw from the H1 factory, and you can dive into an exact copy of the dreaded Moab "Golden Crack." Teetering on three or even two wheels, precariously balanced on a deep rock crevice that looks as though it could swallow a lesser vehicle, you lightly touch the throttle and the H2 walks out as nice as you please. Its undersides are well protected with skidplates, brushguards and solidly welded, protective, cage-like shields, so if you slam down on an obstacle, the only thing rattled is your pride.

For $2,375 more than base, the Lux Series adds leather seating, a flashy chrome appearance package, tubular assist steps, and a six-disc CD changer.

GM contributed the rugged truck platform that's shared by all its big SUVs from Suburbans to Escalades; under the hood is a lusty 315-hp, 6.0-liter Vortec V-8 that's mated to a 4565E four-speed automatic. Cleverly, the engineers shortened the platform (about eight inches in front and a lot more in back) so the H2 has nearly 42 degrees of approach and departure angles. That means you can nuzzle one of its immense LT315/70R17 tires up against a 2 1/2-foot stone wall and crawl right up and over it. We did it—and were amazed. This is the sort of rock-climbing you do in a tricked-out Jeep, not in a hulking four-door. But nobody told that to the H2. Whether it was clambering down a rock staircase or wading through a deep stream, the "little" Hummer scarcely faltered. Rather than steering around obstacles, you'll find yourself aiming right for them.


The H2's impressive breakover angle is 27.5 degrees, and its 10 inches of ground clearance make it one of the least high-centerable SUVs in the business. The rear suspension choice is between a five-link coil setup or an optional driver-adjustable airbag that permits up to two extra inches of ground clearance if you need it. The hefty Borg-Warner 44-84-transfer case has a 40/60 front/rear torque split and offers seven operating modes, topping out with a 33:1 crawl ratio. So, you can waltz up a 60% grade, plunge downhill with minimal braking (thanks to 4.10 axle gears) and still cruise merrily (and quietly) at highway speeds. The H2 is a full 6.78 feet wide, but it's a darn sight smaller than the blocky H1.