The Starter Hummer

Until now, owning a Hummer was reserved for those privileged few who can throw a baseball nearly 100 mph with pinpoint accuracy, consistently hit 18-foot jump shots, or get a million or so Gen Xers to buy rap music, or for wannabes with limo-tint glass who enjoy the “look at me” attention.

To those who have always wanted to own a Hummer, your ship has come in. The new H3 is a smaller version of the giant H1 and tank-like H2 with DNA that makes it instantly recognizable as a Hummer. And the best part is the clever starting price of just $29,500 including shipping; that’s almost $25,000 less than the H2 and a whopping $100,000 less than the flagship H1 Alpha.

Though smaller, the midsize sport-utility H3 can still ford a 24-inch deep stream, and climb 16-inch steps while making its way up a 60-degree grade, according to the folks at Hummer. Yet the H3 provides a comfortable ride with predictable handling and is as quiet as a sedan at highway speeds.

The H3 is derived form the midsize Chevy Colorado/GMC Canyon pickup truck. It is built in the same Shreveport, La., assembly plant and shares the unusual 3.5-liter 220-horsepower 5-cylinder engine that, even in a 4700-pound SUV, is rated at 20 miles per gallon on the highway with the standard five-speed manual transmission or 19 miles per gallon with the optional four-speed automatic. Still, that’s probably not enough to quiet the Hummer’s critics. GM is dropping hints that a smaller, more fuel-efficient H4 could be waiting in the wings.

While GM is having its sales woes, U.S. Hummer sales are up 87 percent so far this year, even with gas above $3 immediately after hurricane Katrina. But total Hummer sales will only reach about 50,000 units for the year. Chevy sells that many full-size Silverado pickup trucks every three weeks, so don’t expect Hummer to solve GM’s financial woes.

Several automotive journalists I’ve spoken with lament a mere 220-horsepower 5-cylinder engine for such a heavy vehicle. I found the performance adequate if somewhat underpowered, especially tackling an uphill grade on I-17 north of Crown King, where it was pedal to the metal in negotiating the long climb.

Off road is a different story. GM is true to its words when it says that all Hummers must both look like Hummers and deliver Hummer off-road capabilities. The H3 is impressive, climbing over boulders, traversing deep ruts, and negotiating angled side slopes and other extreme hazards.

The Hummer H3 is available as a single four-door model with either the standard five-speed manual shifter or the $1695 optional four-speed automatic transmission that includes Stabilitrak stability control.

I tested a well-equipped H3, which included a luxury package ($3125) with leather seats, steering wheel and shift knob; 8-way power, heated driver and passenger seats; 7-speaker Monsoon audio system; lighted vanity mirrors; floor and cargo mats; and Homelink universal garage-door transmitters. Other extras included an exterior chrome package ($850), chrome wheels ($800), XM satellite radio ($325), a trailer hitch with wiring harness ($270), and tubular chrome sidesteps ($695). The bottom line: $38,210.

With its boxy, armored-car look, massive seven-slot chrome grille, large round headlamps, flat-black louvered hood, and air boxes at each side of the windshield base, even viewed from a distance, the H3 can be instantly identified as a Hummer. Unlike the H1 and H2, the H3 sports blistered fenders. However, the tailgate-mounted spare tire remains.

Inside, the dash is clean, simple and looks great. Even though there is ample use of plastic about the dash and doors, it’s tastefully finished and looks attractive, with metal trim smooth surfaces. I like it much better than the military-esque H2.

The black leather seats are trimmed with a taupe-colored piping. They look great and are equally as comfortable. Front legroom is among the most of any vehicle this too-tall driver has tested. The second row seat isn’t as generous, and is comfortable for only two adults because of an oddly placed cup holder in the cushion smack between the legs of a middle-seat passenger. Rear headroom is minimal due to the space needed to accommodate a retracted sunroof.

Third-row seating is unavailable; the cargo area is large enough to hold plenty of gear. More room is available when the second row is folded, but don’t expect to lay anything flat since the seat backs don’t fold flat and sit some five inches above the cargo floor.

Dual front airbags are standard, full-length side-curtain airbags with rollover sensors are optional ($395) and stability control is included on H3s equipped with the optional automatic transmission. Also included: antilock brakes and traction control. The H3 has not yet been crash tested.

Even at the attractive starting price below $30,000, the H3 comes well-equipped with standard features like tilt wheel steering column, power windows/locks/ mirrors, remote keyless entry, CD audio system, cruise control, air conditioning, fog lights, alloy wheels and large all-terrain tires mounted on 16-inch wheels.

But to keep the price below $30,000 numerous cost-cutting efforts are noticeable — no steering-wheel controls for the audio system, no overhead storage or rear-seat reading lights. There isn’t even a middle passenger headrest.

Up until now, Hummers have been reserved for professional athletes, celebrities and the affluent few. H3 changes all that. You can get world-class off-road capabilities, decent gas mileage and the cachet of owning a Hummer, with the luxury package and automatic transmission, for about the price of a Chevy Tahoe or Honda Pilot.