WITH all the subtle grace of a house-brick, the Hummer H2 makes a statement, albeit a confusing one. Unlike any other SUV, it has an aggressively utilitarian no-nonsense slab sidedness about it, punctuated with tow hitches and a front brush-guard all of which is held 25 centimeters or more off the ground by huge all terrain tires. It looks macho - and tough enough to satisfy the fussiest poser and fool the glitterati into thinking they had a real all terrain vehicle. But is it really only a sheep in wolf’s clothing?
Absolutely not! Firstly, this vehicle gives the impression of being huge, though it is smaller than the original hummer (the H1). The 311cm wheelbase carries many of the characteristic design features of the original - the seven slot grille, boxy corners and fake air intakes at the trailing edge of the hood and a pair of substantial roof bars. Flat glass windows, including the windscreen, add to the distinctive flat-panel architecture and the whole is augmented with a sprinkling of grab handles.
The rear end is relatively subdued; a Hummer-stamped rear bumper cover, two military style retrieval loops, a tow-hitch mount, a profusion of square corners and remarkably small utilitarian rear light clusters.
However the front end is, to say the least, dramatic. The width of the vehicle, 207 centimeters, combined with the upturned snout, bullbar, air intakes and a view of the massively treaded all terrain tires make for a muscular no-nonsense look that has a pleasingly stimulating effect on most other road users.
In urban traffic the Hummer 2 feels far more nimble than it should, given its three ton weight. The engine is well muted, the extra width soon becomes normal and the responsive steering is aided by one of the smallest turning circles in the class at 13.25 meters. The tires are the first line in the suspension; they give a smooth ride on road with remarkable little noise given their footprint.
Goodrich All-Terrain LT315/70R17 BF tires were easy to steer on highway and off. The test model had an onboard compressor and hose fittings (that comes with the air suspension) useful on the soft sand that habitual off-roaders seem drawn to.
The H2 uses a Borg-Warner transfer case with two-stage traction control. It has push-button range shifting for high and low gear ranges, with or without rear differential locking and a drive system that allows any one wheel with traction to move the vehicle by using ABS circuitry to stop and start the rotation of the tires.
The low front and rear overhangs of the H2 allow a massive cabin area. The optional tubular exterior step proved a necessary accessory because of the high entry point. The interior instrumentation and dashboard layout is vaguely reminiscent of the Jeep Wrangler in its matt black and grey finish which greatly minimized glare when driving into the sun. A wildly macho aluminum and brushed steel effect gear shift dominates the center console and takes up rather too much space.
The low roofline and the huge spare tire and wheel bolted into cargo space reduce potential carrying capacity. The equipment needed for a two night desert camping trip had to be stripped to a minimum. The massive 40 kilo wheel and tire unit is too heavy for the tail lift; it is inside, and intrudes hugely into the available space. Maximum cargo space is advertised as 86.6 cubic feet with all the rear seats folded down, which I note is less than the new Range Rover, and the big Toyota Land Cruiser and Lexus LX470.
The low roof also limits the head clearance of a tall passenger sitting in the rear, a consideration when bouncing merrily along the Hejaz railway where we took the H2 to prove itself. The front seats, luxuriously soft and yielding with all the electric adjustments ironed out the last of the shocks from the suspension and left the driver surprisingly fresh after a 600 kilometer run.
On a direct 800 kilometer run between Jeddah and Madain Saleh, the H2 proved an intriguing machine to explore. The neatly mounted cruise control at the end of the single steering column control stick was an improvement over the more familiar steering wheel mounted pattern. Buttons there also controlled the Bose radio, CD player and provided comprehensive driver information, including driving range, service interval and fuel consumption.
Leather trim and seating and a very spacious cabin added the feel of a luxury vehicle to the H2 and isolated the driver from the considerable hammering the vehicle took over rock-strewn desert. The idea of a luxury vehicle that actually delivers real off road performance is particularly appealing. The H2 would not win too many economy challenges. However, at 120 kph, the test vehicle was returning between 22 and 25 kilometers per 100 liters; not at all bad for a six liter V8 engine with not a trace of a concession to aerodynamics.
It all looks very rufty-tufty; the question is though, does the thing perform off road?
Unequivocally yes: it is a performer with poise. Although we did not try it extensively in soft sand, it cheerfully growled its way through the sometimes potentially hazardous sections of dune that occasionally covered the rail bed of the Hejaz railway running south from Madain Saleh.
The huge momentum of the H2 became apparent when cornering on the gravel and sand-strewn tracks with just a hint of sliding that quickly became predictable but never threatening. Deeply incised water runnels up to half a meter deep proved no obstacle and the sometimes acute angles of attack on rubble strewn ridges were evened out by the “body-on-frame” torsion-bar front suspension and a fully independent five-link rear suspension taken from the latest generation of GM’s midsize sport utilities.
When all is said and done, the H2 is immense fun to drive in both urban and rough country areas. The casual power delivery from the 6.0-liter V8 petrol engine puts 316 horsepower in and 360 foot-pounds of torque gives a handsome sense of raw power capable of dragging the machine out of any tight spots. It is enough to get from 0 to 60 mph in about 10 seconds, and more than enough to tow 7000 pounds or carry 2200 pounds of cargo with ease.
Luxury vehicle with attitude, the H2 delivers the goods its uncompromising macho design promises. Perhaps not the best off road vehicle for truly serious desert bashing, the H2 provides the muscle for most challenges thrown at it in a most satisfactory manner. GM have effectively resolved the awkward relationship between luxury town car and off-road bruiser by producing a unique and instantly recognizable vehicle that both takes on the rough stuff and turns heads in the cafe society it often frequents. Above all though, it is enormous fun to drive.