Ford Focus ST on the Open Road

Video: Ford Focus ST on the Open Road

The Paris Auto Show brought a lot of introductions, with many of them being concepts or more long-term production vehicles. The Ford Focus ST shown was not one of those vehicles, as it is nearly 100% production material.

Ford has already confirmed the vehicle will be making its way to the United States as part of the company’s efforts at globalizing its product lineup.

Many are eager to see the car replace the current North American Focus that debuted here in 2008, and are particularly interested in the sporty ST model.

Ford has just released this video showing the car driving in the wild. There isn’t a whole lot of action going on, but hey we’ll take what we can get.

The Stig" Collins planning Top Gear rival

Remember when any hint of the identity of the vaunted Stig was news? Even after Ben Collins outed himself as the mysterious super driver it took a few days before we truly believed that the biggest secret in British television had been spoiled. Judging by recent comments made by Jeremy Clarkson, we're starting to think there's little chance we'll ever see the Stig again on Top Gear, but that doesn't mean Collins is out of television for good.

The UK's Telegraph reports that the former driver-in-white is fielding several offers to host his own show in the near future. Of course, Collins isn't quite ready to spill details about his future plans, but he reportedly did mention that he wants to have a show with riskier stunts than what we're used to seeing on Top Gear. In fact, Collins even managed to take a completely unveiled shot at Jezza by saying that the main man at TG "doesn't have that kind of respect for people behind the scenes.

Until a show officially materializes, Collins plans to cash in on his book about the show, followed perhaps by a bit of fiction writing. Meanwhile, Top Gear will likely be hard at work finding the next Stig, though we're guessing the show's producers won't bite on Collins' idea to do a "Who wants to be The Stig" reality show, if only because the former Stig thought of it.

Audi no match for Peugeot

Many in the Audi compound tonight are left muttering under their breath and shaking their head in bewilderment. That's because the team was flat-out beat on Wednesday by Peugeot. It was the first day of practice for the 78th running of Le Mans, and the day started with a French celebration and ended with one as well.

This morning the winning Peugeot drivers from the 2009 race were given one last gift to remember their winning ways. The mayor of Le Mans hosted a ceremony in the center of town honoring David Brabham, Marc Gene and Alexander Wurz. They saw their handprints cast in bronze set in the cobble stones of Le Mans.

By the time everyone returned to the circuit it was time to get down to business, and that is exactly what the Peugeot team did. Throughout the late afternoon and into the evening it seemed each Peugeot driver--first Franck Montagny, then Stephane Sarraazine, and finally Sebastien Bourdais took turns setting the fastest lap. Bourdais finally grabbed the top spot with a time of 3:19.711. He has provisional pole; however the forecast for Thursday is for heavy rain and the French seem content to begin their race preparations.

Rick Dole

Sebastien Bourdais is on the pole for Le Mans after the first day of qualifying.

Preparation or lack there of seems to be the lowest common denominator with the Jaguar team. When the green flag dropped at 4 o'clock this afternoon the team didn't even start its engine. Problems continue to plague this effort, and while Ryan Dalziel and Marc Goossens completed a few laps, Paul Gentilozzi finished none. And there seems to be a lot of confusion on whether or not Gentilozzi has violated a rule requiring some sort of minimum lap requirement during the first day of practice. This is probably the least of his worries. As qualifying began at 10 p.m., the Jag crew had the engine apart trying to find another gremlin. Not a very good first impression and plenty of less-than-positive comments by the Radio Le Mans folks who have followed this team since its debut at the ALMS race at Laguna Seca in 2009.

Johnny Kane sits on pole in the Strakka Racing HPD. He is a second quicker that the Highcroft Racing HPD. Kane set his time of 3:36.168 on qualifying tires. David Brabham was the quickest Highcroft driver with a time of 3:37.202 while running on full tanks.

Former Formula One world champion Nigel Mansell is driving his first Le Mans with sons Greg and Leo. He had a moment during his first stint spinning off at the PlayStation chicane. No harm, no foul.

The same can't be said for the No. 12 Rebellion Racing Lola which was crashed while Marco Andretti was at the wheel. The car did not return to the track this evening.

Rick Dole

One of the iconic sights of Le Mans: the Dunlop Bridge.

The Risi and Corvette ALMS teams traded fastest times in GT2, and Gianmaria Bruni setting the best time in class.

While the 'Vette and Ferrari boys have to feel good following today, the Audi camp cannot. It has spent an enormous amount of euros redesigning and rebuilding the R15, and German sources close to the team confirmed the 2010 model has the same major problem as the 2009 version--understeer. With all of the money, all of the testing and all of the development, the Audi is essentially no quicker than last year's car. And the team is nearly four seconds slower than pole-sitting Peugeot. And 2.2 seconds slower than the semi-works Peugeot of Team Oreca.

The fastest Audi starts on row three.

Hundreds of complaints about Ford

Toyota's recent issues have turned the lights on automakers' and governments' responses to consumer complaints. Two of the questions to arise, which still haven't been answered, are what is the threshold for customer complaints to be considered a safety defect, and when should the National Highway Traffic Safety Administration open an investigation? An example? More than 200 owners of 1999 to 2003 Ford Windstar minivans have submitted complaints to the NHTSA about snapping rear axles, but there has been no investigation and Ford says there's no safety issue.

The breaking-axle incidents have happened after 80,000 miles, the majority coming after the six-figure mileage mark. Ford's take is that nearly all drivers have retained control of the vehicles, and the few that haven't have described behavior that doesn't fit with Ford's predicted vehicle behavior in such an incident. Therefore, it isn't a problem with safety.

As for the NHTSA, even though the complaints are spread over various categories (consumers choose their own categories under which to report), it says it has reviewed every single one of them and says it is monitoring the situation. We suppose everyone is relying on good judgment to decide when or if to declare this a safety matter and open an investigation, and we can agree with that – good judgment can make far more sense than trying to slap hard numbers on these kind of occurrences. The question is: Who's the one with the good judgment?

GM temporarily restore Saturn Outlook, the Hummer H3 production

Saturn Outlook - Click above for high resolution images

Although the deadline Saturn and Hummer brands, General Motors has once again affirmed the production of both the Outlook crossover SUV, H3 and the needs of consumers.

Last month, GM mounted on his explorations in 1037 in Lansing, Michigan plant, which is where they built the Lambda crossover platform Stable Mates (Buick Enclave, Chevrolet and GMC Acadia). A spokeswoman for GM said that the production, once the rest of the Saturn-specific material to be used at the facility, and that the automaker remains Outlook session for several weeks.

Hummer, on the other hand, H3 and 849 H3Ts will make a sale of a company of liquor. GM in Shreveport, Louisiana plant production of these vehicles will start April 12, the automaker said that the decision not later than 13 May, and then completed his plant will continue production of Shreveport, the only Chevrolet Colorado and GMC Sierra pickups, while the fate of these vehicles is quite uncertain, as well.

2010 HUMMER H3T Vehicle Overview

As with most Hummer models, the 2009 Hummer H3T offers impressive off-road ability, a decent on-road demeanor and look-at-me styling. But the list of its faults is even longer. Rival midsize crew-cab pickups offer a better blend of performance, fuel mileage and cargo capacity.

Pros

Serious off-road ability, smooth ride on pavement, rugged styling, simple cabin controls, comfortable seats.

Cons

Tepid performance with inline-5, poor outward visibility, only one bed length that's not particularly useful, subpar gas mileage and cabin quality.

What's New for 2009

For 2009, Hummer expands the H3 family with the H3T. This addition to the baby Hummer line forgoes the H3's covered cargo area for an open pickup bed. It rides on a stretched wheelbase, and its overall length is about 2 feet longer. Other H3 changes this year include standard Bluetooth connectivity and hill-start assist, an available front locking differential and a revised rearview camera system.

Introduction

If you had three wishes, would one of them be that Hummer made a pickup truck? Hopefully not; that would be extremely lame. But if it were, in addition to world peace and 10 million bucks, you could now get a big boy's Tonka truck. Yep, for 2009, Hummer is rolling out the H3T. Essentially the H3 SUV with a longer wheelbase and an open pickup bed instead of a wagon-style back, this new addition to the Hummer family should more than satisfy one's need to have the toughest-looking crew cab in the Home Depot parking lot.

Virtually everything good and bad about the regular H3 still stands. This means you'll likely dig the rugged styling cues (which include the industrial grille, the massive wheel flares and the armored-car-style windows), brag about its impressive off-road capabilities (thanks to aggressive approach and departure angles, generous ground clearance and standard skid plates) and lament its outward visibility and fuel mileage (13 city/16 highway with the V8).

Yes, although the 2009 Hummer H3T is essentially part of the baby-Hummer H3 line, it's still a typical Hummer, meaning it weighs about 25 percent more than even car guys like us would guess. We're talking nearly 5,000 pounds here -- about a thousand more than a Caddy DTS and equal to the weight of two Honda Fits. To move all that mass, the H3T has a five-cylinder engine that pumps out a meager 239 horsepower and 241 pound-feet of torque. Of course, if you choose the aptly named Alpha trim level, you'll get a brawny V8 that cranks out 300 hp and 320 lb-ft. Either way, you're looking at not-so-great fuel economy.

All said, the 2009 Hummer H3T doesn't make a whole lot of sense. (Maybe you'll want one of your three wishes back.) Instead, we'd suggest checking out other more space- and fuel-efficient alternatives such as the Honda Ridgeline, Nissan Frontier Crew Cab and Toyota Tacoma Double Cab.

For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2009 Hummer H3T is a midsize crew-cab pickup truck that's available in two trim levels: base and the more powerful Alpha. The base H3T features 16-inch steel wheels, full skid plates, air-conditioning, cruise control, OnStar telematics, Bluetooth connectivity, keyless entry, full power accessories and a six-speaker CD stereo with satellite radio. The Alpha adds the V8 engine, alloy wheels and embroidered headrests.

Two packages are available for the base H3T. The Adventure Package adds an off-road suspension, a shorter-geared transfer case for better hill-climbing and descending, front and rear locking differentials, 33-inch off-road tires and a Monsoon audio system with a six-CD changer. The Luxury Package comes with the Monsoon system, leather upholstery, power and heated front seats and oversized floor mats. The H3T Alpha's oddly named Alpha Leather Package has the features of the Luxury Package along with chrome wheels and exterior trim. Major options for both include a power sunroof, an in-dash six-CD changer, a navigation system and a rearview camera.

For more Style information, see our Compare Styles page.

Powertrains and Performance

All 2009 Hummer H3T models come with full-time four-wheel drive with a two-speed transfer case. All except the Alpha are powered by a 3.7-liter inline five-cylinder engine that makes 239 hp and 241 lb-ft of torque. The standard transmission is a five-speed manual, and a four-speed automatic is optional. Although the five makes decent power, it's simply outmatched by the H3T's near-5,000-pound mass, so acceleration is leisurely at best. Towing capacity is rated at 4,400 pounds when properly equipped, and EPA fuel economy estimates stand at 14 mpg city/18 mpg highway and 15 mpg combined with either transmission.

The Alpha features a 5.3-liter V8 (with 300 hp and 320 lb-ft of torque) mated to a four-speed automatic transmission. Towing capacity goes up to 5,900 pounds, and we'd expect its performance to be about the same as the H3 Alpha, which sprinted from zero to 60 mph in a relatively quick 8 seconds flat. With this engine, fuel economy drops slightly to a 13/16/14 mpg rating.

For more Performance Data, see our Specifications page.

Safety

Antilock disc brakes, traction control, stability control, the OnStar communications system and full-length side curtain airbags are all standard.

For more Safety information, see our Safety page.

Interior Design and Special Features

Although the overall design is fairly handsome, the H3T's rather plain interior doesn't quite match its macho exterior. Build quality is solid, but the H3T's competitors utilize nicer materials. Also, stereo and climate interfaces aren't as user-friendly as those found in other GM vehicles. Still, the versions with the leather seating have an attractive two-tone color scheme along with contrasting piping on the seats, which spruces things up.

The seats are comfortable, though many drivers may take issue with the high beltline and low-profile window design, as they lead to lousy outward visibility. Rear-seat passengers enjoy ample legroom and decent support, but taller folks may find themselves uncomfortably close to the roof. The cargo box is about 5 feet long; though this is about the same as the offerings from the H3T's chief rivals, they typically offer 6-foot boxes as well.

For more Interior Features information, see our Specifications page.

Driving Impressions

At low speeds with the inline-5, there is sufficient punch to handle the cut and thrust of city driving. But when faced with freeway merging and inclines, the 2009 Hummer H3T grows winded, a result of its insufficient power for the vehicle's 4,900 pounds and bricklike aerodynamic efficiency. The H3T Alpha fares better. Throttle response is crisper with the V8 and it pulls harder through the midrange, but again, due to the considerable mass at hand, it's not the massive transformation one might expect.

Even though the H3T's longer wheelbase makes it less maneuverable on trails than the regular H3, it's still basically unstoppable when equipped with the Adventure Package. With 9.5 inches of ground clearance, loads of wheel travel, aggressive approach and departure angles, oversized all-terrain tires and standard skid plates, the H3T can pretty much go anywhere without taking damage. Given this off-road capability, the H3T performs admirably on pavement, with decent stability at speed. The ride is surprisingly smooth and belies the H3's tough-truck nature. But we would still advise you to steer clear of the H3T if you never intend to take it off the beaten path.

For more Driving Impressions, Recent Articles and Car Awards from our Editors, see our Road Tests page.

Second Look: 2010 Hummer H3T

Leftlane recently had the opportunity to sample the new Hummer H3T and compare it to what General Motors says will be two of its chief rivals: The Toyota Tacoma and the Ford F-150. The H3T represents a new direction for the smallest of the two Hummers currently offered: A useful pickup variant aimed more at the outdoorsy set than the suburban buyer of the standard H3.

Keen-eyed readers will remember that Mark Elias drove the H3T about a month ago. Now that GM has officially announced its intention to sell the flailing marque, we’re forced to evaluate the H3T in a different light. Is it a lame-duck model from a brand that won’t fall under the GM umbrella much longer? Or is it just what Hummer needs to perk up sales despite $3.50 a gallon gasoline?

GM invited us to test out the H3T on a moderately challenging off road course against two of its biggest rivals equipped with their off-road packages – the Tacoma TRD package and the F-150 FX4 package. We’ve decided to provide you with another full evaluation of the H3T as well as capsule comparisons to its chief non-GM rivals to see how the newest Hummer stacks up.

What is it?
At its core, the H3T is essentially a crew cab Chevrolet Colorado pickup with a lift kit, a heavy-duty four-wheel drive transfer case, available locking differentials and a Hummer-ish look inside and especially out. That said, it would take considerably more effort to make a Colorado anywhere near this capable off road.

The H3T comes in two flavors with a few different toppings: A base 3.7-liter inline-five cylinder and a 5.3-liter V8 called “Alpha” in Hummer-speak. Both come standard with a surprising array of convenience and capability features, including Bluetooth, XM radio, an auto-dimming mirror and, of course, 32 inch tires, full-time four-wheel-drive and a full complement of skid plates and recovery hooks.

What’s it up against?
If you haven’t been paying attention so far, you might want to just give up now. Tacoma TRD. F-150 FX4. And GM no doubt realizes that the Silverado/Sierra pickups with the Z71 package and the Colorado/Canyon with the light-duty off-road suspension will probably be on shoppers’ lists. In the interest of full disclosure, GM also considers the severely dated Dodge Dakota as a competitor, too.

The H3T is a bit bigger than the Tacoma and a bit smaller than the F-Series.

Any breakthroughs?
On the surface, no. It’s a crew cab pickup with a lift kit. But, it has an especially stout transfer case and an especially low crawl ratio of 68.9:1 with the optional extra-low range transfer case and the standard manual transmission (I5 only). It also offers a compelling value with the aforementioned standard features and a hefty 4-year, 50,000-mile warranty.

How does it look?
Like a Hummer H3 with a bed – because that’s what it is. Hummer has stretched the H3T’s wheelbase to accommodate a roomy cab and a five foot bed. From the side, the proportions are a bit awkward like most other crew cab pickups and from every other angle it looks like an H3, for better or worse. The bed is awfully high off the ground thanks to the 10 inches or so of ground clearance and the 32 or 33-inch tires, limiting its usefulness for heavy loads.

Ford hasn’t released the facelifted 2009 F-150 yet, so we had to evaluate the 2008. It features standard pickup proportions and the familiar big front end face we’ve gotten used to. The FX4 package doesn’t include much additional style aside from stickers and 18” all-terrain rubber.

The Tacoma received a mild nip and tuck treatment for 2009 with new clear-ish tail lamps and an ever-so-slightly more butch front fascia. Its TRD package jacks up the suspension a bit and adds a locking rear differential.

And inside?
Again, standard Hummer H3. You sit low and don’t have that much headroom thanks to the squashed greenhouse. It’s also a fairly narrow cabin, especially in the front passenger’s footwell area. The back seat is low to the ground and not especially well padded or contoured. The windshield is fairly far away and quite upright, though visibility overall is reasonable. And GM’s brilliant rearview camera built into the rearview mirror (optional) is present.

Materials-wise, it’s a mixed bag. The dash is made of quality plastics and seems well screwed together, but the standard cloth upholstery is flimsy for such a rugged vehicle. The optional leather is nicer, especially with contrasting piping.

Overall, the interior design is pleasant and appealing, though not as rugged-looking as it ought to be in a vehicle like this.

The F-150 we evaluated featured the 2008 interior, which is noticeably less rich in design and material quality than the 2009 and the H3T. Assembly quality was also a significant notch below the Hummer – flimsy panels rattled on the almost brand-new test vehicle. Obviously, it’s quite a bit bigger inside and the upright seating position is more big rig than the H3T.

The Tacoma was similarly sized inside and the design was brighter thanks to light colored materials throughout and an especially airy greenhouse. Overall material quality struck us as a step down from the H3T, though the design was less gimmicky. The Tacoma’s interior is much more carlike than trucklike.

But does it go?
The H3T Alpha – with its 5.3 liter V8 – moves quickly and emits a throaty V8 growl. Yet with an estimated 13/16 mpg city/highway, it’s hardly efficient – even for a 300 horsepower engine motivating a brick-shaped pickup. Like the I5, it comes with an antiquated four-speed automatic. GM has a great six-speed automatic. It should be in this vehicle.

The standard H3T moves along well enough for most any taste with the automatic. We didn’t get the opportunity to sample the manual transmission variant. With 239 horsepower on tap, the base H3T averages a more reasonable 14/18 mpg.

Off-road, the H3T is absolutely the most capable pickup on the market. That should come as no surprise – but what did downright shock us was how refined it was at all times both on pavement and off. It’s positively quiet at highway speeds, it delivers a pleasantly plush ride (though admittedly cornering isn’t its forte) and the H3T was absolutely the most rock-solid body-on-frame vehicle we’ve encountered. Our battered preproduction test H3Ts had nary an interior rattle or a shake of the bed even on the worst washboard surfaces we could throw at it. Naturally, it scampered up 40 degree inclines with nary a complaint – its hill-start assist working as advertised – and it hopped over 16 inch “curbs” with no more than a bounce.

Comparatively speaking, the F-150 is yesterday’s news. We’re told the 2009 will be a bit stiffer, but we imagine it would take quite a bit of engineering to quell the shaking bed and interior rattles, not to mention the wind noise and ride harshness. Where the H3T coddled over bad pavement and rocky terrain, the F-150 sent heads shaking from one side to another. There really was no comparison between the two.

The Tacoma was closer to the H3T in all regards, though we noticed a bit more steering kickback over the rough stuff and a bit more road noise at speed. The interior seemed similarly well screwed together, however.

Why you would buy it:
You want cargo-hauling capability in an off-road ready package and you’re willing to put up with lousy fuel economy. Or, sadly, you’re going to put 22 inch wheels on it and shine it up every weekend to look good in your local shopping mall parking lot.

Why you wouldn’t:

You have no need to leave the pavement or you want a smaller pickup.

It’s a shame that it took GM so long to bring to market a practical Hummer pickup – the H2 SUT is simply too cumbersome and, at nearly $60,000, too expensive, to be truly useful. The H3T is so much more useful than the cramped standard H3 that it is the first Hummer-badged vehicle we’ve driven that genuinely makes sense for a number of pickup buyers. It’s better off road than its competitors and at least their equal on road.

“Too little, too late” is a standard maxim we often pull out for vehicles like this – but with the Hummer brand soon on the selling block, that overused phrase has never seemed so appropriate.

2009 Hummer H3T base price: $31,495 including destination. H3T Alpha, $36,760 including destination. Optional equipment pricing to be released soon.

2010 Hummer H3T

The Hummer brand is changing – size is out and utility is in. Look at the lineup: the civilian H1 has been dropped and the hulking H2, while not dead, is on life support here in North America. Only the mid-size H3 is moving, adding a model for 2009 called the H3T. This four-door pickup is rugged and tough – everything that lovers of this brand expect – but it’s small and it looks like that’s the way Hummer will stay.

This new H3T is a standard five-passenger H3 (which itself is based on the mid-size GMC Canyon pickup) to right behind the four-door cabin – where it then morphs into a proper pickup truck with a wheelbase that is stretched by 57 cm (22.3 in.).

2009 Hummer H3T. Click image to enlarge

What’s been added is a longer ladder frame and a five-foot (1.5 m) cargo box centered over the solid, leaf sprung axle. With the tailgate down the H3T offers just over 2.0 m (6.5 ft.) of bed space. For width, 1.2 m (4.0 ft.) is maintained just over the sunken wheel humps for carrying sheets of building materials.

Coming to dealers in October, the 2009 H3T with a standard 239-hp 3.7-litre inline five-cylinder engine and five-speed manual transmission has a base price of $33,245; the H3T Alpha model equipped with a new 300-hp 5.3-litre V8 coupled to a four-speed automatic transmission has an MSRP of $39,027. The V8-powered H3T Alpha will tow up to 2,676 kg (5,900 lb) – up from 2041 kg (4500 lb) with the I-5 motor. A tow-haul package is available.

I drove both versions of the new truck up into the high Sierra Mountains of central California. On a “Jeep” trail running up the mountain to over 8,000 feet in elevation, the truck routinely scaled boulders that left one or two wheels hanging in the air – a situation where locking differentials are a must – and (as it turned out) the single clearest example of where the Hummer brand is going.

Hummer has always been a specialty vehicle – one that got caught up with a toxic dose of useless Hollywood glam – but now that is so over, and it looks like the brand can get back to the business of being just a serious off-roader doing duty around the world where, frankly, its greatest potential lies.

2009 Hummer H3T. Click image to enlarge

Being built as left- and right-hand drive models in a South African auto plant, the new H3 (and the coming “T”) is showing sales promise competing with off-road masters like Toyota, Land Rover and Jeep. In fact, this off-shore H3 will be getting a diesel engine next year, like its rivals, though we won’t get it here.

But for ‘09, we do get a new capability: a new front differential locker joins the existing rear diff-lock. Now with full-time 4WD and 32-inch tires, it can scale a sheer 41 cm (16 in.) wall and easily ford up to 61 cm (24 in.) of water. With these two electronically actuated diff-locks, it’s possible to evenly power all four wheels (in low-range only) – and that, frankly, is the true definition of four-wheel-drive.

This was the message I got on that boulder-strewn mountain trail. See, in a “normal” 4WD system, when the centre locking two-speed transfer case is sending power to both front and rear axles (what most people call 4WD), momentum can still be squandered by open differentials (front and rear) that push that power to the wheels in the air (torque follows the path of least resistance)! But getting the power to the two wheels that have traction is what diff-locks do. So with the push of a button, I forced power to my two planted wheels and the truck crawled up the 30-degree slope.

Now, because these are electronic, it’s possible to turn them on and off – one or both – as needed. Add to this four separate armored skid plates protecting the underside of the H3T, and you have a world-class off-roader that we soon might be seeing on the evening news carrying armaments rather than kayaks.

To my knowledge, this makes the H3T the only mid-size pickup with these features currently available anywhere in the world (and, the Dodge Power Wagon is not mid-size – so please don’t e-mail me).

2009 Hummer H3T. Click image to enlarge

While I appreciate this baby Hummer for its utility and off-road prowess, GM has no intention of losing customers to more nattily-dressed trucks. So, this year it is offering five trim levels (including leather) in the H3T as well as 75 accessories specially designed for the H3, including many that fit the fixed equipment rails in the sidewalls of the H3T bed. These can be cherry picked for a customized look or bought as a package, like the H3X, which includes bright roof crossbars, a chrome fuel door, a body-colour grille, spare tire cover, special tires, wheels, centre caps, and a brush guard. Also standard this year is Bluetooth connectivity and satellite radio setup.

Standard safety features on all H3s include head curtain and side-impact air bags, StabiliTrak (electronic stability control), anti-lock brakes with traction control, dual-stage front air bags, tire pressure monitoring and rear child seat anchors.

While the driving – on-road and off – went well, it has to be noted the bulk of the day’s conversation with Hummer staff centered on more social matters – like whether the publics’ typically schizophrenic reaction to Hummers would affect sales. Currently it will, and negatively, I think.

But what is even stranger at the moment is doing this introduction while wild rumours of the imminent sale of Hummer make the news almost daily. And while all this speculation has left me a bit dizzy, through this haze of emotion I still see a future for Hummer – whether GM owns it or not.

Hummer H3T Alpha 2010

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HUMMER is bringing its unmistakable style and unmatched capability to the truck market with the 2009 H3T. It is based on the architecture of the popular H3, but features a five-passenger crew cab and a separate five-foot-long (1.5 meters) bed.

The Hummer H3T is bigger than a midsize truck and smaller than a full-size truck, creating its own niche in the market. It also is infused with the attributes expected of a HUMMER, including exceptional off-road capability and a premium interior that is as functional as it is comfortable.

"With its unique size and HUMMER traits, The Hummer H3T is ideal for the customer who works hard and plays harder," said Martin Walsh, HUMMER general manager. "It offers the combination of truck versatility and HUMMER off-road prowess that delivers customers to the trail in style."

In addition to its segment-defying size, The Hummer H3T also stands apart from other trucks with its signature HUMMER off-road capability. It is the only midsize truck to come standard with full-time four-wheel drive, 32-inch tires and functional skid shields. It also is the only midsize truck to offer front and rear locking differentials, as well as 33-inch tires. The V-8-powered H3T Alpha can tow up to 5,900 pounds (2,676 kg).

The Hummer H3T is offered in four trim levels, including five-cylinder models and the popular, V-8-powered H3T Alpha edition. Production is scheduled to begin in the third quarter of 2008 at GM's Shreveport, La., assembly plant, with vehicles arriving at HUMMER dealerships shortly thereafter. HUMMER will sell The Hummer H3T in North America, Europe and the Middle East.

Like all HUMMER models, The Hummer H3T has a purposeful design. Its consistent and iconic styling cues include a wide, aggressive stance; a low roofline and high beltline; and large, off-road tires. The wide, seven-slot grille and round headlamps mounted in square housings are signature HUMMER design elements.

"Form following function is at the core of HUMMER's design philosophy, and The Hummer H3T's capability reflects that mantra," said Carl Zipfel, HUMMER director of design and former motocross professional. "It has a distinctive look that could be mistaken for nothing except a HUMMER - and it also has the functionality to get the driver to and from the trail in style."

The crew cab body shares H3 styling and components from the B-pillar forward, while the rear section of the cab and the separate bed are unique to The Hummer H3T. The five-foot bed is similar in design and function to GM's recently redesigned full-size trucks, including an easily removable tailgate and provisions for a bed-rail accessory system. A full-size spare tire is mounted beneath the bed.

The bed is sized to carry a wide range of popular outdoor necessities, from hauling motocross bikes to Baja, a quad to camp, or backcountry gear to the trailhead. One of the industry's largest portfolios of accessories complements The Hummer H3T's bed, offering different cargo management options to suit all of those lifestyle interests.

Accessories

One of the industry's broadest portfolios of vehicle accessories has been developed for The Hummer H3T. Centered on active lifestyles, items such as removable and lockable bed-mounted storage boxes; an adjustable bike chock that can be used to help secure mountain bikes or motorcycles; and a bed extender make full use of the standard bed-rail cargo management system. A range of additional accessories that improves off-road capabilities, provides passenger entertainment and enhances exterior styling is also available. There are more than 75 HUMMER Genuine Accessories offered.

In addition to the factory-developed accessory portfolio, HUMMER has partnered with top automotive aftermarket companies to develop more than 50 Officially Licensed HUMMER Accessories - a first for the brand. A variety of exterior enhancements, such as a Slant Back Bed Cover, hard tonneau covers and a winch are offered, along with cargo management solutions such as the BedSlide and bed divider, offering countless possibilities to personalize The Hummer H3T.

Interior

The Hummer H3T's crew cab cabin offers seating for five adults, with a 60/40-split rear bench seat that folds flat for increased cargo-carrying options. The cabin's layout is essentially identical to the acclaimed H3 SUV, with premium materials and attention to detail that give the vehicle a functional yet refined aesthetic.

Standard amenities also include air conditioning, power locks, power windows and remote keyless entry. An AM/FM radio with CD is standard and a premium Monsoon audio system is available. XM Satellite Radio also is standard and includes three months of trial service.

HUMMER's Rear Vision system and a navigation system are available. The Rear Vision system uses a camera mounted on the rear bumper, directly above the trailer hitch mount, to provide a view of objects directly behind the vehicle. Also, the safety and security of OnStar is standard, with Turn-By-Turn Navigation and hands-free Bluetooth connectivity available.

Powertrain

Standard in The Hummer H3T is the Vortec 3.7L I-5 with dual overhead cams and variable valve timing. This inline five-cylinder engine offers an excellent combination of power and efficiency, delivering 242 horsepower (180 kW) at 5600 rpm* and 242 lb.-ft. of torque (328 Nm) at 4600 rpm. It is backed by a five-speed manual transmission or an available four-speed, electronically controlled automatic.

The Hummer H3T Alpha's 5.3L engine is a powerful and efficient member of GM's legendary small-block V-8 family. It is rated at 300 horsepower (224 kW)* and 320 lb.-ft. of torque (434 Nm).* An aluminum cylinder block is used with the H3 Alpha's engine. It helps reduce overall mass and maintains a more desirable front-to-rear weight balance.

A Hydra-Matic 4L60 electronically controlled four-speed automatic transmission is paired with the 5.3L engine. Flat towing is enabled on all H3 and H3T models.

Chassis

The Hummer H3T's frame and suspension system are based on a stretched version of the H3 SUV's chassis and suspension - the same race-proven design found on Baja 1000-winning stock-class race trucks. The wheelbase measures 134.2 inches (3,409 mm) - 22 inches (86 mm) longer than the H3 SUV.

A ladder-type frame is the truck's foundation and it has a modular, three-piece design that incorporates fully boxed components for outstanding strength and stiffness. An independent SLA torsion bar front suspension and multileaf Hotchkiss-type rear suspension are used. There are two suspension packages available:

• Z85 Heavy-Duty Handling and Trailering - This standard suspension delivers an excellent balance of on-highway comfort and off-road capability. It includes 32-inch all-terrain tires mounted on 16-inch, smoke-color steel wheels, specially tuned heavy-duty shocks and either a 4.56-ratio (3.7L) or 4.10-ratio (5.3L) rear axle.
• Off-Road Adventure - Designed for more aggressive off-road performance, this optional suspension package includes taller, 33-inch tires, specifically tuned shocks, locking front and rear differentials, 4.03:1 low-range gearing in the transfer case and industry-leading crawl ratios of either 68.9 with the manual transmission or 56.2 with the automatic.

To support the torque output of the 5.3L V-8, The Hummer H3T Alpha's front differential case is made of cast iron; other models feature an aluminum case. V-8-powered vehicles also receive higher torsion bar rates to support the increased mass and specific shock valving. The chassis and suspensions were validated in real-world testing on off-road trails in Moab, Utah; the Rubicon Trail in California, and other challenging off-road venues.

Off-road capability

The Hummer H3T lives up to HUMMER's legendary off-road reputation, with best-in-class extreme off-road capability. Highlights include:

• Ability to climb a 60-percent grade and traverse a 40-percent side slope
• Exceptional 10.2-inch (285 mm) ground clearance (with 33-inch tires)
• 38.7-degree approach angle and 30.1-degree departure angle (with 33-inch tires)
• Segment-first available front- and rear-locking differentials
• Standard HUMMER Hill Hold Assist for improved hill ascension

"For most lifestyles, there's almost nothing The Hummer H3T can't handle," said Walsh. "It's a truck with HUMMER's immutable capability."

Complementing the features that enable The Hummer H3T's impressive off-road prowess are a host of first-class protective elements, including four standard skid shields: a front shield, an oil-pan shield/front-axle shield, a transfer case shield and a fuel tank shield.

Safety

Continuing HUMMER's tradition of delivering a broad range of safety systems, The Hummer H3T offers the following standard features:

• Dual frontal air bags with GM's passenger sensing system
• Head curtain side-impact air bags
• StabiliTrak electronic vehicle stability control system
• Four-wheel ABS with traction control
• Tire pressure monitoring system
• LATCH rear child seat anchors
• OnStar with one-year Safe & Sound service

The Hummer H3T was also designed for vehicle-to-vehicle compatibility in the event of a crash, and its rigid body structure provides good passenger protection.

Hummer H3T Pricing Announced

It isn't long until the anticipated launch of the HUMMER H3T and today General Motors confirmed the pricing will start at $31,495 including the $745 destination charge. As the name suggest, the H3T is based on the underpinnings of the popular H3 model and features a double cabin 5 seater layout in front of the 1.5 meter long bed in the rear. The same 3.7L 5-cylinder and 5.3L V8 engines from the H3 are available giving the model a maximum towing capacity of 5,900 pounds.

“The H3T carves out a new segment in the midsize truck market, providing an outstanding combination of functionality and capability,” said Martin Walsh, HUMMER general manager. "This will be the ideal truck for the buyer who need a truck’s functionality for his or her lifestyle pursuits, but is looking for an alternative to the full-size truck.”

Hummer H3T Concept Revealed

No matter the size or configuration, a vehicle adorned with the HUMMER name must deliver the best-in-class capabilities that have made the brand the standard against which other off-road vehicles are measured.

That's certainly the case with the dynamic H3T, a midsize truck that infuses all of HUMMER's military-derived DNA into an efficient, refined package and carves a new niche in the midsize truck market.

HUMMER introduced the ruggedly refined H3T concept vehicle at the 2004 Greater Los Angeles Auto Show, providing a glimpse at a growing family of expressive, versatile vehicles.

"The H3T concept expresses a vision of the potential of future HUMMER vehicles, targeted at enthusiasts who desire the HUMMER image and capability, but in a smaller, non-SUV configuration," said Clay Dean, design director for small trucks and HUMMER. "It also provides a visual clue to the evolution of HUMMER's design."

Innovative features abound in the H3T: The pickup box incorporates side-access doors, along with drop-down assist steps that also double as weather-tight storage compartments. The H3T's unique tailgate forms an unbroken load surface when down, contributing to the H3T's versatility.

There's also a large, power-operated folding canvas sunroof and drop-down rear window that combine to offer an open-air driving experience.

There wouldn't be a HUMMER badge on the H3T if it didn't have the capability to dive into twisty terrain that would leave lesser 4x4s spinning their wheels. Its wheels-at-the-corners stance, along with 34-inch-tall tires and 11.5 inches of ground clearance, gives the H3T a 51-degree approach angle and a 50-degree departure angle - critical measures on HUMMER's internal "off-road performance metric" of capabilities.

And while the H3T delivers on the promise of its familial looks, it does so with a youthful, masculine flair.

"Regardless if you're a man or woman, it brings out a rebellious side to you that harks back to younger days," said Dean. "It's an irreverent vehicle - a bad boy in a black tie."

Riding on a 118.6-inch wheelbase and measuring 74.5 inches wide, the H3T embodies the classic HUMMER proportions - wide stance, low roofline, and wheels at the corners - that have made the H1 and H2 instantly recognizable around the world. And like the H1 truck, the H3T incorporates the cab and bed in a single structure for enhanced strength and an integrated appearance.

"This is a different size vehicle, but it's a HUMMER throughout," said Dean. "The cab configuration is personal and the smaller size makes the H3T more manageable and less intimidating to some drivers than larger vehicles. The smaller size also gives the H3T a more sporting and dynamic driving sensation."

Design collaboration

To complement the H3T's solid structure with a "go anywhere, do anything" aesthetic, GM and Nike designers collaborated on several key aspects of the vehicle's design.

The H3T's tires evolved from discussions between GM Design and Nike Design regarding the question of off-road performance footwear influencing off-road performance tires. The result is the innovative ACG TA tire, which addresses multiple traction environments with sand paddles, traction pads and multiple durometers of rubber defined by different-color breakouts - much like the design of Nike's ACG trail and hiking shoes. BFGoodrich partnered to engineer and build the striking, groundbreaking tires.

Nike's influence on the interior includes the use of its Sphere material on the H3T's seats. The lightweight material, used by Nike in specialized clothing, can cool or warm the body without mechanical means. It also conveys a technical aesthetic that looks perfectly at home in the H3T. The seats also are enhanced by Nike Epic backpacks, which are integrated into seat-back clamshells and released with elastic bungees.

"The Nike collaboration is unique and exciting," said Dean. "It allowed us to share ideas and thoughts, while comparing our design process with a world leader in design innovation. The experience has enhanced the whole H3T project."

HUMMER design language

The H3T's classic proportions reflect its off-road ability, but also symbolize HUMMER's expressive styling - an American design that says as much about driver freedom as HUMMER's off-road experience.

"It's a minimalist approach that conveys purpose," said Dean. "The H3T represents the continual approach to HUMMER's overall design theme - simple in appearance yet strong to the touch. From parts like the door handles to the dashboard details, the H3T looks and feels as if it's been milled from a solid billet of steel or aluminum."

That purposeful appearance is delineated from the HUMMER H1's military roots.

"We evolved the HUMMER design language with the H2," said Dean. "But we're continuing that vision and progressing the brand."

The H3T's purposefully premium interior environment includes a rugged shifter handle that folds completely forward and military-inspired toggle switches for various controls. An altimeter, compass and inclinometer also are mounted on the dashboard.

The technical leather and Nike-designed Sphere seat fabric continue to support the athletic, performance theme of the H3T, as do the chamois, petrol and paprika orange interior colors.

"It's not necessarily a luxury environment in the classic sense - it's a new type of luxury," said Dave Lyon, interior design director for body-on-frame vehicles. "The expression of quality through the use of specific materials conveys a premium look without the use of traditional luxury appointments like wood or leather."

The same goes for the H3T's exterior, which features high-tech, yet durable, LED headlamps and taillamps, an integrated winch and tow hooks, as well as front and rear skid plates that are stamped out of aluminum and joined with side "rock sliders." There also are control arm and rear axle skid plates, along with a carbon fiber skid plate/belly pan, which protects the vehicle when off the road and aids aerodynamic efficiency on the highway.

A brush guard is integrated with the front skid plate and the taillamps have integrated lens protectors. Driving/marker lamps are built into the side-view mirrors.

The exterior colors, Petrol Blue Metallic and Satin Titanium Alloy, fuel the H3T's theme of a rugged vehicle with serious attitude. The forward-opening hood is aided by trigger-operated latches, which integrate into the trademark HUMMER hood louvers. An exposed radiator is another classic HUMMER styling cue and a camera mounted on the hood can be used to record off-road excursions in DVD format.

At the rear, the tailgate features exposed hinges (with integrated gas struts) and cantilevers to provide an unbroken load platform for the bed. The bed is more than 4 feet wide and has very small fender intrusions.

"The H3T supposes a new realm of rugged, yet premium choices for drivers who find larger vehicles don't fit their needs," said Lyon. "With the H3T, a whole new group of driving enthusiasts benefits from the relevance of HUMMER's unflappable capability. There simply is nothing like it in the midsize truck market."

Purposeful powertrain

The H3T is built on a modified GM midsize truck platform, including the coil-over front and rear suspensions. Fox remote-reservoir shocks are used for the ultimate in off-road dampening. An automatic transfer case locks the vehicle into four-wheel drive when needed.

The locking front and rear axles on the H3T are borrowed from full-size GM trucks. Braking is accomplished with four-wheel discs from Alcon. The 15-inch-diameter rotors are clamped down upon with Baer six-piston calipers in the front and four-piston calipers in the rear. Nineteen-inch wheels are mounted at all corners.

A 350-horsepower, turbocharged version of GM's new Vortec 3500 inline five-cylinder engine powers the H3T, and it's backed by the heavy-duty Hydra-Matic 4L65-E electronically controlled four-speed transmission. The turbocharged five-cylinder produces more power than most six-cylinder engines, but is more compact. The engine also makes 350 lb.-ft. of torque, which helps the H3T tackle steep terrain with ease.

Fuel-saving variable valve timing technology, which is available on some of GM's four-, five- and six-cylinder engines, boosts the five-cylinder's efficiency by varying valve timing, lift and duration. It also improves emissions and overall performance.

Although currently a concept vehicle, the H3T was built with production-type components, including chassis and suspension components that were leveraged from existing GM truck architectures.

"Everything about the H3T says HUMMER," said Dean. "The package may be a little smaller, but the personality, functionality and, most importantly, the off-road superiority is all there."

HUMMER H3T CONCEPT VEHICLE SPECIFICATIONS

General
Body/chassis structure:	body on frame; steel body panels
Suspension
Front:	torsion bar with SLA
Rear:	5-link with coil over shocks/springs
Wheels:	19" x 8.5"
Tires:	285/65R19
Tire brand:	Nike-inspired BFGoodrich
Brakes:	disc with 15"-diameter rotors, 6-piston calipers
Dimensions
Height (in / mm):	70.6 / 1795
Length (in / mm):	174.9 / 4443
Width (in / mm):	74.5 / 1893
Wheelbase (in / mm):	118.6 / 3012
Track (in / mm):
Front:	65 / 1650
RearP	65.5 / 1664
Weight (lb / kg):	4650 / 2109
Bed storage (cu ft / L):	40 / 1133
Bed dimensions:	5 ft wide x 5 ft long x 1.6 ft deep(1.5 m wide x 1.5 m long x 0.5 m deep)
Powertrain
Engine:	3.5L turbocharged Vortec I-5
Technologies:	variable valve timing, variable intake manifold, 2-step variable valve actuation
Turbo intercooler type:	air-to-water
Displacement (cu in / cc):	211 / 3460
Horsepower (hp / kw @ rpm):	350 /260 @ 6000
Torque (lb-ft / Nm @ rpm):	350 / 474 @ 3600
Transmission:	Hydra-Matic 4L65-E 4-speed auto with AWD

Exterior:

• Two-door unit body pickup truck (single-piece body and box)
• Bed has two side access doors with fold-down tool box/step below door
• Large, fabric, power-operated sunroof
• Aluminum rocker covers/rock slider skid plates
• Aluminum "Exoskeleton" structure (windshield surround, door opening)
• Aluminum roof trim around sunroof with integrated LED marker lamps
• Aluminum grille and brush guard (milled billet)
• Hood-mounted air box on driver side and passenger side
• LED marker and taillamps

Interior:

• Seating for two
• Nike-inspired materials throughout
• Nike backpacks integrated to seatbacks
• Cast rubber floor
  • Portable MP3 player/radio with docking station
  • Portable GPS/navigation system with docking station
  • Hood-mounted video camera (records events and displays in center console)
• Analog/LCD combination gauge cluster (LCD portion is a vehicle inclinometer)
• Fold-flat passenger seat

HUMMER H3T new

Click above for hi-res gallery of the HUMMER H3T

If HUMMER had a theme song, it'd probably be the Allman Brothers' Whipping Post -- the one that goes "Sometimes I feel, sometimes I feel, like I been tied to the whipping post..." The brand has been the go-to effigy when something needs to burn on the altar of eco desecration. But HUMMER doesn't have a theme song, it has the tagline "Like No Other." It also has a new pick-em-up truck we had the chance to drive recently in the High Sierras: the H3T. Follow the jump to find out if it's another HUMMER like no other, and check out the gallery of hi-res images below.

Gallery: First Drive: HUMMER H3T

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Before we get into the truck, we'll spare a few more words for the HUMMER brand itself. GM is openly considering selling it to companies from China and India, is in talks with dealers about an amicable breakup, and is amenable to turning the brand's lights off and sending everyone home. In July, HUMMER's sales were down 65-percent. This year, HUMMER sales are down 30.7% overall, but non-US sales are up 28.7%. Apparently, in the rest of the world, nymphs swim in rivers of milk and honey, gas prices are up to two songs and a dance, and the lure of the big chrome H is still strong. And GM is hoping it that lure will be even stronger with the H3T.




The H3T is square in the mid-size truck range -- a little longer than a Chevrolet Colorado and a little shorter than a Dodge Dakota. From the B-pillar forward it's an H3 and has the same I-5 and V8 engines. An instant advantage over the H3 is the full-size rear door, meaning no highly attentive sideways entries are required to get behind the front seats. It's got plenty roomy, but although HUMMER says the rear bench is good for three people, we wouldn't want to be the guy in the middle for a long haul.

But underneath and out back, it is its own beast. It has a bedliner with built in storage and a highly flexible cargo management system built right in. There are four underbody skid shields. Standard equipment also includes Hill Start Assist, Traction Control, Electronic Stability Control, three recovery hooks, and Bluetooth connectivity.

Hummer H3T 2010

You'll never hear auto writers complain that a Lotus Elise can't ford a two-foot-deep creek or climb a 60-percent grade, so why persist in deriding the lackluster on-pavement performance of off-road-focused SUVs and trucks? Probably because, image aside, most of these rough riders never meet anything more challenging than a heavy rainstorm or a gravel driveway. That includes General Motors' megamacho Hummers. Nonetheless, just as Lotus always conducts its press launches at racetracks, Hummer chose the rocky trails of Moab, Utah, for the first drive of its new four-door pickup, the H3T.

The T, as the gang from Hummer refers to the truck, is basically an H3 SUV with a 22-inch longer wheelbase and a five-foot pickup bed behind the rear seats. The result is a pretty big truck; it's only eleven inches shorter than a Chevrolet Avalanche. Engine choices for the H3T are the same as for the H3 SUV, so, sadly, the pickup's extra 150 pounds make the H3T even slower. A lethargic and long-geared four-speed automatic neuters both the 242-hp five-cylinder and the 300-hp V-8. You can get a five-speed manual with the smaller engine, although, in the SUV at least, very few buyers choose it.

But Hummer product director Ross Hendrix filled us in on a little secret. The much-unloved in-line five-cylinder will (finally) be going away. A direct-injection 3.6-liter V-6 from the new Chevrolet Traverse crossover will take its place. More important, this new V-6 and the V-8 both will get a six-speed automatic. E85 fuel capability also is in the cards. While this is all good news, we'll have to wait until the 2010 model year for the change.

Hummer is also seriously looking at diesel power for the H3 and the H3T. Markets outside of America will soon get an Italian-sourced, 2.8-liter turbo-diesel, but that engine can't easily meet U.S. emissions standards. GM has a new V-6 diesel that will find its way into both the Cadillac CTS and the next Saab 9-5 in Europe, and Hummer is looking at using this engine in the States. We like this idea, provided diesel prices come down from the stratosphere (at this writing, diesel fuel in Michigan costs nearly $1 per gallon more than regular unleaded).

But back to Moab and the H3T. As we pulled out of the hotel parking lot onto the paved road for a brief route to the trails, we were quickly reminded why Hummer chose to take us off-road for the majority of our drive. The H3T may ride better than its SUV sibling due to its longer wheelbase, but the dead steering, archaic transmission, and secondary chassis vibrations clearly show that there are better options if you're looking for on-road drivability.

Luckily for Hummer, the pickup shined once we reached the Sand Flats Recreation Area near Moab, where we ran the Hell's Revenge 4x4 Trail, a 6.5-mile route that is both challenging and full of gorgeous scenery. Our truck featured the optional off-road adventure package. Included are 33-inch tires, different shocks, a revised low-range transfer case, and the secret weapon for rock crawling: locking front and rear differentials. No sheer rock face, deep hole, or collection of boulders could stop the H3T. Well done, Hummer, for making a truck that doesn't just look the part.

Unfortunately for Hummer, not many people commute daily on a road called Hell's Revenge. Plus, with growing concerns about fuel economy, it's high time for GM's most rugged brand to reassess how it will move ahead into the future. One Hummer engineer shared his interesting idea for greener paths - use technology from the upcoming Chevy Volt to build a hybrid Hummer, since the torque of an electric motor paired with a small diesel engine could make for an even more impressive off-roader. But for now, prospective H3T buyers who want a rock-crawling, mud-slinging pickup but who intend to spend most of their time on pavement would do well to wait for the new V-6 and the more modern six-speed automatic.