HUMMER H1 and H2 - Specs and Reviews.

Discussion in 'OT Driven' started by TriShield, Jan 7, 2003.

  1. TriShield

    TriShield International Moderator Super Moderator

    Jul 6, 2001
    Likes Received:



    H1 - Open-Top $106,185, Wagon $117,508

    H2 - Base $49,190, Adventure $51,630, Lux $51,990


    H1 - 184.5 in.
    H2 - 189.8 in.

    Maximum Height
    H1 - wagon: 75 in., open-top: 77 in.
    H2 - 77.8 in.

    Width (w/o mirrors)
    H1 - 86.5 in.
    H2 - 81.2 in.

    H1 - 130 in.
    H2 - 122.8 in.

    Ground clearance
    H1 - 16 in.
    H2 - 10.7 in.

    Tread Width
    H1 - 71.6 in.
    H2 - 69.4 in.


    H1 - 10,300 lb.
    H2 - 8,600 lb.

    Curb weight
    H1 - open-top: 6,814 lb., wagon: 7,154 lb.
    H2 - 6,400 lb.

    Maximum Payload
    H1 - open-top: 3,486 lb., wagon: 3,146 lb.
    H2 - 2,200 lb.

    Maximum Towing
    H1 - open-top: 7,986 lb., wagon: 7,646 lb.
    H2 - 6,500 lb.

    Winch Capacity
    H1 - 12,000lbs.
    H2 - 9,000 lb.

    Fuel Capacity
    H1 - 25 gal. (+ 17 gal. auxiliary tank)
    H2 - 32 gal.


    H1 - GM 6.5L turbocharged diesel V8
    H2 - GM 6.0L gasoline V8

    H1 - GM 4L80-E 4-speed automatic
    H2 - GM 4L65-E 4-speed automatic

    H1 - full-time 4WD TorqTrac 4 (TT4) traction system

    H2 - full-time 4WD Traction Control System w/ TC2 (2nd level of TCS offering 3 additional operating modes)

    Compression Ratio
    H1 - 20.2:1
    H2 - 9.4:1

    Maximum Horsepower
    H1 - (@3400 rpm) 195 hp
    H2 - (@5200 rpm) 316 hp

    Maximum Torque
    H1 - (@1800 rpm) 430 lb.-ft.
    H2 - (@4000 rpm) 360 lb.-ft.

    Gear Ratios
    H1 - 1st: 2.48:1, 2nd: 1.48:1, 3rd: 1.00:1, 4th: .75:1, Reverse: 2.08:1

    H2 - 1st: 3.06:1, 2nd: 1.62:1, 3rd: 1.00:1, 4th: .69:1, Reverse: 2.29:1

    H1 - Independent double A frame with open-end coil springs and hydraulic shock absorbers

    H2 - Front: Independent w/ torsion bars; 46 mm monotube gas shocks; 36 mm front stabilizer bar Rear: 5-link variable-rate coil spring; optional self-leveling air spring; 46 mm monotube shocks; 30 mm rear stabilizer bar

    H1 - 17 in. aluminum wheel and tire assembly w/ geared hubs and Central Tire Inflation System (CTIS) and Runflat tire system; 37x12.5R-17 Load range "E" Goodyear Wrangler GSA radial

    H2 - 17 in. aluminum wheel and tire assembly with LT315/70R-17 all terrain tires with full-sized spare

    H1 - Hydroboost 4-wheel in-board mounted Meritor-WABCO ABS

    H2 - Power 4-wheel disc, 4-wheel/4-channel ABS, dual piston calipers with Dynamic Rear Proportioning


    H1 - 22 in. wall
    H2 - 16 in. wall

    Traverse Side Slope
    H1 - 40°
    H2 - 40°

    Traverse Grades
    H1 - 60°
    H2 - 60°

    Fording Depth
    H1 - 30 in.
    H2 - 20 in.

    Turning Radius
    H1 - 26.5 ft.
    H2 - 21.75 ft.

    Approach Angle
    H1 - 72°
    H2 - 40.8°

    Departure Angle
    H1 - 37.5°
    H2 - 41.8°

    Breakover Angle
    H1 - 35°
    H2 - 27.5°



    Stone Cold Killer Truck: Hummer H2 is one rock-solid SUV

    The Hummer H2 is no poseur, nor is it as militarily ungainly as the H1. (Photo by Jim Fets)


    Say you’re sitting around the campfire with your four-wheelin’ buddies out on the Rubicon or up in Moab or in the Panamints and you want to liven up the conversation. Throw this line out: “Boys, I been thinkin’ this here Hummer H2’s the best dang four-by ever made.”

    The sound of spoons scraping across plates of beans will suddenly cease. The desert will fall eerily silent. All eyes squint toward you in disbelief. A hundred years ago, somebody would draw on you for sayin’ them words. But it’s not, so everyone just squints in stunned silence, genuine hurt concealed behind layers of well-honed macho exterior.

    You continue.


    “Now, Luke, your inexpensive used Wrangler—into which you’ve wedged a small-block and over which you’ve slathered more diamond plate than an oil rig—will go pretty much anywhere this H2 will. It’s a fine and versatile product with a heritage of which both you and it can be proud, but it’s hindered by a lack of truly useful cargo capacity.

    “An’ Jeb: Your Grand Cherokee has room for gear. With some aftermarket skid plate protection it is highly capable crawlin’ on boulders and goin’ over the worst trails. But even it lacks the extraordinary approach, departure and breakover angles this AM General/GM vehicle can muster, not to mention the Hummer’s impressive undercarriage protection, mondo standard tire size and ultimately even greater interior capacity.

    “Hans, that Merc G500, which you still call a Gelaendewagen, offers three locking diffs. I appreciate and respect that, but it looks like the Cold War Eastern Front patrol tank from which it so recently descended, and costs a full 50 percent more than my H2.

    “Timmy: The viscous center differential that provides torque to the slipping rear wheels of your faceless, generic crossover hybrid minivan-based SUV is useless when it comes to a serious four-wheel-drive endeavor. Hell, it’s a joke is what it is.”

    Then you’d sit back in your folding aluminum camp chair and stare smugly into the campfire. Your buddies would know you were right—but would not yet have figured out how best to respond. The only sound would be the campfire crackling, the chirp of crickets and the slow, moaning wind through the great American West like an ancient ghost train of yesteryear.

    Then they’d all jump you and beat the heck out of ya’. This would not deter you as you continued your argument with the following: H2 is the second civilian vehicle from AM General, put together in Indiana, in a purpose-built plant next to the one that cranks out 1000 civilian versions a year of the original Hummer. There are design cues on the new H2 that connect it to its forebear: squared-off edges, near-vertical windshield, the dashboard and instruments and that fearless, hungry-looking grille. But mechanically the H1 and H2 are as separate as half-brothers. How is that possible?


    The original Hummer was built for the military to repel a major Soviet Bloc invasion against NATO. It did that so well the Soviets never attacked. But when military sales fell off at the end of the Cold War, AM General looked to the civilian market to make up cash. The civilian market was a strange new world for AM General. Civilians wanted things like customer satisfaction, torsional stability and wind noise lower than a C-117 at takeoff. When civilian buyers got their first taste of the H1, they were shocked by its ergonomically hostile interior, rattly body and loudness. Yet, for a hearty 1000 buyers a year that was its appeal.

    To sell something in bigger numbers, AM General knew it would have to aim more at the mainstream without losing the Hummerness that gave it legitimacy in the first place.

    Coincidentally, at the same time General Motors wanted a way to cash in on some Hummer cachet. So in January 1999, GM and AM General signed a “contract manufacturing agreement” to have AM General build the H2 using lots of GM parts. A year later the team was assembled from GM Truck and AM General personnel and 16 months after that came our first drive in a finished H2.

    “We had two objectives,” said assistant vehicle line executive Ken Lindensmith. “It had to act like a Hummer and it had to look like a Hummer.” It does both but it does them without the clanking military baggage of the H1. Here’s how:

    The H2 starts as your basic GMT820 truck platform, the one introduced on Chevy and GMC pickups in 1999 and now forming the basis for the Suburban, Tahoe, Yukon, Escalade and the rest of GM’s full-size trucks and sport/utilities. The basic suspension is also from the trucks. The H2 drivetrain consists of a Vortec 6.0-liter gasoline V8 making 316 horsepower at 5200 rpm and 360 lb-ft of torque at 4000. It’s attached to a 4L65E four-speed automatic.

    But that wouldn’t make it a Hummer; that would make it something like a boxy, wind-resistant Escalade, which it ain’t. The H2 is not just a cosmetic rebadge of a Tahoe dressed up to look like an Army mutant. There are several mechanical measurements and items of hardware that make an SUV truly off-road capable and they’re all here on the H2.


    Start with approach and descent angles. With the optional airbag rear suspension cranked up to maximum height, the H2’s approach angle is 41.7 degrees and the departure angle is 41.8. Designers chopped off eight inches from the front of the standard GMT820 sled and a few more off the rear to get that figure. It means you can ease the H2 up against just about any block of stone and creep right on up it. Breakover angle at full extension is 27.5 degrees, meaning you can crest a much sharper rise than you could in a typical GM SUV and way more than the average urban sport/utility.

    But those rocks waiting out there in the wild American West haven’t read the Hummer press kit. They’re sitting out there right now waiting to take a bite out of any transfer case or differential that comes along. Some rocks even exceed the H2’s 41.7-degree approach angle and 27.5-degree breakover angle. For them the H2 has skid plates, brush guards and welded cages bolted all along its underside from front to back like a psychotic, welded-metal rock weasel.

    Undertray areas with items that don’t require regular maintenance get beefy skid plates. Items underneath that you might like entry to, such as oil filters and transmission cases, get a cage that allows handy service access while preventing rocks from ripping the vital parts to shreds. Even the seal on the rear differential case is shingled, meaning it overlaps front to rear, so that dragging it over a rock won’t pull it apart as easily.


    While the front suspension is a torsion bar setup, which is standard fare for four-wheel drives, the rear comes in your choice of a five-link coil spring or airbag suspension. The airbag, called an “air spring” by GM, not only keeps the ride level regardless of load, but can be adjusted from the driver’s seat for an extra two inches of ground clearance.

    The transfer case is no viscous diff from a minivan, either. It’s a Borg-Warner 44-84 full-time single offset unit with a low-range lock gear reduction of 2.64:1, which combined with the 4.10 final-drive, leaves you with a 33:1 crawl ratio. What does all that mean? It means that between the case’s seven modes of operation you can forget about using the brakes on all but the steepest downhill sections, you can crawl up a grade as steep as 60 percent and can cruise along a paved highway without listening to gear whine and driveline bind at about as fast a clip as the H2’s parachute-like aerodynamics will let you.


    We know all this because we spent four days in Moab driving H2s. And not four days in greater metropolitan Moab, either. Under the guidance and tutelage of AM General and GM truck engineers, we crept, crawled and connived a caravan of them over Moab’s infamous Poison Spider and Golden Spike trails.

    Real four-wheeling like this is fun. Generally it consists of a bunch of grown men standing around making suggestions to one man who is piloting some sort of sport/ute as the sport/ute delicately teeters on the brink of doom, balanced on two diagonally opposite wheels, caught between making it over some big rock and rolling over onto its roof like a bug. If you roll all the way over, you get your picture on a website somewhere.


    Pictured on this page is the H2 slithering through Golden Spike Trail’s infamous Golden Crack. To navigate this tortured fold of rock means getting your rig diagonally down into the thing, balancing on two opposite wheels for as long as it takes to get at least 100 pictures of yourself in there, then creeping slowly out of it, utilizing the H2’s locking differentials to keep a measured amount of power to the wheels that are actually touching the ground. The H2 even flattens out throttle response to provide smoother power delivery in low-range boulder crawling.

    The trails also have steep steps like giant works of public art that look like they’re made of worn red concrete.


    There are long steep grinds up rubber-scarred sandstone with the windshield showing nothing but blue sky, matched by descents so sharply downhill that when you hit the bottom all you see through the windshield is red rock. In between are boulders off which you slowly whang, crash and skeeeeerunch, dragging and scraping the undercarriage repeatedly over solid rock edges with no damage worse than a few battle scars on the skid plates to show for it. At the end of the day you drive home with all your gear stowed inside and leave the thing at valet parking, neither of you any the worse for wear; indeed, with you the better for it.

    The first H2s arrive at the 150 H2 dealers (the top 2 percent to 3 percent of GM dealers in the country!) in July starting at $48,800 including freight. Add leather, a huge sunroof and the air suspension and the sticker hits $53,600. GM expects to sell 25,000 to 30,000 H2s in the first year, adding that only 10 percent to 15 percent of them will ever go off-road.

    That latter statistic is really too bad. If you buy one, get a group of your friends together, your four-wheelin’ buddies, and head out to Moab. Then, at the end of the day you can all sit around the campfire and talk about which SUV is the best in the world.


    Hummer H2


    AUGUST 2002

    It doesn't rain much in Baja California, but when a good storm blows through, bad things can happen. You can get flash floods that make that business with Moses and the Pharaoh's goons at the Red Sea look like nothing more than a problem with excessive humidity.

    There is evidence of such hydraulic mischief as we work our way south from the tiny village of El Horno in southern Baja. Our route has been horribly mutilated; there are gouges two feet deep beneath us, and rocks and boulders are strewn in an aggravating, random fashion.

    We are on the western side of the Sierra de la Giganta, and we are following the route of the first Baja 1000, run in 1967 from Tijuana to La Paz.

    Appropriately, our group is being led by Rod Hall, the off-road racer from Reno who competed in that first event and who still races Hummers off-pavement. Hall is the only competitor to have raced in every Baja 1000, which indicates world-class status for being in a rut, to say nothing of washes, rock fields, and dry lake beds.

    We have four Hummers. Two are originals, made famous in Desert Storm and now sold to civilians as the H1. The Hummer got so much recognition in the 1990s that GM executives were frenzied with envy and in 1999 teamed up in a marketing agreement with AM General to create a new GM brand, Hummer, with new models such as this H2 wagon and a simpler, cheaper H3 expected in 2005. The H2 is built in a new AM General plant in Mishawaka, Indiana, and all Hummers, including the H1, will eventually be sold through GM-franchised Hummer dealerships.

    We're here to try out the 2003 H2, which goes on sale this summer for a base price of $48,800, less than half what an H1 wagon costs. Using loads of unseen parts and components from GM's fullsize truck lineup — beefed up and modified to make them worthy of the Hummer name — makes this possible. There's no mistaking the H2's boxy visage as anything but a Hummer, and it's actually a bit longer and taller than the H1, but it weighs 750 pounds less and is 5.3 inches narrower, making it friendlier at the drive-in. Two questions remain, though: How do the two Hummers compare, and is the H2 "Hummerful" enough?

    Ruined as it is, the "road" we're on is nothing more than a minor inconvenience for the original Hummer. With its 16.0 inches of ground clearance and fully independent suspension, the H1 requires less attention to tactics than the new H2. Instead of fretting about the terrain, usually one simply glances, aims, and drives. Wherever.


    The H2, with about six fewer inches of ground clearance, requires a bit more reflection when the going gets really rough. Concerns about raising the center of gravity kept engineers from adding more ground clearance. That means that even though an H1 could straddle a large rock with impunity, the wise H2 driver may wish to place a tire on the rock and drive over it instead.

    The H1 also has less front overhang and will approach a far steeper bank than the H2 (47.0 degrees with a winch on an H1 versus 43.6 degrees for a winchless H2). Meanwhile, the 19.8-degree approach angle of the H2's cousin, the Tahoe, means the Chevy driver had better back up and find another way around. It can't come close to the H2, much less the H1. Coming back down those humps into the Arroyo San Javier, the winding, occasional river that divides — and in a heavy rain probably conquers — our dirt-road trail, the H2 is no more likely to suffer butt burn than the H1.


    Day after day we work through Baja's most remote and spectacular areas. For hours we thump, slide, and scramble along, rarely seeing other vehicles or people, at most passing a few scraggly cattle. We pick our way through mountains, scoot past abandoned mines, and run along the top of a 2000-foot mesa that provides a roof-of-Baja view.

    Evenings we reluctantly emerge from the splendid Baja nowhere and grab hotel rooms and cervezas — not necessarily in that order. Sometimes we chat with locals who are honestly puzzled about why we shun perfectly good paved roads.

    It is instantly clear that the H2 is a vastly more comfortable way to travel on- or off-road than the military-designed H1. The H2 is quieter, with a plusher ride, better seats, and an interior so civilized it is competitive with any luxo-ute.


    The H2's 60/40 split-folding second row will easily handle a pair of six-footers, providing a bit more legroom than in a Tahoe and a huge 9.4 more inches than in an H1. The H2 has a single third-row jump seat sharing space next to the hulking full-size spare.

    For Hall, the comfort and capability of the H2 are shocking, unbelievable improvements over the tough, rough-riding little CJ5 he and Larry Minor drove in the first Baja 1000, taking 32 hours to reach La Paz for a top-10 finish. "It was awful. If you weren't young and dumb, you couldn't have done it," he says.
    Now, after decades of successful racing in Baja California, Hall is relying heavily on a remarkably accurate memory to find the old route. "I'm looking for the next road not to take," he regularly informs us. One afternoon, in a lonely valley rimmed by brown-baked mountains, he leads us into some silt beds, where the superfine particles flow around the vehicles and try unsuccessfully to drain the H2's momentum.

    The H2 features full-time four-wheel drive that splits torque 40/60 front to rear. For slippery, higher-speed situations such as driving in silt, sand, or mud, the center diff can be locked to split torque 50/50. The standard four-wheel traction control offers a "TC2" switch that allows more wheel slip to keep up momentum. There is also a low range, and the rear axle can be locked for difficult low-speed shenanigans. Selecting low range also changes the response to the gas pedal, allowing more delicate inputs suitable for slow-motion edging over obstacles.

    Most of the land here is harsh and dry in that scary, empty, desolate way. Cactuses and thorny bushes make for a prickly look-but-don't-touch landscape. Along sandy trails through this terrain the Hummers cover ground comfortably at 40 mph, slowing only a little when the surface hardens and turns to washboards.


    Unlike the H1, the H2 doesn't get an independent rear suspension. Instead, it comes with a live-axle, coil-spring, five-link arrangement with optional air springs. But the H2 is remarkably resistant, if not totally immune, to skittering over such ripples and ridges. Hit a good bump with a rear wheel, and the H2's tail does a delicate little hop but nothing nasty.

    Rounding a corner, a windshield-breaking bush intrudes on the trail, but the H2's reasonably weighted recirculating-ball steering is quick enough to play dodgem. Meanwhile, the H2's ride is surprisingly comfortable for a serious truck, and the GM engineers did an impressive job of balancing everything from impact harshness to control over body motions. For those who want better handling, Hall is developing a special performance suspension expected to be sold, with GM's approval, through Hummer dealers.

    Meanwhile, the H1's steering is far lighter and more vague and the ride is harsher, with its GI Joe suspension being more eager to share impacts.

    The H1 relies on the 6.5-liter turbocharged diesel V-8 rated at 195 horsepower at 3400 rpm and 430 pound-feet of torque at a wonderfully accessible 1800 rpm. But GM found packaging problems with getting a diesel into the H2. So, it uses a 6.0-liter V-8 rated at 316 horsepower at 5200 rpm and 385 pound-feet of torque at 3600 rpm, with a four-speed automatic. The powertrain is GM's version of the psychic connection, quick to figure out what the driver wants, relatively quiet, smooth, and big-displacement strong. The H2 also likes gas stations: EPA fuel economy is 10 mpg city and 13 highway, although a 32-gallon tank allows reasonable range.

    In tests in Michigan it took 10.7 seconds to reach 60 mph and 27.1 seconds to reach 90 mph — those are well down from the 8.3- and 18.8-second figures of the 5.3-liter Tahoe in "Living Large" on page 52.

    As a public service, the wise driver should consider the issue of stopping the H2's considerable mass. The H2 does have four-wheel discs and a four-channel Bosch anti-lock system. However, our 6700-pound test car took 244 feet to stop from 70 mph. That compares rather poorly with the 197 feet required by our petite 5520-pound Tahoe.

    One of the challenges for automakers is providing anti-lock brake systems that are suitable off-road. GM says the H2's Bosch ABS has been specially calibrated to detect and compensate for loose or rough surfaces. On Mexican grit and gravel, the H2's system seemed clever enough to know when and how much to intervene.

    Five leisurely days after leaving Tijuana, we reach La Paz. Three days after that — mostly following paved two-lanes along the largely undeveloped, magnificent coast of the Sea of Cortez — we reach Mexicali. We cross back into California, having knocked off close to 2000 Baja miles with the Hummer family.

    When it comes to performing radical, silly, and apparently ill-advised off-road maneuvers, the H1 is probably the best vehicle in the world. "It is kind of 'no compromise, no nonsense,' a heavy-duty military vehicle underneath," acknowledged GM suspension engineer Thad Stump, who worked on the H2.

    The H1 is also the classic Hummer, the most expensive and charismatic. For some buyers, only an H1 will do. However, the military genesis demands the H1 driver spend time learning its quirks, which include dealing with its lifeless steering and putting up with its ergonomic and packaging shortcomings.

    Meanwhile, our Mexican mileage has created deep respect, fondness, and admiration for the H2. It is golly-gee easy and reassuring to drive, but it is not a Hummer poseur. It handles serious off-road chores with ho-hum ease, leaving its occupants marveling at the comfort in which they can travel through rough country. For most folks, that will make it the perfect Hummer.

    The original Humvee has always been great at two things, off-roading and drawing attention. Otherwise, the H1 is unpleasant to drive or ride in and impractical as a daily driver. The H2, on the other hand, is everything the H1 isn't: comfortable, spacious, and fun to drive on-road and off-. Two days of off-roading and rock crawling outside Moab, Utah, convinced us the H2 can overcome obstacles almost as well as the H1 can (we know because we had an H1 chase vehicle) but in a much more civilized manner and for half the price. GM has done a great job of capturing the look and off-road prowess of the H1 and making the H2 a practical vehicle. — André Idzikowski


    FOUR WHEELER - Feb. 2003
    Hummer H2 finishes second out of seven in Four Wheeler of the Year test. The Jeep Wrangler Rubicon finishes sixth.


    Another vehicle that you have more than likely heard about is the Hummer H2, developed jointly by GM and AM General, and built by AM General in Mishawaka Indiana. Basically the H2 consists of the modified front frame section and independent front suspension off of the 2500-series GM trucks and the rear frame section and five-link coil suspension from the 1500-series GM trucks. Powering the H2 is the familiar 6.0L V8 which is backed up by another familiar piece, the 4L65-E four-speed automatic transmission.

    Of course the H2 was not just built for looks but also for the trail. A set of 35-inch BFGoodrich All-Terrain tires and plenty of skidplates are a testament to that. Other trail goodies are its rear Eaton electric locker and a Bosch traction control system.


    Our H2's suspension, which was equipped with rear air coils, recieved lots of kudos from our judges. Its spring rates were spot on for a wide variety of activities, from blasting down graded dirt roads, creeping along a trail in low-range or cruising down the highway. Most of the time the H2 felt like a Cadillac, as it would absorb anything thrown at it with ease. Another plus was that it also offered a gracious amount of articulation.

    The interior of the H2 also scored well with our judges. The leather-covered seats feature lots of adjustability and support. There is also lots of room inside the massive interior, so measurements such as legroom, shoulder room, headroom, and just room in general are ample.

    In the dirt the H2 also did well. A combination of its large tires and height gave it plenty of clearance. When it did encounter obstacles a tad too big for it, a plethora of skidplates protected it.
    The rear locker was also a big plus. With a push of a button it engaged and greatly expanded where the H2 could wander off-road.


    Not everything was smile and sunshine on the trail. When the locker is engaged the H2 relies on its traction-control system for the front and that seemed to take plenty of wheelspin to engage. This fact sometimes left the H2 searching for traction. Other problems on the trail included the lack of comprehensive visibility out of the narrow front windshield, and the vehicle's sheer size. In tight sections, especially, it was a handful to navigate the H2 and see out of it.

    Another sore point for our testers was the power of the 6.0L V8. While it does produce 316HP and 360 pounds of torque, it was generally overtaxed when trying to push around the weight of the H2. Most of our judges were left lusting for more power.


    The H2 is a solid vehicle that is comfortable and competent. However it's traction-control system and power output cost it valuable points.

    CHECK IT OUT IF: You want a Hummer that you can actually afford, use, and enjoy.

    AVOID IT IF: You don't want people staring at you.



  2. Coma Black

    Coma Black Guest

    You've read this month's Motor Trend? The H2 gets 11 miles to a gallon on their manslaughter road trip. Cool :bigthumb:
  3. flynfrog

    flynfrog Cool isnt Cheap

    Jul 16, 2001
    Likes Received:
    Timmy: The viscous center differential that provides torque to the slipping rear wheels of your faceless, generic crossover hybrid minivan-based SUV is useless when it comes to a serious four-wheel-drive endeavor. Hell, it’s a joke is what it is.”

    this was my favorite part i lauged out loud
  4. TriShield

    TriShield International Moderator Super Moderator

    Jul 6, 2001
    Likes Received:
    I love articles like the Extreme Road Trip. I remember when the Expedition came out in 1997 another off-road mag took the same route with two brand new Expeditions.

    Someday, I would like to drive into the heart of Alaska in a similar fashion.

    I really like the H2 as well, awesome vehicle. I hope it gets the 8.1L V8 or Duramax diesel soon. I would own one with a white exterior and grey interior as a winter vehicle.


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