BMW i8 electric

The i8, part of the company's new planet-friendly 'i' sub-brand, is based on the BMW Vision EfficientDynamics concept unveiled last year. Whereas that car looked like a giant, automotive-inspired training shoe, the i8 looks like Bruce Wayne's weekend runabout. It's long, low-slung and meaner than Simon Cowell at a Milli Vanilli concert.

The i8 only provides enough room for a driver and one passenger. Those who are fortunate enough to travel in this machine will be able to enjoy a plethora of space-age tech. On the passenger side, BMW's installed a large, wide-screen display, whose image appears to be projected from within the dashboard onto its surface.

From what we saw, the display is of a very good standard, offering a high enough resolution for passengers to enjoy movie playback. How much energy this saps from the on-board batteries remains to be seen.

The instrument binnacle on the driver's side is devoid of mechanical needles. Instead, it uses a large virtual display to indicate the vehicle's speed, navigation information and other pertinent driving data.

The i8 is powered by an electric motor that should deliver in the region of 150-170bhp. That's significantly lower than the Tesla Roadster's whopping 248bhp. The i8 should be relatively quick, though. BMW's used lashings of carbon fibre in its construction to offset the weight of the battery, and promises it will deliver the "sporting ability of a high-performance machine". Let's just hope the machine BMW's referring to isn't a hairdryer.

BMW says the car's range will be in the region of 100 miles, which is about the norm for a city-dwelling electric car. This is, in a sense, quite reassuring, as it indicates that the battery pack in the i8 is relatively small and won't contribute too massively to the car's overall price -- whatever that ends up being.

BMW i8 speed Ubdate

BMW’s flagship hybrid supercar looks cool in Scandinavia! Our spies captured the first pictures of this prototype for BMW’s i8 plug-in hybrid supercar undergoing cold weather testing.

The first phase of testing was undertaken using a mixture of composite body panels that looked like the previous generation BMW 6-Series.

But now the i8 has appeared for the first time, its resemblance to the concept Vision EfficientDynamics that was first shown at the Frankfurt Motor Show in 2009 is clear.

Just like the concept, the production i8 is expected to be powered by a turbocharged 1.5-litre engine. However, the road-going model will be petrol powered rather than diesel, because US and Asian markets don’t go for oil burners. This will be supplemented by the same compact electric motor from the i3 supermini that generates over 140bhp, and drive the rear wheels through a twin-clutch gearbox.

Although the engine has been downsized, the i8 won’t lack performance, and has been benchmarked against the current M3, which sprints from 0-62mph in 4.6 seconds and has a top speed of 155mph.

The extra pace comes from the fact that the i8 will be built using BMW’s new lightweight LifeDrive architecture which uses aluminium to mount the engine and drivetrain, while the passenger cell is made from carbon fibre reinforced plastic (CFRP).

The reduced weight and small powerplant are also designed to deliver excellent emissions performance, so while the car goes like an M3, it will also return around 75mpg and has sub-100g/km carbon dioxide.

The car will be built at BMW’s new e-plant at its Leipzig factory, alongside the i3 supermini, while the CFRP sections come from either a factory in the US or Germany. The i8 is expected to go on sale in late 2013, with a price tag of around £150,000.

2011 Chrysler 200 Review

Now called the Chrysler 200 Convertible, it really is a significant improvement over the past model. But what does that mean, considering the Sebring drop-top might just have been the worst vehicle to throw your hard-earned dollars away on?

Let’s just say that the Sebring had two fundamental problems, one has been fixed, the other essentially can’t be.

Starting with what’s been improved, well, we’re talking about the car itself, from the interior trim, to the hardware, to the engine, suspension and price.

Outside the changes might not at first be all that significant but run across an older model on the road and you’ll instantly take note. A redesigned front end sports a new grille and the rear now has design hints from the Jaguar XK. It’s still beige-enough to make a Solara look like it’s blushing pink in comparison, but small items like LED lights at the front and rear certainly help.

BIG SUSPENSION CHANGES MAKE FOR A MORE COMFORTABLE RIDE

Chrysler claims a more dynamic drive with steering that’s more direct, although to be honest it’s just at the level it should always have been. Sure it's light and still lacks feedback, but no one buying such a car is looking for anything more and would probably not enjoy something a little stiffer and more accurate.

The bigger change is in the more solid and comfortable feel you get while driving the car. Suspension updates aren’t just limited to new springs and shocks. Chrysler engineers tossed out almost everything about the old setup, with new designs and parts. Add to that thicker swaybars, a suspension that’s 12mm lower in the front and 6mm lower in the rear, a track that’s one-inch wider than before and tires that are wider too, measuring 225 mm, rather than the 215 mm size last year. The result is a package that is more comfortable and more stable, whether you’re cruising comfortably or at highway speeds.

As for cowl shake and chassis rigidity, there’s plenty of the former and little of the latter – as expected. This convertible gets seriously bent out of shape on rougher roads, but the up-side is that it remains quite comfortable.

NEW V6 EASILY THIS CAR’S HIGHLIGHT

Contributing to the improved driving quality is a new V6 engine that’s smooth and quiet. Displacing 3.6-liters it’s the same powerplant being used across the Dodge/Chrysler/Jeep lineup and is the result of a smart business decision to pool resources into one solid V6 rather than a selection of out-dated and poorly-engineered powerplants. Power is rated at a solid 283-hp, an increase of 97-hp over the old 2.7-liter unit. A testament to exactly how bad the old unit was, when mated to a 6-speed automatic, the 3.6L even manages better fuel economy at 19/29-mpg.

In terms of the actual mechanics of the car, the 6-speed may be smooth but, like a lot of modern cars, it does not want to downshift. This may help fuel economy and it brings with it a calmer driving experience, but if you want to make use of the horsepower far too much throttle input is required to drop a gear or two.

A 173-hp 2.4-liter 4-cylidner is standard equipment on the entry-level Touring model, although it’s barely worth mentioning as Chrysler expects the take rate on the V6 to be a near-unanimous 90 percent. It may save you a few dollars on the initial purchase, but it’s actually worse on fuel at 18/29-mpg. That’s expected to change, however, with the introduction of a dual-clutch 6-speed later this year.

INTERIOR MOSTLY, BUT NOT COMPLETELY, IMPROVED

Enjoying the more refined ride quality of the new suspension is made easier thanks to an improved interior. Big changes come with a new, standard leather-wrapped steering wheel with some quality audio, cruise and Bluetooth buttons. There are new gauges, although they already have an out-dated look to them. The same can be said of the big shifter and the low-grade plastic surrounding it.

There are plenty more soft-touch surfaces than in the past and Chrysler claims to have upgraded the seats too – we did find them quite comfortable. New seat material (cloth or leather) is also part of the restyle and makes a big difference.

A soft top is standard on both the base Touring and Limited trim levels, and a hard-top can be ordered on either as an option. It does offer a more isolated coupe-like drive, but looks borderline unnatural from a styling perspective.

Cargo room with the top up is a solid 13 cu-ft, and with the top down it drops to 6.6 cu-ft, which is enough to fit a few items and isn’t completely useless.

Touring models start at $26,445 and come with cloth seats, 6-way power front seats, remote keyless entry, 17-inch wheels, A/C and an electronic vehicle information center. That’s a solid $1,400 less than last year’s model
Upgrade to the $31,240 Limited trim and add on leather seats, remote start, a touch screen ‘media center’, some chrome exterior trim and 18-inch wheels. Improved or not, that’s a pretty substantial amount of money for what is ultimately not a lot of car. Then again, convertibles are notorious for being priced by their own absurd standard.

Reliability and durability of Chrysler products is always a concern and the 200 Convertible is no different. While Chrysler does seem to have made a concerted effort to improve, time will tell and even with our short time with the car, we noticed a few issues, including a convertible tonneau cover that took repeated attempts to shut, as well as a situation in which the car exhibited a serious shake under braking from speed.
WHAT CHRYSLER DIDN’T, AND COULDN’T, FIX

But where Chrysler engineers succeeded in making the 200 Convertible a better Sebring Convertible, they were ultimately doomed to fail in making it a good car. And here’s the reason why.

The Sebring Convertible is, both literally and conceptually, a mid-size sedan that’s been built into a convertible. That brings with it every quality of the mid-size family car segment – most of which do not a driver’s car make.
This is why the 200 Convertible and the Sebring before it are so loathed, as they’re the antithesis of what any car enthusiast wants or understands to be a car that is good, or even worth caring about.

And yet for that very reason, the 200 C will continue to sell. Sure the Mustang Convertible is twice the car, but it’s a sports car. Those who want a relaxed mid-size ride can get it in the 200 Convertible. For them the drop-top Mustang is too showy, too stiff and too high-strung.
THE VERDICT

A mainstay of rental fleets from Miami to San Francisco, it’s little surprise that Chrysler decided to keep the 200 Convertible around. And while interest in such vehicles does seem to be waning, especially with the elimination of the Toyota Solara and news that the Mitsubishi Eclipse Spyder is set to be retired, Chrysler is poised to gobble up large swaths of the albeit small segment.

Rivals may seem non-existent at first look, but if you don’t need back seats there are significantly more fun vehicles on offer, from the MINI Cooper Convertible to the Mazda MX-5. And while it’s hard to understand why anyone would buy a Volkswagen Eos, the 200 C makes a strong argument.

Is it better than the Sebring Convertible? Yes.

Is it a lot better. Yes.

Should you buy one?

If you’re in search of top-down mid-size sedan style motoring on a budget and couldn’t care less about a history of less-than-stellar reliability, then we suppose you could give it a cautious look. If you hold any philosophical opinions about what a car (not an appliance, but a car) is or what it should be, well, why did you ask?

Chrysler 200 Ubdate

Chrysler isn’t into mincing words about the company’s recent past. After years of corporate and product neglect, those at the helm of the smallest of the Big Three know that the company has a long way to go to regain buyer confidence. While a rash of new and revised models are hitting Jeep and Dodge show rooms over the next few months, it’s clear that the company is beginning to gain momentum under the guidance of Fiat. But the models under the Silver Wing seem to be staring down the barrel of a more uncertain future. With plenty of product overlap with Dodge and a lack of any real brand cohesiveness, Chrysler has yet to yield any clear indication of progress away from the dark days of the company’s past. As a result, buyers are having a hard time knowing what to make of the company or where it’s headed.

Still, after Chrysler emerged from Chapter 11, it was clear that wherever the carmaker was going, the Sebring wasn’t coming along for the ride. After a long, degrading life of rental car service and all out neglect from designers and engineers alike, the Sebring had mutated into a car that was a few leagues behind the competition, even when the third-generation bowed in 2007. To that end, Chrysler sent the Sebring name to the burn pile by revealing the 200 – a small sedan that rides on the same bones as its ill-fated predecessor but wears new sheet metal and a revised interior along with a slew of significantly reworked mechanical components. The result is the vehicle that Chrysler should have built in the first place – a competent economy cruiser with plenty of content even at lower trim levels. Is it enough to banish thoughts of the Sebring from our minds? We hopped behind the wheel to find out.

One of the unfortunate realities of adolescence is that the teacher’s pet always gets away with more than the mischievous child in the class. Once you’ve landed yourself on the troublemaker list, you’re doomed to have to work twice as hard as your goody-two-shoes counterpart, which is exactly where the 200 finds itself right now. For years, the motoring press delighted in nothing more than condemning the vehicle’s predecessor, so the 200 now has some serious ground to cover to prove itself a viable competitor in its segment. Part of that effort rests on the four-door’s new exterior. Chrysler’s designers did as much as they could to give the 200 its own personality by adding details like sculpted headlights with projection lenses and LED accents, and removing design elements like the odd striations on the old Sebring’s hood.

In fact, everything from the A-pillar forward is all new. The front fascia is a much more mature design with subtle brightwork nestled down low and an attractive grille with blades that mirror the design of the new Silver Wing emblem. From the front, the look is, dare we say, attractive, though

2011 Chrysler 200 gets first full pics

After a steady drip of teaser photos and information, Chrysler has finally dropped the mother load on its pivotal new 200 sedan. The conservatively handsome four-door draws on the successful 200C concept from the 2009 Detroit Auto Show, but it still clearly has the hard point echoes of its predecessor, the widely panned Sebring. That means that while it benefits from fresh front and rear lighting, fascias, new mirrors and wheels, but the 200 still makes do with the Sebring's easily identifiable greenhouse. Thankfully, the changes – particularly the lighting – do appear to have freshened the car immensely, though the rear end looks awfully derivative of Jaguar's XF.

Underhood, Chrysler confirms the 200 will receive either a 2.4-liter four-cylinder mated to either a four-speed or six-speed automatic (depending on model trim), or the company's lauded 3.6-liter Pentastar V6 engine. Officials have yet to release power specifications or performance numbers, so the 200 information onslaught still has a ways to go before it's complete.

Extensive changes have also been made to the interior, with cabin updates including a new instrument panel, redesigned seats, acoustic laminated glass for lower sound levels and revamped HVAC outlets, though there are no full interior pics yet to assess.

Ferrari and Ford

One of my favorite events of the year is mearly days away. The Denver Auto Show. This event showcases the newly redesigned automobiles which are making their way to a showroom floor near you.

Many of your major brands, such as Lexus, Ford, Ferrari, Aston Martin, Bentley, and more will be making an appearance within the show.

Ford GT40 Sports

The Ford GT40 was a high performance sports car and winner of the 24 hours of Le Mans four times in a row, from 1966 to 1969 ( the 1966 GT40 being the Mk II, 1967 the Mk IV, and 1968-1969 the oldest chassis design, the Mk I). Ford GT40 is so far the only racecar built in America (Mk IV only) to win overall at Le Mans (1967 Mk IV). GT40 was built to win long-distance sports car races against Ferrari (who won at Le Mans six times in a row from 1960 to 1965). Chassis # P-1075, which won in 1968 and 1969, is the first car in Le Mans history to win the race more than once with the same chassis, and only one of two cars to have won with the same chassis) using a Ford engine originally 4.7- liter, enlarged to 4.9-liter (also known as a 5.0) with special alloy Gurney-Weslake cylinder head. Large displacement Ford V8 engines (4.2 liter, 4.7 liter and 7 liter) were used in this GT40, compared with the Ferrari V12 which displaced 3.0 liter or 4.0 liter.

The Ford GT40 was named the GT (for Grand Touring) with the 40 representing its overall height of 40 inches (1.02 m, measured at the windshield) as required by the rules. Early GT40 were simply named “Ford GT”. The name “GT40″ was the name of Ford’s project to prepare the cars for the international endurance racing circuit, and the quest to win the 24 Hours of Le Mans. The first 12 “prototype” vehicles carried serial numbers GT-101 through GT-112. The “production” began and the subsequent cars, the MkI, MkII, and MkIIIs, (with the exception of the MkIV, which were numbered J1-J10) were numbered GT40P/1000 through GT40P/1145, were officially “GT40s”.

The name of Ford’s project and the serial numbers dispel the story that “GT40″ was “only a nickname.” The Ford GT40 kit car used a 4.2 liter V8 making 350 bhp, and then the car was raced and tested at Nürburgring, Reims and Nassau. By 1969, the winning GT40 had 425 BHP and was timed at 217 mph along the Mulsanne Straight. The Ford GT40 and its speed were instrumental in sweeping rule changes which were introduced after the 1969 race in order to curb the high speeds of GT racing. The new rules were introduced at the end of 1969 and limited engine size, ending the Ford GT40 successful winning run at Le-Mans.

At the 1995 Detroit Auto Show, the Ford GT90 concept was shown and at the 2002 show, a new Ford GT40 Concept was unveiled by Ford. Today the Ford GT supercar first produced in 2003 pays homage to the Ford GT40, possibly Fords finest. The new Ford GT40 uses a 5.4 liter V8 making 550 horsepower with a top speed in excess of 200 mph. Arriving in prototype form just in time for Ford’s Centennial celebration in 2003, the Ford GT debuted for 2004 as the modern, road-going interpretation of the Ford GT40 endurance racing car that beat Ferrari and swept the 24 Hours of Le Mans race four years in a row from 1966-’69.

Hammer H3 Models

The hummer H3 is the smallest from the 3 Hummer models.The Hummer H3 was a pickup truck but the final version is a conventional SUV.It is built on a heavily modified Colorado/Canyon pickup truck frame.The Hummer H3 is build in Shreveport, Louisiana at GM's factory.Export versions will be produced at the General Motors South Africa facility in Struandale and Port Elizabeth.In the USA the price for a Hummer H3 starts from 30.000$ and ends just over 40.000$.In the first months of 2006,about 8000 Hummers were sold.It's about 74% of all Hummer sales.The H3 uses the 3.7 L (3464 cc) Atlas straight-5 engine,It produces 242HP(164kW) at 5600RPM.It is available with a 5 speed manual transmission of a 4 speed automatic transmission that includes GM's Stabilitrak vehicle stability control.It includes an electronically-controlled dual-speed transfer case and electronic locking differential.The H3 Hummer can handle 0.6 m of water. The H3 is the only vehicle in its class to have a 2-speed transfer case standard.

Hammer H3 Designs

It doesn’t seem that long ago when Hummers were the preferred status symbol of the celebrity set. Somehow, it was deemed cool to pilot the massive, 3-ton, gas-guzzling H2 SUV through crowded city streets on the way to Hollywood premieres and expensive restaurants. Hummer soon expanded its lineup to include the baby brother H3, which offered similar looks to the H2 but with a much lower price tag, a more reasonable size and a less gluttonous fuel appetite.

Then gas prices shot up and driving a Hummer became about as cool as having Kanye West host the Grammy awards. Making matters worse is the planned sale of the Hummer brand, which has left the future of the brand in limbo. Still, the 2010 Hummer H3 soldiers on, giving those who can’t resist the Hummer’s admittedly eye-catching Tonka Truck styling a chance to own a brand-new one.

Impressive off-road capability is still Hummer’s forte, and the H3 doesn’t disappoint. Short overhangs, generous ground clearance, massive tires and available locking differentials make it a force to be reckoned with on rugged trails. But the reality is most of them will never see anything more rugged than the edge of a soccer field.

In the end, there are just too many sacrifices made here in the name of style and off-road capability to make sense for most folks. With its small windows, the H3 provides outward visibility about equal to a Brink’s truck, while its nearly 5,000-pound curb weight (that’s nearly as much as a Tahoe) is too hefty a load for the standard five-cylinder engine. Yes, the Alpha version offers a powerful V8, but its thirst for fuel is second only to some celebrities’ thirst for attention. On the upside, the H3 does provide a smooth ride and comfortable seating for four adults, though cargo capacity is on the meager side for this segment.

So yes, the 2010 Hummer H3 may be a good choice for those who venture off-road regularly or are so taken with its unique styling that they can live with the shortcomings. However, its rivals — whether purpose-built machines such as the Jeep Wrangler Unlimited and Toyota FJ Cruiser, or more traditional SUVs like the Jeep Grand Cherokee or Nissan Pathfinder — offer greater overall value, performance, efficiency and quality for most consumers.

Hammer H3 Update Photos

The motivation for purchasing a Hummer H3, to some degree, is almost always going to be based on emotion. It's big, it's iconic, and it has a certain image that says more about the driver that most cars.

It may have a number of failings, but it sure makes you feel good when you drive it, seeing all the people below you, cowering in fear.

You could buy a Toyota Camry or Mazda3 and most people would think you were a pretty normal, well-adjusted person.

Buy a Hummer H3 and people will judge you like an off-key singer on Australian Idol.

They'll either think you're an attention-seeking off-road enthusiast or someone with a very large garage and a passion for rectangular shapes.

If you're not so lucky, people will think you're an idiot with more money than style (especially if you kit it out with 22-inch wheels, matching underbody neon lights and customised license plates that read 'UWISH').

I encountered the latter sentiment more than once during this week long test with a completely stock Hummer H3. I was on the receiving end of more attention/comments/stares than almost any other car I've ever tested.

Regarding the 'money spent - attention gained' ratio, the Hummer H3 is king. Some drivers want to express themselves with an outgoing car, and beginning at $51,990 the Hummer H3 gets more attention than a Porsche 911.

But as I was saying, it's not always happy attention. I was told by one bloke to "get my American smog machine off the road".

The interesting tales - both positive and negative - would fill up this entire article. Suffice it to say the Hummer H3 is a head-turner of explosive proportions.

The bulging wheel arches and huge tyres give it a powerful road presence, and the iconic grille festooned with chrome clearly identifies the car from at least five hundred paces.

When one of these rolls up behind you it's hard to ignore it.

Hummer's designers kept the militaristic style from the US Army's Humvee intact: it's all angles and aggressive lines and while I can appreciate the vehicle's aesthetic and acknowledge its impact, I think there's better looking SUVs out there.

Providing the vehicle with extra ruggedness is the spare wheel mounted on the tailgate and the black bonnet vents, though the latter is purely eye candy. It's a plastic ornament with no vents to cool the engine or any other function.

The sense of security you get driving the Hummer H3 is palpable. Size counts for a lot here. It's big and tough and makes you feel secure - both physically and emotionally.

The driving position is actually quite good, the seats are comfy and you ride very high which gives you a good view of your surroundings, which is most likely to be traffic.

On the downside, you really have to clamber up into it which is either a) an adventure that adds to the occasion or b) impractical and troublesome. Pregnant women, people with arthritis, and those with prosthetic limbs will curse this vehicle.

After a few days of cruising around in the Hummer, a couple of things stand out. It's actually a pretty nifty vehicle around town, but the interior left me feeling somewhat cramped.

The 3.7-litre 5-cylinder petrol engine provides surprisingly good pull. For something that weighs 2268kg, the 180kW of power provides good poke.

I'm considering starting an inline 5-cylinder appreciation club, as all my experiences with these unique engine types have been nothing but positive. Granted, it's no performance SUV but it does get up and go when you ask it to and the 4-speed auto slush box copes fairly well with rapid throttle inputs.

Even better were the disc brakes, which dealt with the odious task of decelerating the H3's considerable mass with assured composure.

On top of the impressive motivation, the Hummer H3 isn't too bad when driven through the peak hour chaos of Melbourne's CBD. The spongy off-road suspension delivers a very smooth and relaxed ride and it's not as ungainly nor as large as a lot of Australian favourites like the Toyota Landcruiser and Nissan Patrol.

That said, parking the Hummer is not pleasurable thanks to appalling rearward vision (anything below 1.5 metres tall is obscured) and it's large size, and heading down to the local shopping centre to find a park involved mounting multiple kerbs.

Navigating traffic is effortless, parking is not.

The steering has high levels of power assistance and is so light that turning vehicle via the chunky steering wheel requires only the lightest of touches. Normally this would be no good, but in the Hummer's case it makes controlling the vehicle much easier and is more forgiving to drive.

Interestingly, most modern cars have two or more steering wheel stalks for indicators, windscreen wipers and cruise controls. Curiously, the Hummer H3 has just the one, not unlike the 1977 Pontiac Trans Am.

Highway cruising is pretty relaxed. The cruise control is fiddly but it works.

It has combined-cycle fuel consumption figures of 14.5L/100km, which isn't the worst in class but neither is it terribly eco friendly. Even with a massive 87 litre fuel tank the Hummer H3 chews through petrol.

It also doesn't like roundabouts. Even at low speeds the H3's tyres squeal through roundabouts, the bodyroll is extreme and the general experience can be heart-poundingly intense.

In a straight line and through low speed corners it's quiet and comfortable, but try to wrestle it through a corner with haste and you'll soon be scalded by physics 101.

I found the Hummer H3 to be a good car for the Australia summer because the narrow, upright windows permit very little light into the cabin during the hottest time of the day and the tinting is also heavy.

On the flip side it can feel a little claustrophobic sitting in the Hummer. This is because the roof is quite low. Or the floor is rather high.

Whichever way you qualify it, the Hummer H3's interior is vertically challenged and this is unacceptable in a modern day car. People are getting taller, and we need more room - simple as that.

It's not so bad up front - the seats are very comfy - but this lack of vertical space becomes a problem in the rear.

As well as a shallow boot, albeit with an extensive 835 litres of space, the rear seats are a let down.

Rear seat room is good for kids and so-so for adults. Though leg room itself is not a problem, I discovered that my knees were acutely bent and rose above my hips when sitting on the rear bench.

The interior vertical space is well below average and the rear seats have been mounted low to create an impression of ample head room, but all it succeeds in doing is making the floor feel too high.

Fit and finish in the Hummer isn't too bad and the image of ruggedness that begins with the exterior design and those monster 265/75 R16 tyres continues inside the cabin.

Some of the plastics are a bit cheap on the dashboard, but overall it's not a bad look for $60k with finer touches like the HVAC controls' rubberised finish adding a tactile aspect. The entry level manual model Hummer H3 for under $52k would be the pick of the bunch however.

The leather seats in the Hummer H3 Luxury model are nice and cushy, and the South African-built SUV has one of the best stereo systems I've experienced since the Audi S8's symphonic Bang and Olufsen audio system shattered my eardrums.

I also like the smaller touches such as the automatic unlocking of the doors when you come to a stop and shift the gear selector to 'P', and the tiny little digital display in the top corner of the rear-vision mirror that has outside temperature and heading (compass) read outs.

Not so nice is the trip computer. It's got an odometer and a short trip meter and that's it. Fuel consumption data would have been nice...

There's also lots of buttons and options on the centre console which give it a swish look, but generally add to the confusion when all you want to do is turn the air-conditioning down or listen to a different CD.

While the Hummer H3 has proven to be well-behaved on the road and good at fjording the seas of traffic, it's true calling is off the road.

Ground clearance is pretty good at 216mm, and with approach and departure angles of 37.5° and 35.5° respectively, it can work its way up and down very sheer inclines and declines.

The engine may not be as torquey as a diesel mill, but the 328Nm of torque can be felt from low revs and does a good job of keeping the car moving off-road, particularly when driving through bush trails that have seen recent rain, creating muddy surfaces.

Though we didn't get the Hummer as filthy-dirty as we were hoping, we did find it very capable, even the automatic version. The leaf suspension is good on rough bush tracks allows for a good amount of wheel articulation, and there's also a few different 4x4 modes: standard 4x4; 4x4 Lock; 4x4 Lock Low.

With an aftermarket suspension system to add increased ride height and some heavy duty tyres, the Hummer H3 would be a very formidable off-roader. If you do plan on getting one of these American behemoths, do yourself a favour and get it dirty. You'll have a lot of fun.