Back When the hammer H3 was introduced, we lamented the lack of power from the five-cylinder mill, and the need for additional drivetrain options and a front locking diff. The Hummer guys were listening though, and responded with the H3 Alpha (First Drive, Jan. ‘08), which sports a 5.3l V-8, but no front locker. But we still wanted bigger tires, regular cogs behind the V-8, a front locker, and maybe even an sUT or a diesel mill. it was only a matter of time before the highly capable H3 followed its genetic destiny. Enter the H3T, a four-door shortbox pickup, with lockers front and rear!

We were fortunate enough to tag along on a recent engineering testdrive where components are validated, yet the looks are camouflaged for secrecy. By the time you read this, the beast will have been exposed, but we’re the first to give you our impressions of the new Hummer. While obviously longer than a regular H3, the shortbox can still carry plenty of gear, especially with the tailgate down. The rear camo makes the unit look more like a suburban than a pickup, while the front camo covers up nothing you haven’t seen before.

On the blacktop, the additional length of the H3T with its 134-inch wheelbase (23 inches longer that the H3) is immediately noticeable, adding an enhanced feeling of stability at speed. On long grades, the 295-horse 5.3l did as we expected, pulling the additional weight onfidently and without protest. The rigwith the five-cylinder i-5 still required pegging the tach and quick shifts to keep up.

We sneaked this spy rendering of what the showroom model may look like. long? plenty. But for a fully locked and geared rig that can tote a gaggle of kids, a dog, the wife, and your dirt bike in the back, we think it fits the bill.
The only indication of a front locker is the X on the switch-left is rear and right is front. We’ve been waiting for that switch position to get filled for a few years.
As with the H3 Alpha, the 300hp 5.3l aluminum V-8 will be an option with the H3T, and standard on the Adventure package.

On the trail, our immediate thought was that the 134-inch wheelbase would require a football stadium to do a U-turn. However, the engineering team was two steps ahead of us with a tight-ratio steering box that almost makes turns as tightly as the shorter H3. The flip side of the additional length is a reduced breakover angle and a strong argument for the heavy-duty skidplates. With both lockers engaged, the five-cylinder model mated with the fivespeed worked flawlessly in the rocks, as did the V-8. Both versions of the Adventure package are equipped with the 4:1 transfer case and lockers fore and aft, and provided a solid feel for the terrain. Once we get a chance, we’ll test them with the camo off and let you know about visibility as well.

Unfortunately, the H3T will still be burdened with the full array of electronic bells, whistles, bling, curtain airbags, child safety locks, DVD players, satellite babysitters, and other electronic nannies. But the heart of the beast is within, and the fact that you can slip your quad or a ton of gear in the bed, put a couple of kids in the backseat, and have dual-lockers right out of the box is a big plus in our books.

Tech Specs

BASE PRICE    N/A
ENGINE    5.3L aluminum block/head V-8
HORSEPOWER    300 @ 5,200 rpm
TORQUE (LB-FT)    320 @ 4,000 rpm
TRANSMISSION    4L60 four-speed auto
     Five-speed stick (I-5 only)
TRANSFER CASE    4.03:1
AXLE RATIO    4.10 :1
LOCKERS    Electric, front and rear
FUEL    87-octane unleaded
WHEELBASE (IN)    134
LENGTH (IN)    211.9
WIDTH (IN)    85.5
HEIGHT (IN)    74.5
SEATING CAPACITY    5
HEAD ROOM (IN)    39.9/40.6 with sunroof
LEG ROOM (IN)    41.9/35.0
BED LENGTH (IN)    60
MAX. CARGO VOLUME (CU FT)    35.67
GROUND CLEARANCE (IN)    9.1

It’s Risky To Hand A 4×4 Journalist The Keys To a proof of Concept vehicle (there were only five made), but Hummer likes to work out the bugs in real-world conditions. We quickly found the e-brake cable routed under the frame (and so did a wheelbarrow sized rock), and a tailpipe that is begging for trouble. D’oh!! With the longer wheelbase of the H3T (134 inches), we beat the heck out of the undercarriage. Fortunately, the truck has 1-inch-square tube skidplates that are actually built to take it. The Adventure package also includes heavy-duty rock sliders. if you are going to be doing any modest wheeling, get ‘em. Even with good tires and lockers front and rear, the breakover angle of the long truck makes these sliders mandatory off road.

Future Fuels

There are rumblings of additional mill options for 2009 and 2010. yes, flex fuel, or bio-fuel. Working from their r&D facility in Brazil (Brazil leads the world with flex-fuel technology), the Hummer engineers are anticipating the introduction of a flex-fuel H2 for ‘09, the H3 following suit in ‘10. We’ve also seen diesel versions of the H3, but not for the U.s. market-yet. We are still whining about the limited visibility from behind the wheel, and we didn’t get the V-8/five-speed stick combo, but there were some serious campfire discussions about removable tops, half-doors, and ragtops.

With its unmistakable HUMMER design and a compact, go-anywhere driving ethic, the HUMMER HX concept challenges the hierarchy of the trail. HUMMER displayed the nimble, reconfigurable off-roader at the 2008 North American International Auto Show.More compact than a HUMMER H3 – 81 inches (2,057 mm) wide, with a 103-inch wheelbase (2,616-mm) – the HX concept is an open-air, two-door off-road vehicle that packs the off-road acumen for which HUMMER has become legendary, along with an easily convertible body that acclimates to varied trail conditions, cargo needs or passenger whims. Its design is based on the ideas developed by a trio of young designers who are new to the HUMMER studio.

“The HX is HUMMER’s vision an agile, trail-ready, open-air vehicle that fits the lifestyles of everyone who needs or wants to drive off road,” said Martin Walsh, HUMMER general manager. “Of course, it carries exceptional off-road capability and the distinctive styling for which all HUMMERs are known.”

The HX offers an open-air driving experience via a pair of removable roof panels above the driver and front passenger, and a modular, removable rear roof assembly. With the roof panels and roof assembly removed, the HX is transformed into a true convertible.

Easy removal of the roof panels and rear-roof assembly enables quick conversion from a closed vehicle to an open one. The HX also was designed with several roof assemblies, allowing this versatile vehicle to be configured as an SUT (with the roof assembly removed), a stylish slant-back or a traditional, wagon-like design that offers a bit more cargo space.

The HX was shown with a slant-back configuration, wearing a desert-inspired matte olive paint scheme, at the North American International Auto Show. Additional convertible features include:

* Removable doors – easily removable pins in the exposed hinges allow the doors to be removed quickly – an appreciated feature of many serious off-roaders
* Removable fender flares – attached with quarter-turn quick-release fasteners, the composite fender flares can be quickly removed for additional trail/rock clearance, or if the flare is damaged during off-road driving

“The modular design of the roof and removable body panels mark an evolution of HUMMER’s design aesthetic,” said Carl Zipfel, director of design. “These features demonstrate a deeper understanding of enthusiast desires when it comes to off-road driving – and the slant-back design gives the HX a look all its own.”

Purposeful exterior

The design of the HX was driven by input from three young designers who were new to GM and the HUMMER design studio. As part of their “initiation,” they were charged with developing concept drawings for a smaller, youthful HUMMER and the HX is a direct result of their creativity. The HX concept is based on one of the designers’ original illustrations, but incorporates the best ideas and elements from the other designs.

“HUMMER appeals to young people globally and served as a perfect first assignment for our newest talent,” said Ed Welburn, vice president, Global Design. “Today’s graduates from top design schools are ready to hit the ground running. The HUMMER design challenge gave our newest designers an opportunity to sprint.”

Inside and out, the HX carries a purposeful aesthetic that, from initial sketches to finalized clay models, was refined in only six months.

“This is the HUMMER design language stripped down to its essence,” said David Rojas, creative designer. “The HX has an aggressive appearance and great proportions, with beauty lying in its functional austerity.”

On the exterior, the lightweight theme is evidenced in the appearance of exposed, billet aluminum suspension components that feature CNC-machined lightening relieves, as well as clean, unadorned bodywork and minimal trim. The lightweight theme is taken to its extreme when the roof panels, roof assembly, fender flares and doors are removed.

Classic HUMMER design cues make the HX instantly recognizable, including the round headlamps located in square housings, an upright windshield profile, minimal overhangs, hood vents and prominent air intakes. The air intakes are functional and feed a V-6 engine beneath the hood, while the hood vents are active – they articulate to allow hot underhood air to escape.

And while the headlamps and grille are clearly HUMMER cues, they’ve evolved on the HX with a “chopped circle” motif. The grille slots and headlamps, as well as elements on the interior, have the appearance of circles or ovals that have been clipped at the top and bottom, creating a unique appearance that speaks to the vehicle’s purposeful aesthetic.

“The ‘cut-off’ circles suggest larger, heavy-duty components that were trimmed to fit the compact HX,” said Rojas.

And while it is unadorned by extraneous embellishments, the HX’s exterior is nonetheless outfitted with features that speak to HUMMER’s legacy of technology and innovation, including HID headlamps with focusing rings that adjust automatically when they’re turned on – much like the lens of an auto-focus SLR-type camera. LED technology is used for the front turn signal lamps and taillamps.

Aeronautically inspired interior

From aircraft-inspired seats to integrated, off-road-ready tools, the HUMMER HX’s interior has a beauty that lies in its purposeful intent. It was inspired by the functional and lightweight elements found in aircraft.

“Aeronautical parts are designed to be both lightweight and strong, and that is the feeling exuded by the HX’s cabin,” said Stuart Norris, interior design manager. “There isn’t superfluous trim or decoration – it is a purposeful design that conveys beauty through strength.”

Reinforcing the stripped-to-the-essence feel, the exterior’s matte olive color carries over onto the interior’s largely sheet metal-covered panels. The color is accented with pressed or extruded aluminum components, such as the handles, switches and other necessary parts.

Furthering the aeronautical influence is the instrument panel, which uses an exposed, extruded aluminum cross-vehicle beam as its foundation. On the beam, the instrument cluster and other vital controls are mounted; and it also features a unique, removal top cover that provides significant storage capability.

“The instrument panel is a styling element of the HX, and the removal of the top cover reveals a secondary design that enhances the vehicle’s core design ethic,” said Norris. “With the top cover removed, the interior conveys even more of a basic essence – and the structure beneath the cover is beautiful to those who appreciate finely crafted metal.”

A rubberized floor and ballistic nylon-material covering on the instrument panel and other interior components reinforces the functional aesthetic.

Seating and console details

Like aircraft seats, the HX’s seats are constructed on a lightweight framework with minimal components that feature lightening holes and strength-enhancing cross braces or triangulations. They are mounted on exposed, aircraft-style tracks and trimmed with a weather-resistant neoprene material.

The HX seats four, with a pair of bucket-type seats in the second row. The rear seats mimic the front seats’ design and can be removed to generate more cargo room. All the seats feature a four-point, racing-style safety harness.

The inner seat track on both front seats is located beneath the outer edges of a prominent center console. The console offers exceptional storage capability and houses a unique shifter that mounts low and out of the way when the vehicle is parked – also hiding from sight the engine starter button. It has a spring-loaded cover that pops up when the driver is ready to select a gear.

The console also houses a resting place for phones, MP3 player and iPods or iPhones. In fact, there is no conventional radio in the HX, only integrated speakers. Passengers plug in an iPod, or similar device, to a USB connector to play music in the HX.

“From the console to the cargo area behind the seats, there are simply untold storage possibilities within the HX,” said Norris. “It’s like a four-wheel backpack that’s already fitted with the necessities.”

Gauges and tools

The “cut-off circles” motif of the exterior is seen even more so on the HX’s interior, as the gauge cluster, instrument panel vents and even the steering wheel carry the design element.

A three-element gauge cluster – each of the three instrument “pods” carries the cut-off circle design – delivers crucial driver information in either a highway or off-road mode. This conceptual reconfigurable gauge layout uses LCD screens with multiple layouts, including a navigation system. The nav system features GPS and compass information; and is designed to upload trail information before setting off on an excursion.

The center gauge pod houses a speedometer and tachometer, but changes to a wheel angle indicator when the transmission is in the low position. This off-road mode changeover from the highway mode gives the driver information that is more pertinent to the driver conditions. The trail view of a camera mounted in the rear-view mirror can be displayed on the instrument panel, too.

The off-road mode features of the instrument panel comprise the virtual tools of the HX, while others are mounted for physical use, including a folding shovel, flashlight and first-aid kit. They all carry the “clipped circle” design motif found throughout the vehicle.

Ready for rocks, trails and more

With its compact dimensions, almost no overhangs and grippy 35-inch tires, the HX is ready for all terrains. Like all HUMMER production models, the HX has sturdy, body-on-frame construction, onto which is mounted front and rear independent suspensions.

The front suspension features an electronic-disconnecting stabilizer bar for enhanced maneuverability when driving off road, and the rear suspension is located with CNC-machined, billet trailing arms. Heavy-duty shocks with piggyback reservoirs were custom-made for the HX by renowned racing shock manufacturer Fox; one is mounted at each wheel position.

A full-time 4WD system pulls the HX over, through and around off-road obstacles. It transfers torque to the front and rear axles, each of which is equipped with a locking differential. The torque meets the trail via custom 35-inch-tall off-road tires that are mounted on a set of custom, bead-lock-style wheels that have a two-tone appearance; dark-painted wheel centers complemented by silver-anodized outer rims.

A complete underbody armor kit, including a front skid plate, powetrain protection and more, protects the HX from wayward rocks and other potentially damaging objects. A power-operated winch is located in the front bumper, and the HX has recovery hooks mounted on the front and rear bumpers, just in case its help is required for wrangling others out of unfortunate off-road situations.

Motivation for the HX comes from an E85 FlexFuel 3.6L SIDI V-6 that is backed by a six-speed automatic transmission. The transmission is teamed with the 4WD system to offer exceptional low-speed traction and crawling capability. Four-wheel-disc brakes provide confident stopping power.

Why it Matters

Think of an off-road vehicle, and you probably still think of some form of Jeep. GM would love to have one of its Hummers pop into your head instead of a Wrangler or Grand Cherokee, and the HX Concept is designed to do the job, taking on the classic Wrangler on the world’s unbeaten paths.

What’s Under the Hood

The HX boasts a 3.6-liter V-6 E85-ready flex-fuel engine mated to a six-speed automatic transmission and, of course, an off-road ready full-time four-wheel drive system with locking front and rear differentials. Power figures weren’t given, but we suspect it has been tuned for low-end torque, rather than high-end power as in the Cadillac CTS. The 35-inch tall tires are mounted on custom bead-lock rims, and a complete underbody protection kit includes a front skid plate and drivetrain plates to protect the HX from the rigors of off-road duty.

What it Looks Like

While some of us have never warmed to the extroverted looks of Hummer’s offerings, they obviously have a lot of appeal, and GM isn’t about to mess with its styling success. The HX is immediately recognizable as a Hummer, with the same broad and chiseled shoulders, blunt nose and aggressive stance we’ve seen on the H1, H2 and H3. Since the open air is as big a part of the off-road experience as smacking your head on rollbars, the HX features removable panels in the roof, rear hatch and rear side glass.

What’s Inside

Despite its clearly ground-based mission, Hummer says the HX’s interior is “aeronautically inspired.” While the “…when Hummers fly” jokes pretty much write themselves, the intent is to mimic the light weight and strength of aeronautical components, rather than inspire flight. Concept sketches show an interior with lots of exposed aluminum and gauges with an interesting clipped-circle look mounted on an extruded cross-vehicle beam.

What Hummer Says

Hummer makes no bones about the HX’s mission, saying that it “challenges the hierarchy of the trail” in the first sentence of the press release. It goes on to quote Hummer general manager Martin Walsh as saying, “The HX is Hummer’s vision of an agile, trail-ready, open-air vehicle that fits the lifestyles of everyone who needs or wants to drive off road. Of course, it carries exceptional off-road capability and the distinctive styling for which all Hummers are known.”

What We Think

We like the looks of the HX, and let’s face it, this is probably a prototype version of the much-rumored H4. With Hummer’s advertising focusing so much on off-road capability and even disaster preparedness, a Wrangler challenger is an obvious and smart move for the company. Our only advice: Also make a four door version, as the Wrangler Unlimited has proved that even trail busters like a little practicality.

Statistics

A typical American car dealership in Fremont, California. Between 2002 and 2003 alone the number of vehicles in the United States increased by three million.
The United States Department of Transportation’s Federal Highway Administration as well as the National Automobile Dealers Association have published data in regard to the total number of vehicles, growth trends, and ratios between licensed drivers, the general population, and the increasing number of vehicles on American roads. Overall passenger vehicles have been outnumbering licensed drivers since 1972 at an ever increasing rate, while light trucks and vehicles manufactured by foreign marques have gained a larger share of the automotive market in the United States. In 2001, 90% of Americans drove to work in cars. New York City is the only locality in the country where more than half of all households do not own a car (the figure is even higher in Manhattan, over 75%; nationally, the rate is 8%).

According to the US Bureau of Transit Statistics for 2004 there are 243,023,485 registered passenger vehicles in the US. Out of these roughly 243 million vehicles, 136,430,651 (56.13%) were classified as cars, while 91,845,327 (37.79%) were classified as “Other 2 axle, 4 tire vehicles,” presumably SUVs and pick-up trucks. Yet another 6,161,028 (2.53%) were classified as vehicles with 2 axles and 6 tires and 2,010,335 (0.82%) were classified as “Truck, combination.” There were approximately 5,780,870 motorcycles in the US in 2004, which accounts for 2.37% of all registered passenger vehicles.
According to cumulative data by the Federal Highway Administration (FHA) the number of motor vehicles has also increased steadily since 1960, only stagnating once in 1997 and declining from 1990 to 1991. Otherwise the number of motor vehicles has been rising by an estimated 3.69 million each year since 1960 with the largest annual growth between 1998 and 1999 as well as between 2000 and 2001 when the number of motor vehicles in the United States increased by eight million. Since the study by the FHA the number of vehicles has increased by approximately eleven million, one of the largest recorded increases. The largest percentage increase was between the years of 1972 and 1973 when the number of cars increased by 5.88%.

Age of vehicles in operation
In the year 2001, the National Automobile Dealers Association conducted a study revealing the average age of vehicles in operation in the US. The study found that of vehicles in operation in the US, 38.3% were older than ten years, 22.3% were between seven and ten years old, 25.8% were between three and six years old and 13.5% were less than two years old. According to this study the majority of vehicles, 60.6%, of vehicles were older than seven years in 2001. This relatively high age of automobiles in the US might be explained through gradually declining sales figures since 1998.
The median and mean age of automobiles has steadily increased since 1969. In 2005 the overall median age for automobiles was 8.9 years, a significant increase over 1990 when the median age of vehicles in operation in the US was 6.5 years and 1969 when the mean age for automobiles was 5.1 years. Of all body styles, pick-up trucks had the highest mean age (9.4 years), followed by cars with a mean age of 8.4 years and van with a mean age of 7.0 years. As SUVs are part of a relatively new consumer trend originating mostly in the 1990s, SUVs had the lowest mean age of any body style in the US (6.1 years). The average recreational vehicle was even older with a mean age of 12.5. The mean age has increased continuously for all body styles from 1969 to 2005.

Sales
In the year 2004, 7,505,932 passengers cars were sold in the United States according to the US Department of Transportation. This figure “Includes domestic and imported vehicles.” (Department of Transportation) The number of vehicles sold in the US has been decreasing at a gradual yet continuous rate since 1999, when nearly 8.7 million vehicles were sold in the US. Looking back at history however, reveals that such decline is only part of normal market trends and most likely only a temporary affair. Overall, 1985 was a record year with cars sales totaling just over eleven million. While imports have been gaining ground in terms of units sold during the 2000s and have regained roughly the same market share they held in 1992, the sales of domestic vehicles are still more than double those of imported vehicles. It should be noted however that the US Bureau of Transportation Statistics “Includes cars produced in Canada and Mexico” as domestic vehicles as both countries are part of the North American Free Trade Agreement (NAFTA). In 2004 the sales of vehicles made in NAFTA states totaled 5.4 million, while the sale of imported vehicles totaled 2.1 million. 798,000 vehicles were imported from Japan, making it the greatest exporter of vehicles to the US. Germany was the second largest exporter of vehicles to the US, with 542,000 units exported to the US in 2004. Imports from all other nations, except Germany and Japan, totaled 809,000.

Pricing

Full-size SUVs such as the Chevrolet Suburban had an average sticker price of $42k, but were sold for an average 22% discount, bringing the net price down to $33k. Overall, large non-luxury SUVs featured the largest discounts in the SUV segment (Edmunds.com).
In July 2004, Edmunds.com published a report stating that the average sticker price on a vehicle sold in the United States was $29,746. However, in the US, passenger vehicles are commonly sold at considerable discounts and customers rarely pay the sticker price or MSRP (Manufacturer’s Suggested Retail Price). The discount is commonly determined by the company’s marketing strategies and tends to be larger the slower selling a vehicle is. Due to what many American consumers have perceived as a declining quality among the automobiles manufactured by the “Big Three” and large fixed labor and capital costs, discounts tend to be larger on domestic vehicles. In 2003 the average discount on a domestic vehicle was 20.6% below MSRP. For Japanese and Korean vehicles the average discount was 10% and 12.8%. The lowest discounts were given on vehicles from European manufacturers, where the average discount was 7.7% below MSRP. Overall, the average discount in July 2004 was $4,982 (16.8%), meaning that while the average MSRP was almost $30,000, the average buyer of a new car paid only $24,764.[9] Dr. Jane Liu, the Vice President of Data Analysis for Edmunds.com further stated that, “New models are being introduced at higher price points, but the competitiveness of the market is dramatically pushing down net prices, resulting in a record average discount.” The lowest discounts among all car segments were given on luxury SUVs, where buyers received an average 10% discount, resulting in a $43,725 net price, versus the sticker price of $48,586.
Fuel economy

A Hummer H2, with an estimated fuel economy of 9 miles per gallon, is often criticized by environmentalist groups for its abysmal fuel economy.

A Toyota Prius Hybrid, features an EPA fuel economy rating of 55 miles per gallon (45% above national average). It was recently named the most fuel efficient vehicle in the United States by the Sierra Club, and has been cited as an example by environmentalists and celebrities to make a statement in favor of more fuel efficient vehicles.
The American automobile industry became notorious for the manufacture of gas guzzlers during the 1960s and 1970s when fuel prices and consumer awareness concerning fuel economy were at an all-time low. In the 1960s and 1970s, American-made cars took on enormous proportions as consumers placed their emphasis on comfort, power and style. Large sedans from this era came to be known as land yachts, often rivaling today’s largest pick-up trucks in terms of length and width. In 1977, the Lincoln Continental Mark V was reviewed by the German automobile magazine, auto motor und sport and still holds the record for the worst fuel economy of any vehicle ever tested by the magazine with an average of seven miles to the gallon.
Following the oil crisis of the early 1970s, however, smaller vehicles, often imported from Japan, became more and more popular with the American public as these vehicles featured better fuel economy ratings. In the late 1970s, the US government passed minimum fuel economy standards and in the 1980s American automobile manufacturers drastically downsized their cars, only a few vehicles, such as those using the Ford Panther platform retained their over-sized glory. The downsizing did, however, backfire in some cases. After downsizing nearly the entire Cadillac line-up in the late 1980s, General Motors scrambled to save its most prestigious marques. Many American manufacturers again increased the size of their vehicles in the 1990s, while better technology allowed for better fuel economy ratings among sedans.
According to the United States Department of Transportation, the average motor vehicle, including light trucks, in the US had a fuel economy rating of 17.1 miles a gallon or 13.8 liters per 100 kilometers. The average fuel economy for passenger vehicles in the United States has remained stagnant throughout the 1990s and 2000s, peaking in 2001 and 2004. Overall, the past decade has seen the slowest increase in fuel economy since 1960, with fuel economy increasing from 16.4 miles a gallon in 1990 to 17.1 miles a gallon today. This is in contrast to the 1980s when the average fuel economy improved somewhat more significantly from 13.3 miles a gallon in 1980 to 16.4 miles a gallon in 1990. The lackluster increase in fuel economy during the 1990s is largely due to the rising popularity of Sport Utility Vehicles (SUVs), whose status as light trucks gains them exception from the fuel economy restrictions placed on sedans and other cars. According to the Sierra Club “In 1997 all three US automakers violated CAFE standards for light trucks.” The Sierra Club is one of many environmental organizations who warn of the low fuel economy of SUV and hold these vehicles largely responsible for the low average fuel economy of vehicles in the United States.

Average fuel economy in miles per gallon according to the US Department of Transportation.

Year 1960 1965 1970 1975 1980 1985 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
MPG 12.4 12.5 12.0 12.2 13.3 14.6 16.4 16.9 16.9 16.7 16.7 16.8 16.9 17.0 16.9 16.7 16.9 17.1 16.9 17.0 17.1
L/100 km 19.0 18.8 19.6 19.3 17.7 16.1 14.3 13.9 13.9 14.1 14.1 14.0 13.9 13.8 13.9 14.1 13.9 13.7 13.9 13.8 13.7
Vehicle and population ratios since 1960
Year Population Drivers Motor
vehicles Increase
in vehicles % Growth
1960 180 87 74 N/A N/A
1961 183 89 76 2 +2.72
1962 186 91 79 2 +2.63
1963 188 94 83 3 +3.79
1964 191 95 86 3 +3.61
1965 194 99 90 4 +4.65
1966 196 101 94 4 +4.44
1967 197 103 97 3 +3.19
1968 199 105 101 4 +4.12
1969 201 108 105 4 +3.96
1970 204 112 108 3 +2.85
1971 207 114 113 5 +4.62
1972 209 118 119 6 +5.30
1973 211 122 126 7 +5.88
1974 213 125 130 4 +3.17
1975 215 130 133 3 +2.30
1976 218 134 139 6 +4.51
1977 220 138 142 3 +2.15
1978 222 141 148 6 +4.22
1979 225 143 152 4 +2.70
1980 227 145 156 4 +2.63
1981 230 147 158 2 +1.28
1982 232 150 160 2 +1.26
1983 234 154 164 4 +2.50
1984 236 155 166 2 +1.21
1985 239 157 172 6 +3.61
1986 241 159 176 4 +2.32
1987 243 161 179 3 +1.70
1988 246 163 184 5 +2.79
1989 248 166 187 3 +1.63
1990 248 167 189 2 +1.01
1991 252 169 188 -1 -0.52
1992 255 173 190 2 +1.06
1993 258 173 194 4 +2.10
1994 260 175 198 4 +2.06
1995 263 177 202 4 +2.02
1996 265 180 206 4 +1.98
1997 268 183 208 4 +1.94
1998 270 185 208 0 +/-0
1999 273 187 216 8 +3.84
2000 281 191 218 2 +0.92
2001 281 191 226 8 +3.66
2002 288 195 230 4 +1.76
2003 291 196 231 1 +0.43
All numbers in millions;

SOURCE: US Department of Transportation
Since 1960, the number of passenger vehicles has steadily risen, and since 1972 has exceeded the number of licensed drivers. Considering the population in the United States of 293,655,404 during the 2004 economic survey,[14] there is one passenger vehicles for every 1.20 persons in the United States, meaning that there are 833.34 passenger vehicles for every 1,000 Americans. According to the Federal Highway Administration there were an estimated 196 million licensed drivers in the United States in the year 2003. Considering the slightly lower number of motor vehicles for 2003, there were an estimated 1.17 motor vehicles per licensed driver, meaning that there are more vehicles than drivers in the US, with vehicles outnumbering drivers 1.2 to one.
The number of motor vehicles in the US has risen by 157 million (212.16%) since 1960, while the population of licensed drivers grew by 109 million (125.28%). Between 1971 and 1972, the number of motor vehicles in the US increased by four million, a record at the time. Since then, the gap between the number of cars and drivers has continuously risen. While in 1972 there were only one million more motor vehicles than drivers, cars outnumber drivers by 35 million in 2003. This means that while there were 0.84% more motor vehicles than drivers in 1972, there are now 17.85% more vehicles than drivers.

Body style and size
Mainstream mid-size sedans such as the Toyota Camry or Ford Taurus are often perceived to be the typical and most common body style in the United States. While mid-size sedans are indeed among the country’s best selling vehicles, pick-up trucks currently hold the top positions, rivaling sedans in the terms of total numbers sold. In the year 2006, the best selling models were the Ford F Series with 796,039 units sold and the Chevrolet Silverado with 636,069 units sold. The Toyota Camry, Dodge Ram, and Honda Accord held the next three positions as the best selling cars

Manufacturing

The Mercury Milan, despite being manufactured in Mexico, is still considered a domestic vehicle.

The Saab 9-7X, despite being manufactured in the US by GM, is still considered an import vehicle.
The US was the largest producer of vehicles in the world in 2003, followed by Japan and Germany. While most vehicles sold in the US were manufactured by the Big Three, foreign corporations such as Japan’s Toyota Motor Company have starting manufacturing in the US and are now an integrated part of the US automobile industry. According to many sources, the extended US operations of foreign based companies now rival those of American automobile manufacturers. For example, Toyota Motor Company now operates twelve manufacturing plants in the US, producing 1.55 million vehicles, 61.66% of the roughly 2.5 million vehicles the company sells in the US each year.
A wide variety of vehicles are manufactured in the United States, from compacts to full-size luxury vehicles. The American automobile industry itself is probably best known for the manufacture of large cars, leading to the common public perception of American cars being larger than those from other countries and making the US well known for the production of so called land yachts. Currently, light trucks (including SUVs) of all sizes and full-sized sedans constitute the majority of vehicles made by workers of the United Auto Workers union (UAW).] The Lincoln Town Car is currently the most expensive and largest car made in the US by an American manufacturer, while the Cadillac Escalade ESV Platinum is the most expensive SUV (This title used to held by the Hummer H1 until it was cancelled in May 2006). The largest passenger vehicle currently produced in the United States is the Dodge Ram Extended Cab.

Domestic vehicles
While the denotation of domestic vehicle includes all vehicles made in the United States, the term Domestic vehicle in the United States is usually only applied to vehicles made by the “Big Three” and their traditional marques. The term domestic vehicle does not include vehicles sold under marques who used to be headquartered outside the United States and are now owned by the Ford Motor Company or General Motors. Ironically, vehicles made outside the US by the traditional marques of the “Big Three” are considered to be domestic vehicles, while vehicles made inside the US by foreign manufacturers are not considered domestic, but rather import vehicles.

The Mercedes-Benz R-Class is one of many vehicles that is marketed as an import vehicle due to the national origin of its manufacturer, yet is manufactured in the United States.
Import vehicles
As with the term domestic vehicles, there is a legal definition for import vehicles but popular usage of the term, and popular views of what constitutes an “import” vehicle, vary widely.
For the purposes of Federal regulations, such as Corporate Average Fuel Economy (CAFE) and the American Automobile Labeling Act of 1994 (AALA), vehicles produced in the United States, regardless of brand, are considered “domestic”, while vehicles produced outside the United States are considered “imported”.
However, many Americans view a Toyota vehicle made in Kentucky, or a Mercedes-Benz vehicle made in Alabama as an “import”, while others view a Pontiac vehicle made in Australia as a “domestic” vehicle. This perception is due to the respective brands’ longstanding association with their parent countries: Toyota with Japan, Mercedes-Benz with Germany and Pontiac with the United States.

The country of origin of any particular vehicle can be easily determined:
• The AALA requires that passenger vehicles manufactured after October 1, 1994 must have labels specifying their percentage value of U.S./Canadian parts content, the country of assembly, and countries of origin of the engine and transmission. These are typically part of, or adjacent, to the vehicle’s Monroney Label.
• Each vehicle sold in the United States carries a Vehicle Identification Number, as required by NHTSA regulation — Title 49, Part 565 of the U.S. Code. The VIN identifies the vehicle’s country of manufacture, and the company responsible for its production. Vehicles manufactured in the United States have VINs beginning with the numbers 1, 4, and 5 — regardless of where the company is based. Thus, a Toyota Camry made in the U.S. will have a 1, 4 or 5 at the start of its VIN, while one imported from Japan will begin with the letter J.
In the year 2000, according to an article in the magazine Motor BMW attempted to label its “X5″ Sport Utility Vehicle, made in Spartanburg, South Carolina with a VIN beginning with the letter W — indicating the vehicle was made in Germany. A spokesman for the Society of Automotive Engineers, the agency responsible for assigning the three-digit “World Manufacturer Identifier” that begins the VIN label, was quoted as saying “We assign (codes) according to the dirt the plant’s built on, not the headquarters of the company.”
The Big Three
“The Big Three” refers to the three largest automobile manufacturers headquartered in the United States. While there have been roughly 1,800 car manufacturers in the US over the course of the 20th century, only three large corporations with considerable sales numbers were left by the 1980s. The terms is applied to General Motors, the Ford Motor Company, and the Chrysler Corporation.
General Motors

The Renaissance Center in downtown Detroit serves as the global headquarters of General Motors.
See General Motors for a complete overview of the corporation

General Motors is the largest automobile manufacturer in the United States and the world. GM is headquartered at the Renaissance Center in downtown Detroit, employs approximately 327,000 people, sold 9.17 million cars world-wide, and had a $192.6 billion revenue for the year 2005. The corporation sells its vehicles in the United States under the following divisions and subsidiaries:
• Buick
• Cadillac
• Chevrolet
• GMC
• Hummer
• Pontiac
• Saab
• Saturn

Ford Motor Company

A Ford assembly line in 1913, ten years after the company was founded in 1903.
See Ford Motor Company for a complete overview of the corporation

The Ford Motor Company (FoMoCo) was founded in 1904 by Henry Ford, and is America’s second largest and the world’s third largest vehicle manufacturer according to total sales volume. In 2005, the Ford Motor Company had a total revenue of $178.1 billion. The corporation sells vehicles under the following brand names and subsidiaries:
• Aston Martin (Ford retains a roughly 7.7% stake[27])
• Ford
• Jaguar (also has the rights to the Daimler brand in some markets)
• Land Rover (both Land Rover and Jaguar were sold in 2008 to Tata Motors)
• Lincoln
• Mazda
• Mercury
•

Chrysler

The Chrysler 300 has become one of the best selling American sedans and has marked Chrysler’s revival, according to many critics.
See Chrysler for more detailed description

Formed in 1925 by Walter Percy Chrysler, the Chrysler Corporation has since been one of the most important American automobile manufacturers, consistently ranking as the third-biggest for most of the post-war period.
In 1998, the Chrysler Corporation officially merged with Daimler-Benz of Germany, into a new entity, DaimlerChrysler (DCX), which is headquartered both in Stuttgart, Germany and Auburn Hills, Michigan (where the pre-merger headquarters of DaimlerBenz and Chrysler, respectively, were located). This raised a dispute on whether Chrysler (or, more specifically, the Chrysler Group within DCX, which consists of most former Chrysler Corporation operations and is headquartered in Auburn Hills) can still be seen as a domestic manufacturer. Nevertheless, the term “Big Three” still applied. Chrysler is once again an independent American corporation as of 2007.
In 2005, the Chrysler Group employed 83,130 people and sold 2.83 million vehicles globally, generating $57.4 billion in revenue. Chrysler manufactures and sells vehicles under the following brands:
• Chrysler
• Dodge
• Jeep
Other automakers with manufacturing operations in United States

The best-selling passenger car in the United States is not one from the Big Three, but the Toyota Camry, although it is also manufactured in the US
BMW
See BMW AG for a complete overview of the corporation
BMW opened its American manufacturing plant in Spartanburg, South Carolina in 1994, to manufacture the Z3 roadster, later replaced by the Z4 model. Since 2000, the plant also manufactures the X5 SUV. All those models are made exclusively at Spartanburg for both the domestic market and worldwide exports (not counting CKD operations in some countries).

Honda
See Honda for a complete overview of the corporation
Honda was the first Japanese automaker to build a factory in the United States. Following the success of the Accord, the company opened a new plant in Marysville, Ohio in 1982 to assemble the model, which went on to become the most popular car in the US in 1989. Honda expanded their operations and the scope of models manufactured in the US, building the Anna engine plant and East Liberty automobile assembly plant, and in 2001 opening Honda Manufacturing of Alabama in Lincoln. Most models sold under the Honda and Acura brands in North America are currently manufactured in either the U.S. or Canada. Others, such as the Honda Fit, Honda S2000, Acura TSX, and Acura RL, are imported from Japan. Some vehicles, such as the older CR-V (in the eastern United States) and the Civic SI hatchback, were imported from the UK. Some Accord passenger cars were imported from Mexico in the early 2000s.

Hyundai
See Hyundai Motor Manufacturing Alabama for more detailed description
Hyundai Motor Company started manufacturing in the United States in 2005, when their plant in Montgomery, Alabama started the production of the Sonata sedan. It was joined in 2006 by the new Santa Fe SUV.

Mazda
See AutoAlliance International for more detailed description
Ford Motor Company and Mazda Motor Corporation jointly operate an automobile assembly plant in Michigan that currently produces the Mazda6 and the Ford Mustang.

Mercedes-Benz
See Mercedes-Benz U.S. International for more detailed description
In 1997, a year before the merger of Damiler-Benz and Chrysler, the former Daimler-Benz followed the steps of their Bavarian competitor and opened a plant in Tuscaloosa County, Alabama, to serve as a worldwide production location for the new M-Class. The M-Class has since then been replaced by a new generation and joined by the new R-Class and GL-Class, also manufactured exclusively in Alabama.

Mitsubishi Motors Corporation
See Diamond-Star Motors for more detailed description
Mitsubishi Motors entered the American market through a long-standing partnership with Chrysler Corporation, and later this partnership was extended into a 50/50 joint venture manufacturing operation named Diamond-Star Motors (DSM) in Normal, Illinois. In 1991, Mitsubishi took over Chrysler’s share in DSM and in 1995 renamed it Mitsubishi Motors North America, Inc. (MMNA) Manufacturing Division. The plant has produced a number of Mitsubishi models and their Chrysler, Dodge, Plymouth and Eagle derivatives, and currently manufactures vehicles based on the American-designed PS platform – the Galant, Eclipse and Endeavor. Manufacturing of related Chrysler-branded vehicles was taken over by Chrysler Group, and while other related Mitsubishi vehicles are sold worldwide.

Nissan
See Nissan Motors for a complete overview of the corporation
Nissan opened their first factory in the 1980s in Smyrna, Tennessee, joined in the new millennium by another plant in Canton, Mississippi. Most models sold under the Nissan brand in United States, as well as Infiniti QX56, are currently manufactured there – contrary to Toyota or Honda, the company does not have any manufacturing operation in Canada. However, Nissan maintains manufacturing operations in Mexico, from which its smaller U.S.-market cars are imported from. Most North American models are specific to this market, although some models, like the Murano and Quest, are exported to other continents.

Subaru
See Subaru of Indiana Automotive, Inc. for more detailed description
Subaru teamed up with fellow Japanese manufacturer Isuzu, forming a joint-venture called Subaru Isuzu Automotive to build and operate a manufacturing plant in Lafayette, Indiana. The plant made Subaru cars and Isuzu SUVs mostly for the American market until 2003, when Isuzu, facing faltering sales in America, decided to quit the venture selling their share to Subaru for $1. The plant continued to build Isuzu Rodeos under contract until the end of that vehicle’s production run. From then on, the production was limited to Subaru models such as Legacy and its derivatives Outback and Baja, as well as the new B9 Tribeca. The two latter models are only built in Indiana for all markets where they are sold. After Toyota acquired a stake in Fuji Heavy Industries, the parent company of Subaru, it shifted some of the Toyota Camry production to the Lafayette plant.

Toyota Motor Corporation

See Toyota Motor Manufacturing North America for more detailed description
Toyota’s first foray into automobile manufacturing in the United States was NUMMI, a joint venture with General Motors based on the latter’s production facility in California, which started in 1984 and has been manufacturing Toyota models and their versions branded as Geo, Chevrolet and Pontiac. Toyota went on to establish a number of wholly owned plants in states such as Kentucky, Indiana, California, West Virginia and Alabama, as well as in Canada. It does not, however, operate a plant in Mexico. More than half of Toyota-branded vehicles sold in the United States come from American plants. Conversely, all Scions are imported from Japan. Lexus-branded models are imported from Japan or Canada (RX only).

Truth is Hummer claims that this vehicle is manufactured by Geiger in Germany. Quit Building Small Cars — All small cars built by GM should rely on imports. 5-cylinder engine developing 220 hp, it would seem to be considered otherwise GM will be relegated to operating as a midsized SUV. If you are expecting.

Few trucks attract as much attention rolling down the highway as the Hummer H2. Its large size and U.S. military Humvee-inspired styling make it stand out like a sweaty heavyweight prizefighter attending a Friday-night knitting class. It’s also extremely capable when taken off-road and easy to customize with factory options and dealer accessories. When examined solely in terms of these qualities, the H2 seems like a stellar pick for an SUV.

Unfortunately, it’s burdened with some design flaws that make it ill-suited for everyday use. Though smaller than the original Hummer, it’s still quite bulky and heavy. This poses a problem on many fronts, from the obvious sap on fuel mileage to the more mundane trickiness of trying to parallel park or drive into a low-slung parking garage entrance. The truck also suffers from a less-than-competitive amount of cargo space, a short list of luxury features and mediocre interior materials.

For the right type of buyer, the Hummer H2’s strengths will outweigh its negatives. Those with a true need for Herculean off-road ability in open terrain or for towing a rolling billboard for a small business will find it endearing. For everyone else, our editors believe there are better choices available for a large, luxury-oriented SUV.

The Hummer H2 is a large SUV. Its creation came about as a desire by Hummer and parent company General Motors to offer something a bit more practical than the exotic H1. Though the H2 unmistakably apes its bigger brother in terms of styling, a significant amount of its hardware comes from other GM truck products.

Underneath the hood are a 6.0-liter V8 and a four-speed automatic transmission. Power is directed to the truck’s meaty tires through a full-time dual-range transfer case. Advanced features include a driver-selectable rear differential locker and a drive-by-wire throttle setup that changes sensitivity when low-range gearing is selected.

Through our Hummer H2 reviews, we’ve found that this vehicle has few equals when taken off-road. Thanks to nearly 10 inches of ground clearance, 42-degree approach and 38-degree departure angles, generous wheel travel and a protected underbody, it can roll over just about any type of terrain without getting stuck or taking damage. On tight trails, however, the vehicle can be difficult to maneuver as its body is quite wide.

In urban environments, such as densely packed highways, the H2’s size is also a liability. Its tall height also creates large blind spots and prevents it from being parked in some garages. Inside, the H2 offers comfortable seating for five passengers. An additional third-row seat is also available. Compared to other top large luxury SUVs, however, it is more difficult to enter and exit and is lacking in overall cargo room and interior materials quality.

Current H2 owners do comment negatively about these aspects, but they also tend to say that they are happy with their vehicles overall. They are keen on the security and comfort that the truck provides when driven on poorly maintained roads or rough terrain. They also defend the H2’s dismal fuel mileage, noting that it’s similar to other large SUVs or 2500-series pickups and more than made up for by the truck’s style, capabilities and customization potential.

The Hummer H2 has been on sale since its introduction for the 2003 model year and is still in its first generation. Because little has changed since then in terms of features or hardware, potential buyers of a used model can focus mainly on the condition and price of the vehicle rather than the specific year.

Nowhere in the vehicular universe does that statement apply more than when in reference to the Hummer H1. Originally designed strictly for military use, this absolutely massive four-wheel-drive utility vehicle earned its 15 minutes of fame as a civilian conveyance when it became the ride of choice among Hollywood celebrities and professional athletes who thought it oh-so-chic to pilot the ultimate ruff-and-tuff image machine.

But the Hummer’s early days were anything but glamorous. When the Army decided in the early 1980s that it needed a new go-anywhere vehicle, it held a design contest. AM General won the contest and the contract. The result was AM’s High Mobility Multipurpose Wheeled Vehicle, or HMMWV, which became known simply as the Humvee. Production started in January 1985.

Boasting 16 inches of ground clearance as well as super-aggressive approach and departure angles, the Humvee could clamber over a 22-inch-high obstacle, handle a 60 percent grade and wade through up to 30 inches of water.

After getting television exposure during its heroic performance in the “first” Gulf War, the Humvee struck a warm, fuzzy chord with the general public. So much so that AM General decided to introduce a civilian version for 1992 that was officially called the Hummer. Arnold Schwarzenegger, famously intrigued by this four-wheeled equivalent of his indestructible Terminator character, amassed a small collection. In 1999, General Motors bought the rights to the Hummer brand name and renamed the brute the H1.

All Hummers had the same basic four-door body that was available with a choice of tops: hardtop, slantback, soft top and wagon top. At 101 inches wide and weighing more than 7,000 pounds, a Hummer was nearly 3 feet wider than a compact car and weighed more than two midsize family cars. Nearly all were powered by a General Motors 6.2- or 6.5-liter V8 engine available in diesel or turbodiesel form. A 5.7-liter gasoline-fueled V8 was available for a few years (1995-’97), but was axed as it was overtaxed by the Hummer’s great weight. Regardless of engine, all Hummers had an automatic transmission (either a three- or four-speed depending on the year) sending power to all four wheels. An onboard tire-inflation system allowed the tires to be “aired down” for serious rock crawling and then pumped back up before hitting the pavement.

Although incredibly capable on rough terrain, a Hummer H1 is not something you’d want to use as daily transportation on blacktop. The massive dimensions make maneuvering in city traffic — not to mention parking — a nightmare. Performance is sluggish — the H1’s 0-60-mph performance, at over 16 seconds, is nearly twice as slow as some economy cars and only marginally quicker than the Columbia Glacier. Lastly, the cabin is about as luxurious as a postal truck’s, and with the tucked-up driveline components taking up valuable passenger space, the seats are comically small.

The final year of the Hummer H1 was 2005, though it actually continued one more year as the H1 Alpha. This model boasted a number of changes under the skin that made the beast the best it had ever been. But by this time, the Hummer’s price tag was upwards of $100,000, diesel cost more than $3 a gallon and most people were no longer interested in posing as hard-core military personnel on a covert operation to the shopping mall.

Although most Hummers (pre-H1 and H1 alike) are visually identical, the 1996-2005 versions are most similar beneath the macho bodywork. For ‘96, a 6.5-liter diesel V8 replaced the former 6.2-liter engine and offered 170 horsepower to the 6.2’s 150. But more importantly, a turbocharged version of the 6.5-liter was available too, which furnished 195 hp and 430 pound-feet of torque. A 5.7-liter gas V8 was also available for 1996 and ‘97, but it wasn’t a match for the heavy Hummer. Active safety was greatly increased for 1999 via the adoption of antilock brakes and traction control.

The new millennium saw the debut of the slantback model and the option of a CD changer, while 2001 brought a revamped gauge cluster, rear armrests and optional 17-inch alloy wheels. A 10th-anniversary package, complete with badges, marked 2002, as did a new steering wheel and more legroom for front passengers. An electronically locking rear differential became available for 2003, as did a 12-CD changer. The 6.5 turbodiesel picked up 10 hp and 10 lb-ft for 2004. The last Hummer H1 rolled out in 2005, replaced the following year by the more powerful H1 Alpha, which itself lasted just the single year.

Produced from 1992-’95, nearly all the earlier Hummers were powered by a standard 6.2-liter diesel engine (a 5.7-liter gas engine powered some ’95s) and had minimal changes during its first four model years. These were even more lackluster performers than the later versions, as they didn’t benefit from the option of turbodiesel power or a 4th gear for the automatic transmission.

Hammer H1. Very nice…

However there is a new Hummer H3 coming out next year, the Hummer H3 Alpha, powered by an engine more suited to the Hummer image, the 5.3L V8 engine puts out 224 kW and 438 Nm.