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These machines have been produced since 1984 to the present day at the AM General plant in Mishoka, Indiana. Here, from 1992 to 2006, they produced the Hummer H1 – a civilian version of the Humvee, which had the same transmission and chassis, but a more comfortable interior and a choice of engines, including gasoline engines, which were never installed on the HMMWV. In 1999, the rights to the Hummer brand were sold to General Motors. The Hummer H2, which appeared in 2002, which later became popular with rappers in chains and pimps in furs, was produced in the same place, in Mishok, but technically it had nothing to do with Humvee – this is a car on a GMT820 trolley, purely gasoline and much more ” asphalt “.

The Hummer is easier to drive than you’d expect from a stern-looking monster. You can turn the steering wheel unusually small for such a car with a thin rim with just one hand. The hydraulic booster is configured correctly. Maneuvers in tight spaces and at low speeds are not like armwrestling competitions. At the same time, as the speed increases, there is no backlash in the steering wheel or the feeling that the steering wheel lives its own life. But controllability is specific and requires a “strategic” approach. At first, the H1 responds to the movement of the steering wheel with a quick tilt towards the turn. The maneuver itself takes place only a second later.

The hummer’s brakes are weird. From touching the left pedal (yes, there is no clutch, the H1 is equipped with an “automatic”), the body jerks back a little, starting to sway from the bow to the stern. This is a price to pay for the unusual arrangement of the brake discs. To reduce abrasive wear from road dirt, they are not located on the hubs, but on the axle shafts that go into the bowels of the frame.

Of course, there can be no talk of racing on the Hummer. “Yankee” famously breaks off due to the fact that the engine produces the maximum 394 Nm of thrust already starting from 1700 rpm, but that’s all. The Hummer won’t go too fast anyway. Even the top-end 300-strong H1 Alpha accelerates to “hundreds” over 14 seconds. It’s good that I don’t have a base H1 with a 6.2 diesel engine (150 hp, 340 Nm) and an old 3-speed “automatic”, but a 170-horsepower version with a 4-speed automatic transmission. But you still need to press on the gas pedal with a full stop, from the heart, putting up with the box, which changes gears with a noticeable delay. This is the only way to confidently keep the Hummer in the stream. True, overtaking in any case must be approached with a sober head.

The engine, gearbox, transfer case and propeller shafts are located above the frame side members plus are additionally protected by a steel tube shell. Cross-axle differentials have similar protection. All units have a centralized ventilation system. Breathers for gearboxes and gearboxes are connected by a single air line and connected to the engine snorkel. Against this backdrop, two fuel tanks, one for 95 liters, the other for 64 liters, are taken for granted. After that, you just don’t want to remember the banal H2 with its dependent rear suspension.