The 2008 Hummer H2 offers on-road performance that is on par with other full-size, truck-based SUVs, and off-road performance that has few equals. Once lambasted for being slow, the H2 gets mostly positive performance reviews, thanks to a stronger power plant. "The big engine makes a big difference

The H2 would be comfortable during a cross-country trip and isn't difficult to drive in congested traffic, as long as its driver keeps in mind that it is very big, high and extremely wide." The Hummer H2 offers a pleasant driving experience but never lets the driver forget that it is a large and heavy SUV. Automobile Magazine says the H2's "prime on-road objective was safe and predictable handling" and that "on Utah's scenic byways, the behavior of the giant land crab was both benign and uninspiring." The Flint Journal says "the ride is not Cadillac smooth and it doesn't corner like a Chevy Corvette, but its ride and handling are pretty good for a big four-wheel-drive SUV."

In the 2008 H2, says the Fort Worth Star-Telegram, "Power has been increased significantly." The new H2 comes standard with a 6.2-liter Vortec V8 engine that produces 393 horsepower and 415 pound-feet of torque -- an improvement over last year's 320 hp and 365 pound-feet of torque. Though the engine is stout and strong, the H2 is heavy. Since some reviews, including Edmunds, found the previous V8 "sluggish at highway speeds," The power boost is a welcome improvement. The Chicago Sun-Times reports, "The 6.2-liter all-aluminum small-block V-8 (393 horsepower) with 415 pound-feet of torque is a 20 percent upgrade over last year's model." Car and Driver applauds the engine for taking two seconds off the H2's 0-to-60 time and because "it sounds great. Not quite as great as it does in the Escalade, where the burble somehow makes it to the driver's eardrums more vividly, but splendid nonetheless." Consumer Guide is pleased with the new engine, noting, "Acceleration is fairly brisk around town and strong at highway speeds. Hummer estimates an 8.0 second 0-60 time, which feels accurate to us." Still, Motor Trend disagrees, saying the H2's " gargantuan proportions are an affront to the wind too (affrontal area?), meaning that even with a 393-horsepower, 415-pound-foot 6.2-liter V-8 laboring away under the hood, this crazy blunderbuss can't maintain normal highway speeds in Detroit (10 over the posted 70 mph limit) without frequently dropping from sixth to fifth gear."

Mated to the V8 is the Hummer's new six-speed automatic transmission, which replaces last year's four-speed. The six-speed is a welcome change. The Chicago Sun-Times calls it "sheer brilliance" and reports "My tester last year had a four-speed, and it struggled at times to deliver acceleration when I needed it." No such troubles were reported with the new transmission, and many reviewers like that it adds to the H2's already strong off-road abilities. Cars.com says, "Along with the additional gears comes a sequential-shifting control on the gear selector and a wider overall range of gear ratios, resulting in a lower crawl ratio for off-roading." Finally, Car and Driver points out "the meatier powertrain also helps the Hummer when it comes to towing trailers up to 8000 pounds, an increase of 1500 pounds over last year's model"

Because of the H2's weight, it is exempt from Environmental Protection Agency fuel economy estimates. Surprisingly, however, GM reports that even with a bigger engine, the H2's fuel economy is actually improved. Car and Driver calls this "the crazy part: Hummer claims that fuel economy has actually improved by 10 percent." The improvement is largely credited to the new six-speed transmission. Still, the Chicago Sun-Times says "Let's be clear about one thing: Hummers like to eat, and what they eat is gasoline. There's a reason the EPA classifies it as a full-size sport utility." Car and Driver predicts "the H2 likely won't be able to claw its way out of the low-to-mid teens in terms of real-world fuel economy."

Despite its truck background, the H2 provides a comfortable on-road ride, but Edmunds says, the H2 "is not exactly a prime choice for around-town errands. Unless, of course, your errands happen to include overcoming fallen tree trunks, crawling over boulders or fording 24 inches of river water." Though its fuel economy and size to make it less-than-practical around town, the "H2's ride doesn't beat you up," says Motor Trend. AutoWeek adds, "The drive quality is surprisingly smooth and steady, making this big hunk of truck easier to drive than its appearance might suggest."

The reason the H2 has such a surprisingly comfortable ride for a heavy, off-road vehicle is its suspension. "Progressive-rate rear coil springs and high-pressure gas monotube shocks take much of the credit here," says Motor Trend. The standard suspension in the front is an independent setup with torsion bars, 46-mm monotube gas-charged shocks and a 36-mm stabilizer bar. Standard rear suspension is a five-link variable coil spring setup with 46-mm monotube gas-charged shocks and a 30-mm stabilizer bar. Though the standard suspension shares many components with GM trucks, Edmunds notes that "key suspension components were beefed up to handle the additional demands of severe off-road duty, while a special frame design in front isolates the front axle for less vibration and noise in the cabin."

The H2 steering is also fine for its size. "It ain't light on its feet!" says Motor Week, adding, "But steering feel from the variable ratio, recirculating ball steering unit is light and progressive with a good deal of feedback." Still, the H2 isn't perfect. "It can be difficult to park, and driver visibility is not the greatest," reports the Flint Journal. MSN also found the H2 difficult to maneuver in small spaces. "I found myself needing to back up, pull forward, and repeat, in order to get maneuvered out of a tight turn off-road," it says. Consumer Guide says maneuverability is hampered by the H2's "jumbo 43.5-ft turning circle."

On the road, Automobile Magazine notes that "although the H2 doesn't fall apart when pushed, it understeers clumsily at the limit despite a 40/60 percent front/rear torque split, and its brakes fade quickly. Body roll is, as you might expect, significant." Automobile.com summed up problems with the H2 on-road, saying, "If you're looking for Acura MDX or BMW X5 handling keep driving."

When a vehicle weighs 6,400 pounds, it has to have good stopping power, and the 2008 Hummer H2 doesn't disappoint. Cars.com reports "Hummer has upgraded the antilock braking and traction control systems, though, which ensure mobility even if the differentials aren't locked. The main improvement is the ABS's ability to intuit what surface it's on and adjust its braking action accordingly." Four-wheel disc four-channel anti-lock brakes and dual piston calipers with dynamic rear proportioning stop the H2. Electronic Brake Assist is new for 2008. The H2 also uses engine braking to minimize brake fade, much like giant tractor-trailer trucks.

Though most reviewers think the majority of H2 buyers will never take the SUV off-road, they also agree that off-road is one area where the H2 really shines. The Fort Worth Star-Telegram says "it's hard to find a vehicle anywhere that can roll over rugged terrain the way an H2 can," while Edmunds argues "The H2's off-road capabilities are easily best-in-class, with lots of ground clearance, radical approach and departure angles, generous wheel articulation and ample tire grip."

For 2008, Cars.com says the H2's off-road capabilities "are the same: It can still climb a 60 percent grade, traverse a 40 percent side slope and ford water up to 24 inches. The ground clearance is 9.9 inches, but the H2 can climb steps or boulders 16 inches high." Car and Driver reports that the transmission "allows more flexibility in rock-crawling both in the form of a higher top speed in low range, as well as a lower crawl ratio in first." The Chicago Sun-Times adds, "The new transmission's tap up/tap down feature provides more control on grades and it offers automatic grade braking. It also improves off-road crawl ratio to approximately 39:1 -- an improvement of about 20 percent."

The H2 is such a strong off-road performer in part because of its military heritage (the H2 is based on the H1, which is a civilian version of the military's Humvee). The H2 follows in the Humvee's footsteps by arriving off-road with a full complement of rock-solid off-road components. Passengers are kept safe from the elements, and the H2 is kept in one piece, thanks to a welded, two-sided galvanized steel body. To avoid damaging key parts of the undercarriage, all components on the chassis are even with or above the frame rails. The H2 is also designed with steep approach and departure angles, which Car and Driver calls "spectacular," because they allowed Car and Driver to "basically nose straight up to a sheer wall of rock and then let the front wheels pull us up and over the top."

The only problem with the H2's design when off-road is poor visibility. A small, nearly upright windshield and small windows, coupled with a wide body, make a spotter a key accessory for tough rock crawling, many reviewers noted.

Along with the overall body and chassis design, the H2 brings excellent mechanical off-road equipment to the trail. The four-wheel-drive system has a setting for every off-road situation. 4 Hi Locked or 4 Low Locked sends equal power to the front and rear wheels, and the driver can choose to lock the rear wheels in a 50/50 power split. 4 Lo Locked is the preferred setting for slow rock crawling, providing maximum grip and low-range torque. Low-speed traction control (activated or deactivated at the push of a button) allows drivers to have controlled wheelspin to work its way through soft sand without losing stability and allows the H2 to soldier on even if only a single wheel has traction. The optional air suspension allows drivers to raise the SUV for additional ground clearance. Thanks to these systems, says Automobile Magazine, "Despite its considerable weight, width, and length, a standard-issue H2 can keep up with Rubicon-ready Jeep Wranglers and Land Rover Defenders, which is no small accomplishment."

The H2's suspension and tires also work hard off-road. The independent suspension in the front and five-link variable rate coil spring setup in the rear (both with 46-mm monotube gas-charged shocks and stabilizer bars) allow for maximum wheel articulation for the all-terrain LT315/OR17 tires. The tires were a particular favorite of reviewers, who found that they could climb up to 20 inches of vertical rock face with their impressive grip. MSN reports that "the test vehicle was so unperturbed by steep climbs up and down rock faces, I felt mostly like I was out for a slow Sunday drive."