NO RESERVE! Safari Rack HEATED SEATS FRONT/REAR Bose Stereo BILLET WHEELS Loaded

2003 HUMMER H2

NO RESERVE6.0 VORTEC V8REAR SEAT DVD ENTERTAINMENT SYSTEMBOSE STEREOHEATED FRONT & REAR SEATSMEMORY SEATALL WHEEL DRIVE/FOUR WHEEL DRIVELED CAB LIGHTSBILLET REAR HATCH HANDLENEW REAR COIL SPRING/SHOCK CONVERSIONCALL 601-218-1223 FOR MORE INFO OR PRICING

WATCH THE VIDEO IN 720 HIGH DEF! WATCH TO THE END FOR THE TEST DRIVE!

Since you're already looking at this truck, you know what it is so we don't have to go through a big sales pitch. This is the Big Dog...2003 Hummer H2. It's got the big 6.0 Vortec V8 under the hood powering a full time AWD/4WD system that will take you anywhere you need to go! It's riding on a clean set of aftermarket Billet wheels wrapped in a good set of Nitto tires.

The body is arrow straight with no dents or dings and yes it's a Southern truck so NO RUST. We've done a few upgrades including a NEW 12" DVD rear entertainment system, LED cab lights, and billet rear hatch handle. The previous owner also spent some $ upgrading it with a big Safari rack that we're told cost over $1500 new plus it has a billet brush guard with KC highliters and yes they work.

This truck is loaded up with a Bose stereo system, heated seats front & rear, dual zone climate control, and more! The traction control has two settings for either on-road or off-road driving. It also has the optional rear window wiper as well as auto headlights and memory seats.

Don't let the 176k miles worry you, it has a perfect ride and drive! Fortunately for you, we removed the problematic rear air suspension and replaced it with a brand new set of coil springs & shocks so that's $1500 you don't have to worry about spending! Our mechanic has gone over everything to make sure it's in good shape & ready to make a trip. We would not hesitate to go ANYWHERE in this truck! Best of all, we got a great buy that we're passing along to you in the form of a NO RESERVE AUCTION. Bid to win because the high bidder will own this truck even if the final price is THOUSANDS BELOW the book value of nearly $16,000!!!

Values RoughTrade-In AverageTrade-In CleanTrade-In CleanRetail Base Price $9,500 $11,275 $12,750 $15,925 Mileage (176,886) -$300 -$300 -$300 -$300 Total Base Price $9,200 $10,975 $12,450 $15,625 Options: Towing/Camper Pkg $100 $100 $100 $125 Price with Options $9,300 $11,075 $12,550 $15,750 Hummer H2 ROAD TESTS GM's more dainty Hummer gets its knickers soiled down in Baja. Aug 2002Road Test

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

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

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

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

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

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

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

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

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

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

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

Hummer H2 GM's more dainty Hummer gets its knickers soiled down in Baja. Aug 2002 Road Test

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

The H2's 60/images/media/61/assets-image-020403163417jpg-photo-8646-s-inline-image.jpgimages/images/media/61/assets-image-020403163417jpg-photo-8646-s-inline-image.jpgmedia/images/media/61/assets-image-020403163417jpg-photo-8646-s-inline-image.jpg61/images/media/61/assets-image-020403163417jpg-photo-8646-s-inline-image.jpgassets-image-020403163416jpg-photo-8645-s-inline-image.jpg40 split-folding second row will easily handle a pair of six-footers, providing a bit more legroom than in a Tahoe and a huge 9.4 more inches than in an H1. The H2 has a single third-row jump seat sharing space next to the hulking full-size spare.

For Hall, the comfort and capability of the H2 are shocking, unbelievable improvements over the tough, rough-riding little CJ5 he and Larry Minor drove in the first Baja 1000, taking 32 hours to reach La Paz for a top-10 finish. "It was awful. If you weren't young and dumb, you couldn't have done it," he says.

Now, after decades of successful racing in Baja California, Hall is relying heavily on a remarkably accurate memory to find the old route. "I'm looking for the next road not to take," he regularly informs us. One afternoon, in a lonely valley rimmed by brown-baked mountains, he leads us into some silt beds, where the superfine particles flow around the vehicles and try unsuccessfully to drain the H2's momentum.

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

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

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

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

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

The H1 relies on the 6.5-liter turbocharged diesel V-8 rated at 195 horsepower at 3400 rpm and 430 pound-feet of torque at a wonderfully accessible 1800 rpm. But GM found packaging problems with getting a diesel into the H2. So, it uses a 6.0-liter V-8 rated at 325 horsepower at 5200 rpm and 385 pound-feet of torque at 3600 rpm, with a four-speed automatic.

The powertrain is GM's version of the psychic connection, quick to figure out what the driver wants, relatively quiet, smooth, and big-displacement strong. One of the challenges for automakers is providing anti-lock brake systems that are suitable off-road. GM says the H2's Bosch ABS has been specially calibrated to detect and compensate for loose or rough surfaces. On Mexican grit and gravel, the H2's system seemed clever enough to know when and how much to intervene.

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

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

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

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

2003 Hummer H2 Little brother is no slouch David Newhardt – Oct 22, 2002 Photographers: David Newhardt Photo 2/10 | 2003 Hummer H2 Front Drivers Side View The breeding is unmistakable, identifiable at any distance. The new H2 is a Hummer for the non-military world. Equally at home at the opera or Baja, it gives up little to the original Hummer in off-road ability, but gains enormously in comfort, ease of operation, and build quality. The partnership between AM General and General Motors has created one of the most capable 4x4 vehicles on the planet. Photo 3/10 | 2003 Hummer H2 Front Drivers Side View Rock Descending Behind the wheel of the H2 in Moab, Utah, we drove on a diverse mixture of surfaces, from paved to cratered. At 75 mph on the Interstate, the interior remained a plush cocoon, bereft of any significant wind or tire noise. We expected the aggressively 34-in. treaded tires to unleash a storm of noise, but it never came. The curved upright windshield aided in a panoramic view, but the vast amount of air it pushed out of the way left the exterior mirrors in a quiet lee. Speaking of air, crosswinds were also a non-issue. It takes a lot of wind to disturb a 6400-lb truck that casts a low-slung but gargantuan shadow. Photo 4/10 | 2003 Hummer H2 Front Drivers Side View Rock Descending Taking the toughest trails is less daunting in the H2 than in all but a handful of other serious off-road vehicles. Significant effort was expended on dialing in the shock/spring behavior, as the rigid chassis doesn't flex and absorb surface imperfections. Where the H1 was the rolling embodiment of harsh, that term isn't applicable to the H2. Driven in sane fashion, the long-legged suspension envelopes obstacles and flows over them like a rolling cloud. Photo 5/10 | 2003 Hummer H2 Front Drivers Side View Rock Descending Pushing the massive 17-in. tires out to the far corners of the platform has many advantages, including opening up the interior, lowering the center of gravity, and creating impressive approach and departure angles. On both the road and the trail, the H2 exudes stability, a feeling of holding the earth firmly with the BFGoodrich tires. The recirculating-ball power steering lets enough road feel through to tell the driver what's happening at the bow, but it doesn't punish when the ground resembles the flank of a volcano. Photo 6/10 | 2003 Hummer H2 Front Drivers Side View Rock Descending Slip the transmission into neutral, push the low-range button on the dash, and the H2 will go anywhere common sense directs you. With the 6.0L Vortec 6000 churning out 316 hp and 360 lb-ft of torque, there's plenty of grunt for merging onto a freeway as well as clambering over the Rubicon. With the installation of the drive-by-wire system, Hummer engineers have nailed throttle tip-in on the head. It sounds like a small thing, but it makes a huge impact in any vehicle's ease of driving. On paved roads, in high gear, the engine gathers revs quickly. But in the serious off-road modes, more accelerator-pedal travel is required, giving the driver additional control in marginal traction situations. Photo 7/10 | 2003 Hummer H2 Interior View Dashboard Unlike the H1's enormous exterior dimensions and claustrophobic interior, the cabin of the H2 is more suited to non-military occupation. A half third-row seat is foldable and removable, which is a good thing, as the full-size spare devours a considerable amount of storage space. Switchgear, vents, and other interior fittings are GM parts-bin stuff, but the pieces fit together well enough and are straightforward in operation. Photo 8/10 | 2003 Hummer H2 Rear View Rock Climbing While the H1 dwarfs the newest Hummer, the H2's Rubinesque body will never be mistaken for anything but an AM General product. Broad shoulders, flat, square windows, and a bluff silhouette are visual cues buyers want, and the H2 delivers the goods. While this Hummer model can only gaze wistfully at compact parking spaces, at least it doesn't fill the entire south forty. Photo 9/10 | 2003 Hummer H2 Front Passenger Side View On A Rocky Trail Verdict? Hummer's H2 is a departure from the original H1 in that it's comfortable, quiet, and will fit in most garages. Similarities to the big guy include mountain-goat-like tenacity and imposing looks. This truck strikes a near perfect balance between a take-no-prisoners attitude and comfortable livability. Photo 10/10 | 112 0210 Z 2003 Hummer H2 Being Produced At The Plant The Plant A mere 25 yards from the AM General plant that makes the military HUMVEE (now called the H1), another "General" has also built a plant in Mishawaka, Indiana, and will be making the H2. In a short (actually, unprecedented) 23 months from its debut at the Detroit Auto Show in 2000 to the first vehicle off the assembly line (driven by none other than Arnold Schwarzenegger), General Motors will have a new full-size SUV in its lineup. Slated to produce about 30,000 units a year, yet able to ramp up to 43,000 units if needed, the new plant, like the last six plants built by GM, employs Global Manufacturing Systems, meaning the plant's build systems are designed around the assembly-line operator. Logically broken into three parts, the 630,000-sq-ft plant assembles the body of the H2 in the first third, paints all parts and pieces in the middle third, then brings together the powertrain, suspension, and interior in the final third, before it's driven out of the plant for torture testing. -- Mark Williams