Международный Клуб владельцев автомобилей HUMMER^®

H2 CHASSIS TUNED TO OPTIMAL BLEND OF ON-ROAD COMFORT AND OFF-ROAD PROWESS

The chassis of the HUMMER H2 was painstakingly designed and engineered to provide a solid foundation for best-in-class off-road performance, while maintaining a refined, comfortable ride on pavement. Not only was the chassis specially tuned for superior off-road performance, it was designed to optimize the off-road balance between rock crawling and desert racing. Special attention was paid in areas of obstacle clearance, suspension articulation, wheel control and underbody protection.




From the start of development of H2's frame design, all components were packaged flush with or above the frame rails. This provides better protection during underbody impacts. It also allows the vehicle to slide over obstacles more easily on the frame rail or rocker protection-H2 is not as likely as other vehicles to get hung up on any low-hanging components.

H2 was created with a long wheelbase, wide tread and short overhangs to provide superior control for the driver in varying types of road or terrain conditions. The short overhangs provide high approach and departure angles, allowing the H2 to drive right into a hole and out again, for example, without getting hung up in front or rear.

With its standard LT315/70R17 tires and air leveling suspension, the H2 has a 43.6-degree approach angle and 39.7-degree departure angle.

Special underbody protection, including large skid plates, helps define the H2's rugged character and enhance its performance characteristics. A thick (4mm) stamped aluminum front engine shield runs from right beneath the front bumper back to the transmission. It angles prominently up at the front, with the H2 logo pressed into the shield just below the bumper. A one-inch diameter tubular steel, ladder-type shield protects the transmission and the exhaust system's two catalytic converters. It is strong enough, when necessary, to briefly support the load of the vehicle sitting on a rock that it is passing over. A third, high-tensile strength, galvanized steel shield protects the transfer case. It has a special cantilevered design, which allows it to flex or spring back after coming into contact with a rock. The shield is designed so that the weight of the truck can move it up when traveling over a rock. But, once the truck has passed over a rock and the shield has done its job of protecting the transfer case, it springs right back to its previous position.



Unique rocker protectors bolt through the frame. Large, standard, black-painted steel tubes, running along each side of the vehicle, protect its lower body and door panels against rocks and stumps. The high-strength structural pieces bolt right into the frame with heavy brackets and are designed to withstand off-road impacts from beneath or from side angles. The rocker protectors are so strong they can be used to pivot the entire vehicle on a rock. The fuel tank also has its own heavy plastic shield, designed to absorb abrasions and hits that would otherwise contact the tank.

Such protective features greatly enhance the H2's performance capabilities because they allow it go places competitors cannot go.

Also providing superior off-road control is H2's solid rear axle setup. It helps optimize suspension articulation and gross motion control, giving the driver a precise sense of vehicle control in the tightest of situations.

CHASSIS CONSTRUCTION: THREE-PIECE, FULLY WELDED FRAME

A fully welded ladder-type frame, with a modular, three-piece design that incorporates a number of hydroformed components, provides outstanding strength, stiffness and dimensional accuracy for H2's chassis. The hydroformed front section helps create the H2's high approach angle. To improve the frontal crush zone, GM engineers added reinforcements in key box sections of the frame, enhancing its ability to absorb energy, crush and collapse.



Uncommonly flat crossmembers are used around the transmission mounting area to preclude any possible hang-up points. The tolerances for powertrain mount positions have also been tightened to reduce potential noise, vibration and harshness (NVH).

Because of H2's full-time 4WD system, GM engineers also took great care to minimize the NVH transmitted by the front axle to the frame, devising a special three-point mounting system to isolate it. Two forward mounts vertically connect the axle to the frame, while the rear mount attaches it to a crossmember that fits between the two lower control arm brackets in the frame.

The front frame section incorporates a GM-first standard winch receiver. It is designed to handle an impressive 9,000-pound capacity winch for freeing a vehicle that's helplessly grounded. An extension for the receiver could also be used for adding such accessories as a bicycle rack. The receiver itself has the same diameter as the standard integrated rear trailer hitch receiver. Therefore, the front receiver could also be fitted with a hitch that would allow pushing a boat into the water, for example. The winch platform, including the receiver and a bracket, is built right into a thick front crossmember as an integral part of the vehicle's design. Paired tow loops up front complement the distinctive HUMMER-style rear pivoting tow loops.

The mid-frame has a stamped-steel box section design, with common inner and outer sections and a clamshell-welded configuration. Its strength and stiffness help minimize ride and body vibrations, contributing to a smooth ride on-road and providing the strength and stiffness required to handle severe bumps and jolts. As in other GM SUVs, the composite fuel tank (with large, 33-gallon capacity) is mounted inside the left frame rail, ahead of the rear axle, for maximum protection.

The hydroformed, short rear-frame section helps create a high departure angle. It is heavily reinforced in key areas for H2's 8,600-pound GVWR capacity. The rear section incorporates a standard, integral trailer hitch receiver. Unlike with most SUVs (whose hitch receiver is added on), the H2's is built right into the last crossmember of the frame rail and developed into the bumper. A Class 3 trailer hitch is standard.

UNIQUE SUSPENSION INCLUDES NEW SELF-LEVELING REAR AIR SPRING SYSTEM

The H2's standard independent front torsion bar and five-link coil spring rear suspension provides excellent on-pavement ride comfort and control and a high degree of strength, control and rear-axle articulation off-road. An optional self-leveling air spring suspension for the rear takes comfort, control and off-road axle articulation to an even higher level.

FRONT SUSPENSION

The independent front torsion bar has 46mm monotube gas-charged shock absorbers, a large 35.9mm diameter tubular front stabilizer bar and unique tuning. The axle has a 4,000-pound capacity.

The front shocks contain unique features for off-road performance. They have a large, high-strength 40mm center tube and a secondary integral bump stop feature, which allows them to absorb jolts at two junctures. Full-size trucks typically have only one urethane front jounce bumper. When severe bumps push the suspension toward the frame, it acts like a final cushion to protect the suspension from hitting the frame. The H2 also has a secondary jounce bumper built into the shock. So, rather than taking all the load at the bump stop attached to the frame rail, it takes some of the load with the shock's built-in bump stop, slowing the suspension's travel before it hits its final cushion. The design is ideal for absorbing the extreme forces exerted on the jounce bumper during high-speed desert racing.

REAR SUSPENSIONS

There are two suspensions available for the rear: a standard five-link trailing arm coil spring suspension and optional self-leveling air spring suspension, available with the off-road package. The package also includes an air compressor and tire inflation accessory.

The standard five-link coil spring suspension's basic linkages include two forged-steel upper control arms and two stamped-steel lower control arms with bushings on each side for better isolation. These components control the solid rear axle's fore-aft and vertical position; a track bar controls the axle's lateral position. This suspension is inherently much smoother than a leaf-spring system. H2's suspension also features brand new variable-rate coil springs, longer shock absorbers and different linkage positioning-all designed to provide more articulation for the rear axle during off-road operation.

The new variable-rate coil springs have a dual stage design for on-/off-road comfort and increased suspension articulation under demanding off-road conditions. On-road (or under lightly loaded conditions), their low or soft spring rate optimizes comfort. Off-road, the springs adjust themselves to varying road conditions. If a driver starts running through undulating terrain or speeding over rocks, the spring rate will progressively stiffen to help prevent high input forces at the rear from being transmitted to body and to keep the suspension from bottoming out. The springs actually progress from a low rate to a transitional and then a high rate. Aside from their excellent ride characteristics, they also provide good handling because, due to their progressive nature, they don't transfer weight to the same degree as conventional coil springs, thereby minimizing vehicle roll.

A specifically tuned, 30mm diameter rear stabilizer bar helps enhance off-road control. It has a tubular design, with a 5mm wall thickness, designed to provide high strength in a lightweight design. Like the stabilizer bar used with the air spring suspension, it is also specially contoured to help protect the more delicate drop links.

The optional, self-leveling air spring suspension system is brand new for GM. The system is available with the off-road suspension package. Targeted to dedicated off-road enthusiasts, it includes a high-capacity air compressor and inflation accessory. Rim protection, a reinforcement of the tire design that extends the durable rubber over the rim of the wheel, and triple sidewalls are standard as well. Rim protection adds extra protection to the tires and prevents them from slipping off the wheels when aired down.



The air spring suspension system's numerous benefits include:

· A smooth on-road ride. The air springs provide a 4.3-Hz rating (natural frequency), compared to the 4.5-Hz rating of the standard coil spring suspension.

· A longer suspension stroke for off-road operation. Longer, 719mm length shocks are used to provide an additional 20mm of rebound travel over that of the coil spring suspension. This improves traction by helping to maintain wheel contact with the ground over undulating terrain. The shock absorbers, although having the same 46mm diameter as those with the coil spring suspension, also feature a larger-diameter-size rod for increased durability.

· Automatic load leveling. If a customer loads up the rear of an H2, for example, the automatic load leveling suspension system will detect the drop in ride height and pump more air into the springs to restore a level condition. It has height sensors attached to the suspension links, which monitor and determine deviations from the standard height, and the system adjusts accordingly. The system includes an air dryer, which removes all the moisture from the air to prevent it from contaminating or degrading the springs. Because it's a closed system, once the springs are charged, they won't lose pressure.

· A driver-selectable rear suspension height elevation ("extended ride height") provides extra ground clearance at the rear and improves the vehicle's departure angle. Off-road, if the truck is in the "4 LO" transfer case mode, the driver can raise the rear suspension by 50mm (about two inches) using a ride height switch on the instrument panel. This increases the H2's rear departure angle from 35.9 degrees to 41 degrees. Once the vehicle's wheels are freed and driver leaves the rock, the system can be returned back to normal. Anytime the vehicle exceeds 20 mph, the system automatically restores the rear suspension to its standard height. Also, at freeway speeds (beginning around 50 mph), it will lower the rear end slightly to further improve the vehicle's stability.

H2'S PREMIUM POWERTRAIN ANCHORED BY VORTEC POWER AND SOPHISTICATED FOUR-WHEEL DRIVE

The HUMMER H2 combines class-leading Vortec power with a durable four-speed automatic transmission and a sophisticated four-wheel-drive system to stake its claim to being a true go-anywhere vehicle.



"H2 provides excellent on-pavement power, performance and control for everyday driving and routine tasks like trailer towing," said Ken Lindensmith, H2 assistant vehicle line executive. "But its true character really shines in the off-road arena. It can easily soldier over rocks and through the harshest terrain."

H2 can safely charge into six inches of water at 40 mph, for example, or travel through streams more than 20 inches deep at a leisurely 5-mph pace. It can also comfortably and confidently climb 16-inch steps and rocks, without getting hung up or jarring its passengers. And it can paddle through deep sand or run over sandy surfaces in high-speed desert conditions with remarkable ease.

It's powered by a standard GM Vortec 6000 6.0-liter V8 producing 325 horsepower at 5200 rpm and 385 lb.-ft. of torque at 3600 rpm. The engine is mated to a heavy-duty 4L65-E four-speed automatic transmission, capable of out-muscling and out-torquing H2's premium off-road competitors. The H2's powertrain, aided by the 4L65-E's deep 3.06 first gear ratio, provides smooth launches and respectable off-line acceleration for a vehicle of its size and strength.



The engine uses a new Hitachi throttle body as part of its precise electronic throttle control (ETC) system. ETC, a drive-by-wire system, provides a highly sophisticated and comprehensive way of controlling throttle position. In addition to information from the accelerator pedal, H2's ETC system also considers other available information, such as transmission shift schedules and whether the vehicle's transfer case is in "4 HI" or "4 LO" operating mode, to determine the optimum throttle progression for different operating requirements.

The sophisticated four-wheel-drive system and transfer case are versatile and driver-selectable. The integrated Borg-Warner two-speed electrically controlled full-time 4WD system is capable of further reducing the vehicle's gear ratios by 2.64:1 when necessary, for highly controlled obstacle climbing. It provides a 40/60 percent front-to-rear torque split in "High Open" mode or when the differentials are unlocked and a 50/50 percent front-to-rear power split when the transfer case differential is locked. A specially designed low-range throttle progression allows the driver to precisely control engine speed (and as a result, the vehicle) during very rough terrain driving, and is automatically engaged when the transfer case is in "4 LO."

The transfer case controls provide five mode selections, four of which can be accessed by dash-mounted button selectors. The fifth mode, neutral, is available by simultaneously pressing two of the button selectors. Selections include:

1) A high-range open or "4 HI Open" for normal, everyday driving on dry road surfaces at any speeds.

2) A high-range lock or "4 HI Locked" for semi-slippery surfaces like snow, light sand or wet areas, such as those around a boat launch; this selection locks the front and rear output shafts together, so their wheels rotate at exactly the same speed.

3) A low-range lock or "4 LO Locked" for severe off-pavement use, such as crawling over large rocks or logs. In addition to locking the two propshafts together, it provides a 2.64:1 gear reduction in the planetary gearset. By lowering the ratios of each of the gears, it adds the equivalent of another, extremely deep-ratio first gear and provides a great deal more torque for slow-speed climbing. Low Lock also activates a new, more measured throttle progression curve, which greatly enhances off-road driving comfort and control. High and Low Lock also allow a driver to select a different set of calibrations for the traction control system, using a separate "TC2" button. This provides additional wheel slip for select operating conditions and road surfaces, such as paddling through deep sand.

4) An Eaton electronic rear differential lock or "4 LO Locked + Rear Diff Locked," available only when the transfer case is in Low Lock position. It permits locking up the rear differential for optimum slow-speed capability in climbing over large rocks or up long, steep grades. It locks the two rear axle shafts together so they rotate at exactly the same speed-and does so electronically. (Since this mode can only be accessed when the transfer case is in Low Lock, the front and rear propshafts are already locked.)

5) "Neutral," obtained by simultaneously pressing the "4 LO Locked" and "4 HI Open" buttons and holding them down for 10 seconds. It permits flat-towing the H2 behind another vehicle.



The H2 provides two different throttle progressions, depending on whether it is operating on pavement or off. With the transfer case either in a High Open or High Lock mode, the driver gets normal acceleration for everyday city and highway requirements. The "tow-haul" mode switch is available in either of these driving modes. This allows for a different shift progression of the transmission more suitable to trailering operation. However, off-road operation requires a slower, more controlled throttle response. Large-rock and obstacle crawling, in particular, demand both high torque and a very slow, carefully controlled vehicle speed, with no sudden movement.

When the driver shifts into Low Lock, the H2's low-range throttle progression provides required responsiveness and control. With the new throttle progression curve (calibrated into the electronic engine controller) that it creates, a driver can step on the accelerator without opening up the throttle plate as quickly or fully. At maximum throttle depression, for example, the throttle plate only opens up to about 75 percent of its normal capability. And it takes longer, more throttle travel, to get to that 75 percent maximum, so power or torque are delivered in a more measured and controlled manner.

Adding to the overall sense of control is a highly developed Bosch four-channel antilock braking/traction control system (ABS/TCS). In addition to providing optimum control on slippery surfaces, the ABS can detect and adjust its braking capabilities to rough off-road surfaces like gravel and potholes. The TCS also provides the ability to gain traction through a single wheel, if necessary. A second mode of the TCS system, "TC2," used in conjunction with the transfer case's selections, provides three additional operating modes: "4 HI Locked + TC2," "4 LO Locked + TC2" and "4 LO Locked + Rear Diff Locked + TC2." This provides distinct advantages in different driving conditions, such as loose sand or gravel in the desert or mud or slippery conditions.

The H2's ABS is uniquely designed to detect rough-road surfaces and respond accordingly in addition to providing normal on-road control on slick surfaces. The ABS has separate control logic schemes to discern and react to deformable surfaces and provide the best solution for braking. As a result, the driver is frequently not aware that the ABS system is engaged, just feeling the sensation of a smooth responsive stop. In a very loose gravel surface, the driver may recognize added pedal travel during the stop, when the system has determined that more braking force is the correct solution. The result is an approximate 50 percent increase in deceleration on this surface condition.

The Single Wheel traction control system provides additional capability under certain operating conditions. The system detects a slipping wheel and applies brake pressure to it to slow it down, transferring torque across the differential to provide traction for the wheel on the opposite side. The system senses any slipping wheels and applies the brakes to them individually, while the driveline and differentials transfer torque to the wheel with the high traction for added traction. A driver could have as many as three wheels on a slippery surface with virtually no traction and still get enough torque out of the fourth wheel to propel the truck up a 10 percent grade.

Whenever the transfer case is in any locked mode, such as High Lock, Low Lock or Low Lock and Rear Differential Lock, a second selection, called "TC2," is available. The "TC2" button, as indicated, is on the dash in a separate block of controls just below the transfer case selections. TC2 frees the TCS up to provide more wheel slip on loose or deformable road surfaces like sand, where a driver typically needs to "paddle" through. Here, the vehicle might be going 10 mph, for example, while the wheels are spinning at 20 mph.

With three transfer case selections, two rear axle differential selections and two modes provided by the TCS mode switch, the driver actually has total of seven driving mode selections, providing unprecedented versatility to tailor H2 performance to match driving conditions.

H2 EXTERIOR DESIGN: BUILDING ON A LEGEND

You couldn't have bigger shoes to fill than when you have to design a stablemate to the original HUMMER H1. H1 is the icon of off-roading, the military-bred, ultimate all-terrain vehicle. H2, while being functional and refined in its design, had to above all strike instant recognition as a HUMMER.

"Being identifiable as a member of the HUMMER family is a must," said Marc Hernandez, H2 brand manager. "Clearly H2 does that. But it also carries itself in a rugged manner, with a very striking yet clean design."

To capture the look, feel and capabilities of the original HUMMER and reshape them for more mainstream appeal, GM designers took a "clean sheet" approach to the exterior body design. By starting virtually from scratch, designers were able to capture the essential proportions of H1 and the signature features of its fiercely utilitarian design. Its form vocabulary is one of square shapes, flat chiseled surfaces, hard peak lines and flat glass planes.



THINKING OUT OF THE BOX ABOUT THE BOX

H2's extremely boxy body and very straight windshield and windows, which resemble H1's forms, combine to create a significant amount of interior room. The vertical glass opens up a broader front and wider side view. In a nod to the functional aspect of design, exposed components, like hood lift handles, hood latches and fasteners, give H2's appearance an individually component-assembled quality. Exposed components, as they do on H1, shout ruggedness and exemplify yeoman-like functionality and workmanship.

Typically thick, hefty and massively sized components, such as the reinforced steel bumpers and outside rearview mirrors, provide extraordinary strength and convey an appearance and feeling of near indestructibility-a tenet of the HUMMER brand.

The wide tread, long wheelbase, short overhangs, huge tires and wheels at the extreme corners, designed for extraordinary stability, ground clearance and climbing, quickly signal H2's unparalleled off-road capability. The upright side windows, large hood handles and tow loops, round headlamps-even the signature louvered grille-all reflect H2's military heritage, which is, again, directly descended from H1.

While somewhat scaled down in size and weight, H2 is hardly what some have loosely characterized as a "baby HUMMER." It's actually taller, at 77.8 inches (82 inches with the optional roof rack), and longer, at 189.8 inches, than H1. Its dimensions, like its proportions, provide the optimum in passenger comfort and safety, as well as off-road capability.

HIGH-STRENGTH, EASY-TO-OPEN HOOD




H2 features a forward-tilting hood with integral fenders like that of H1. The hood and the fenders are made of dent- and rust-resistant sheet molding compound. The hood also uses metal reinforcements for added strength. As a unique feature, H2's optional brush guard has been designed to attach to the hood, so that both tilt up together when the hood is opened. With its spring-loaded assist hinges, the hood requires less than 20 pounds of force to open. It opens about 110 degrees, providing full access to the engine compartment. The hood also provides extra safety with inside and outside hood latches. Heavy-duty, exposed outside hood latches on either side near the cowl panel tie the whole front end down; they provide extra safety during severe off-road maneuvers. An inside middle hood latch, or lock, provides additional security.

DISTINCTIVE LIGHTING

Visually distinctive lighting is a functional design element that complements the entire vehicle. H2 sports HUMMER-style seven-inch halogen headlamps as part of its lighting system. Unlike conventional modular systems, there are actually six separate lamps used for the headlamps, park/turn signals, daytime running lamps (DRLs) and side markers. All the bulbs are easier to access and service than those of conventional systems. The headlamps and amber park/turn signals are part of the grille assembly. DRLs are imbedded in the black composite fascia of the upper bumper section, which also accommodates the optional halogen projector beam fog lamps. Side marker lamps are part of the hood and fender assembly.

Additional roof marker and clearance lights signal H2's width and help drivers to be seen more easily. There are three marker and two side clearance lamps on both the front and rear of the roof, along with the rear Center High Mounted Stop Lamp (CHMSL). Flush, vertically stacked taillamps also clearly signal H2's heritage. Running and stop lamps light up at the top of the taillamps, turn signals in the center and the back-up lamp at the bottom. Two lamps also light up the license plate.

HEFTY BUMPERS

Like other H2 components, the bumpers are unusually large and hefty. But they have a two-sectional design to help reduce weight while still providing optimum protection. They accommodate H2's high approach and departure angles during off-road operation, but still fall into a range of other vehicles' bumper zones on the highway. The lower, critical two-thirds of the bumper section, designed to take actual impacts, is constructed of high-strength steel.



The front bumper also includes large, military, HUMMER-style retrieval loops; the rear bumper includes tow loops (which can also serve as tie-downs). Both bumpers have access holes for the hitch receivers attached to the chassis. The front receiver accommodates a winch, which can be plugged in, locked (just like a trailer hitch) and hooked up with an electrical connection, allowing H2 to free vehicles mired in mud or otherwise helplessly grounded. The front receiver also accommodates a regular Class 3 trailer hitch, providing additional flexibility for such tasks as pulling a boat out of the water or backing your trailer into a tight spot.

EXCEPTIONAL BODY STRENGTH

H2 has an extremely strong, rigid and dimensionally accurate body structure, significantly enhanced by an integral, welded-on front end and heavy-gauge steel panels and structural components. The entire front portion of its body, from the radiator back, is directly welded to the dash panel and body side frame. This extends the front end and ties it into the whole body. It provides exceptional stiffness for virtually squeak- and rattle-free operation and contributes to occupant safety in front-end collisions.



All of H2's outer door panels, including the lift gate, use thicker than normal steel, increasing dent resistance as well as overall body strength. And, as part of its enhanced structural supports, some components, such as the backcross sill, use steel gauge as thick as 2.5mm. All exterior body panels, including the roof when the optional sunroof (GM's largest ever) is ordered, use two-side galvanized steel as part of extensive corrosion protection. The galvanized zinc coating prevents surface rust due to minor chips and scratches, and helps prevent holes that start from inside. The inner and outer panels are also coated by submersion in an electrocoat zinc primer before application of the primer surface and top coat.

The bodies are painted with high-quality base coat/clear coat electrocoating paint process, which makes the paint more resistant to fading and chipping and further helps prevent corrosion. It produces a long-lasting, high-gloss finish. There are seven exterior color choices, including Pewter Metallic, Black, Yellow, Medium Sage Green Metallic, White, Sunset Orange and Redfire Metallic.

LARGE WHEEL OPENINGS AND EASY, HIGH-LIFT JACK LIFT POINTS

H2's exceptionally large wheelhouses anticipate what those seeking the best off-road vehicle on the market will want: huge tires and lots of wheel travel. They allow plenty of wheel travel during off-road use or when the suspension is articulating to help prevent the tires from hitting the body. H2's wheels and tires are the largest production size of any GM light-duty truck: 17.0 x 8.5-inch forged aluminum wheels and B.F. Goodrich LT315/70R17 all-terrain tires are standard.

Standard black composite wheelhouse liners, a premium feature, protect the body from stone throws and help dampen tire noise; black molded wheel flares provide splash and stone protection.

In addition to full skid-plate protection, H2 also provides unique rocker protection. A standard large, black-painted steel tube, running along the driver side and bolted to the frame, protects the lower body and door panels against being struck by rocks and stumps from beneath and on side angles. The vehicle can be easily jacked up from square in the middle of the rocker protector, if necessary, lifting two wheels off the ground.

H2 INTERIOR: REFINEMENT AND CIVILITY FIND A HAPPY HOME AMONG RUGGED SURROUNDINGS

From the outset of development, the interior of H2 was designed to provide new levels of civilized refinement not previously found in anything that approaches this vehicle's capacity for superior off-road performance. Occupants of H2's cozy confines not only find themselves able to ford a stream or climb a steep sand dune, they can also get directions at the push of a button, talk hands-free on a voice-activated cell phone, or make reservations at a posh restaurant back in the city, all while seated in a power seat that remembers how they like it positioned.

"Interior comfort and convenience were given an extremely high priority for H2, and so was maintaining the rugged character established by H1-one look at the big shifter that looks like an airplane throttle will tell you that," said Ken Lindensmith, H2 assistant vehicle line executive. "We civilized the beast. Yes, we've created a superior off-road machine, but there will be those people who never once leave the pavement in an H2. The creature comforts will appeal to all the customers, and it was critical that we raise the bar in meeting their every need."

Those needs will be met in an interior that's roomy, comfortable and refined, with seating for five or six passengers in an open, airy environment created by large, flat front and side glass. Leg, head and shoulder room are plentiful, and the door openings are wide, making the truck easy to enter and easy, at least physically, to exit.



THE COMFORT ZONE

H2's seats feature standard power adjustment and memory for two drivers. Front and rear seats feature long, wide, thick cushions that provide comfort for everyone from a 5th percentile female at 4'2" to a 95th-percentile male at 6'2" (third-row seats will accommodate a 70th percentile male). Front seats feature standard eight-way power adjustment, along with four-way power lumbar adjustment.

Cloth trim is standard. With the optional leather seats, front occupants get independently heated seat backs and cushions with low, medium and high temperature settings. The optional leather seats also provide second-row occupants with adjustable, heated seat cushions. The 60/40 split-folding second-row seats have high seat backs for maximum adult comfort. A third-row, single passenger seat is also available. Its flexible design allows it to be folded or removed for extra storage. The attachments for the optional seat are standard, so customers can purchase and install it at a later date, if they wish. Seats also provide excellent fore and aft travel. The molded-in armrests on the doors complement this by providing a rear-door extension to the front that allows tall drivers, for example, to move their seat all the way back and still have a resting place for their elbows.



KEEPING COOL, HEATING UP AND ROCKING OUT

The instrument cluster, configured for instant recognition of crucial operating data, features distinctive white-faced gauges with black letters and teal nighttime illumination. The IP features switch controls for the multiple operating modes provided by the transfer case, rear axle and traction control system, plus the optional height-adjustable rear suspension system.

Large, round air outlets, positioned high at the center and corners of the IP and at the rear of the center console, provide excellent circulation for the HVAC system. The standard Dual Zone Automatic Comfort Control system automatically controls air delivery, fan speed, air temperature and recirculating/outside air to provide fast heat-ups and cool-downs. Second-row passengers have separate airflow direction controls, accessible at the rear of the console.

A selection of premium, high-quality Bose sound systems is available. An AM/FM stereo with seek/scan, single-disc CD and cassette decks, digital clock, automatic tone control and TheftLock is standard. An optional premium sound system includes a six-disc, single-slot front-loading CD player. All sound systems are specifically tuned for H2 by the high-fidelity experts at Bose.

Each sound system delivers next-generation audio configurations. All include RDS technology, which allows the user to search for music stations by type (i.e., "classical," "rock," "country"), get important traffic and weather alerts and receive text-based messages based upon signals sent out from FM radio stations that broadcast RDS information. The technically advanced standard Bose music system, with nine speakers, provides the ultimate in sound quality. It includes a Digital Signal Processing Amplifier, which allows the listener to tailor the sound to one of four modes.

Rear-seat audio controls are available with headphone jacks to personalize the sound for back-seat passengers. This audio system allows those passengers, using headphones, to listen to a separate audio source (cassette, CD or radio) than front-seat passengers.

The Driver Information Center acts as an interface between the vehicle and the driver, and allows two drivers to take advantage of its two separate driver memory and personalization settings. It provides input on key vehicle functions in easy-to-understand visual message form. There are driver warnings for up to 28 specific vehicle functions. Drivers can also use the center's computer calculations for fuel data, estimated range, average fuel economy, instantaneous fuel economy, dual trip odometers and elapsed time.

FUNCTIONAL DESIGN FEATURES

H2's interior also provides a high degree of storage and other functional capabilities including:

· The off-road package's air suspension includes a self-contained, on-board, electrically powered air compressor, with an air hose that attaches to a valve conveniently accessible from the tailgate. With the engine running, a driver can quickly inflate a tire from 25-psi to its maximum 45-psi level in five minutes or walk around the vehicle and inflate all four tires in about 20 minutes. A toggle switch next to the valve attachment turns the compressor on and off.

· Numerous power points. The IP provides a cigarette lighter and two power points; there are two additional power points at the rear of the center console and a tailgate-accessible power point at the far rear.

· Numerous, large stowage compartments, including a large glove box; a wide, square, locking center console, like H1's, with two large cupholders and a deep storage bin with coin holder inside; deep map pockets, running the entire full length of the front and rear doors; stowage bins and a third-row cupholder in the rear compartment; and a standard full-length overhead console.



· Rear compartment cargo and tailgate tie-downs.

· A standard full-size spare tire, conveniently located inside the left rear compartment of the vehicle, where it is readily accessible, even if the vehicle's wheels are deep in mud or caught in an awkward position off-road.

· Front air bags and three-point restraint systems with articulating headrests.

· Leather-wrapped steering wheel with secondary audio controls, and oversized, leather-wrapped gear shifter handle for surer grips and soft-wrapped assist handles.

· Triple-sealed doors and deluxe acoustical insulation.