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From the August 2002 issue of Car and Driver.
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.

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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.
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. The H2 also likes gas stations: EPA fuel economy is 10 mpg city and 13 highway, although a 32-gallon tank allows reasonable range.
In tests in Michigan it took 10.7 seconds to reach 60 mph and 27.1 seconds to reach 90 mph —those are well down from the 8.3- and 18.8-second figures of the 5.3-liter Tahoe in “Living Large” on page 52.
As a public service, the wise driver should consider the issue of stopping the H2’s considerable mass. The H2 does have four-wheel discs and a four-channel Bosch anti-lock system. However, our 6700-pound test car took 244 feet to stop from 70 mph. That compares rather poorly with the 197 feet required by our petite 5520-pound Tahoe.
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.
Counterpoint
Every time I jot down impressions of the H2, a left-handed compliment pops out: “It’s surprisingly drivable for how gigantic it is.” “The interior looks pretty distinctive for sharing so many parts with the Tahoe and Suburban.” “Wind noise isn’t bad, given all the upright, nearly flat glass on the thing.” “Off-road credentials are decent, considering AM General didn’t make any of the parts.” Let’s face it, this is one gargantuan styling statement, designed to intimidate every other SUV, save for its big brother, the H1. But trust us—those most intimidated by the H2 will probably be its drivers, whenever they attempt to park in tight quarters. —Frank Markus
A mysterious metamorphosis occurs during the climb into the cockpit of this most militant of all Tahoe/Suburbans. The driver begins experiencing Mittyesque visions of El Alamein and Desert Storm. What we have here is a shameless appeal to latent male adolescence, with exterior styling that cries out for camo paint and machine-gun mounts. Although far more civilized than the original H1, it has few other redeeming virtues, aside from plentiful ground clearance. The love of my life called it “the male equivalent of a push-up bra,” and I find it hard to argue otherwise. But in the secret depths of my psyche, ruled by my inner 12-year-old, I love this thing. —Tony Swan
The original Humvee has always been great at two things, off-roading and drawing attention. Otherwise, the H1 is unpleasant to drive or ride in and impractical as a daily driver. The H2, on the other hand, is everything the H1 isn’t: comfortable, spacious, and fun to drive on-road and off-. Two days of off-roading and rock crawling outside Moab, Utah, convinced us the H2 can overcome obstacles almost as well as the H1 can (we know because we had an H1 chase vehicle) but in a much more civilized manner and for half the price. GM has done a great job of capturing the look and off-road prowess of the H1 and making the H2 a practical vehicle. —André Idzikowski

Specifications

SPECIFICATIONS
2003 Hummer H2 
VEHICLE TYPEfront-engine, 4-wheel-drive, X-passenger, 4-door wagon
PRICE AS TESTED$52,935 
ENGINE TYPEpushrod 16-valve V-8, iron block and aluminum heads, port fuel injectionDisplacement: 364 in3, 5967 cm3Power: 316 hp @ 5200 rpmTorque: 360 lb-ft @ 4000 rpm
TRANSMISSION4-speed automatic
CHASSISSuspension (F/R): control arms/live axleBrakes (F/R): 12.8-in vented disc/13.0-in vented discTires: LT315/70-R-17
DIMENSIONSWheelbase: 122.8 inLength: 189.8 inWidth: 81.2 inHeight: 82.0 inPassenger volume: 147 ft3Cargo volume, rear seats in/out: 4/40 ft3Curb weight: 6700 lb
C/D TEST RESULTS30 mph: 3.7 sec60 mph: 10.7 sec90 mph: 27.1 secRolling start, 5–60 mph: 11.3 secTop gear, 30–50 mph: 4.9 secTop gear, 50–70 mph: 6.9 sec1/4 mile: 17.6 sec @ 78 mphTop speed (governor limited): 99 mphBraking, 70–0 mph: 244 ftRoadholding, 300-ft-dia skidpad: 0.62 g
C/D FUEL ECONOMYObserved: 10 mpg
EPA FUEL ECONOMYCombined/city/highway: 11/10/13 mpg

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It can be hard to keep up with the pace and complexity of McLaren’s model program. Many of us find ourselves struggling to list the subtle differences that distinguish what is meant to be the Porsche-fighting Sports Series and the Ferrari-baiting Super Series, especially as all McLaren’s roadgoing cars share the same core architecture. And as the carbon-fiber tub, mid-mounted twin-turbo V-8 and dual-clutch transmission are nearly identical in each variant, it’s easy to presume that the cars and the driving experiences are equally interchangeable.
Yet that categorically isn’t true, as proven by the new 765LT. This car is based on the existing 720S, itself the lightest and quickest machine in its light, quick segment. But the LT has been given increases in both urge and aerodynamic downforce, while also losing a claimed 176 pounds compared to the already svelte 720S. The result is a car that is nearly as fast and exciting as the range-topping Senna, despite costing less than half as much. It’s also a much more handsome proposition from every angle.

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McLaren

LT stands for Long Tail, a name that harks back to the race-evolved McLaren F1 GT of 1997 and that has become modern McLaren’s way of designating models that are track biased while still being road viable. The 765LT is a successor to both the 2015 675LT and last year’s 600LT. Like both earlier cars, it will ultimately spawn a spider version. But following complaints from some 600LT buyers that their cars were not part of a limited run—a strategy that helps protect residual values—765LT coupe production is restricted to, appropriately enough, no more than 765 examples. Around a third of those are expected to come to the United States. Starting at $358,000, it’s only slightly more expensive than the 675LT was five years ago.

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We’ve already given you a tech rundown of the new car, with highlights including an increase in engine output to 755 horsepower—enabled by a higher-capacity fuel pump, forged aluminum pistons, and a beefier head gasket. A free-flowing quad-tailpipe titanium exhaust system shaves 8.3 pounds of weight compared to the system on the 720S. Further mass has also been saved with lightweight race seats, ultralight alloy wheels, polycarbonate rear side glazing, and even the removal of interior carpeting. The lightest possible configuration requires buyers to opt to live without air conditioning or infotainment systems, but we’d guess most buyers will keep both (as no-cost options) and live with the 25.3-pound weight penalty. Even with A/C and a stereo, McLaren says the 765LT weighs but 2988 pounds fully fueled.

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McLaren

We suspect many buyers will opt to make their 765LTs fractionally more luxurious than the company’s spartan ideal, especially as many of the weight-adding comfort options come free. Plusher sports seats, power adjustment for those and the steering column, parking sensors, a front-axle lift, and even the 12-speaker Bower & Wilkins audio upgrade are all offered at no extra cost in the U.S. Conversely—and perversely—you’ll be able to save ounces by paying even more, the option list even including a $1520 “MSO Defined lightweight front badge.” More significant extra-cost upgrades include the Senna’s skeletal ultra-lightweight carbon seats ($7580) and the uprated brake package that brings the hypercar’s more thermally efficient carbon-ceramic rotors in place of the standard carbon discs. That’s a pricey $18,030 box to tick, but having experienced the upgraded brakes on a track, we can attest to the benefit.
Our experience of the 765LT was exclusively on the 1.8-mile International layout at the Silverstone circuit in England. (There was meant to be a road-driving element in the original plan, but COVID-19.) While the truncated program denied the chance to assess the new car’s abilities in the real world—a shame given how rounded the 600LT’s talents are—it did confirm that the 765LT is both outrageously quick and remarkably easy to drive at a high percentage of its abilities.

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McLaren

As with all of McLaren’s harder-core offerings, the 765LT’s cabin is big on carbon fiber and light on toys and fripperies. The core architecture is shared with the 720S and includes the same fold-down instrument pack that motors itself from a conventional display to a pared-down rev-counter and speed readout when the car is put into Track mode. There is no elegant way to climb into the tight-fitting Senna-spec bucket seats and negotiate their six-point harnesses—a conventional seatbelt is also fitted—but once in place the view over the microfiber-trimmed dashboard is appropriately racy.
While the 765’s 4.0-liter engine makes 34 fewer horsepower than the Senna’s V-8 and the LT carries slightly more weight, the performance difference between the two cars is slight. A change in gearing has sharpened the 765’s acceleration dramatically over the 720S. According to McLaren’s numbers, the LT can blast its way from zero to 124 mph in just 7.0 seconds, 1.4 seconds quicker than the 720S and just two tenths behind the Senna. During our testing of the 720S, we rocketed to 120 mph in 6.9 seconds. Its 18.0-second zero-to-186-mph time—yes, apparently that is a thing—is only a half-second adrift of the Senna.

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McLaren

The reality of those accelerative forces are substantial enough to cause physical discomfort—don’t take a 765LT on track after a large lunch. Yet the huge grip of the track-spec Pirelli Trofeo R tires can be deployed with remarkably little drama. Fully unleashed, the new exhaust system creates more angry noise than melody—our wait for a truly fine-sounding McLaren continues—but despite the fury (and upshift lights), McLaren also gave the LT a chime that sounds as it gets close to its 8100-rpm rev cut.
Mechanical grip levels are huge. We soon realized that even what felt like daringly early accelerator applications in Silverstone’s tighter corners were excessively cautious, especially as the fast-acting stability and traction management systems intervene to hold the LT on the cusp of rear-end breakaway, feeding power back in seamlessly as the steering unwinds. A more permissive stability-control mode allows heroic-feeling slip angles in slower turns, although—as with all McLarens—the 765LT is short on steering lock when it comes to dealing with serious oversteer. Most owners will prefer to leave the systems watching their backs, especially given how unobtrusively they intervene.

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McLaren

The car’s aerodynamics help with high-speed stability, too. McLaren refuses to say how much downforce the 765LT can make, only saying the figure is 25 percent higher than the equally unquantified total for the 720S. But on Silverstone’s faster turns, the hand of God could be clearly felt pushing the car into the asphalt and increasing confidence, especially when turning into high-speed corners without first settling the front end with the brakes. While downforce levels are obviously less than those of the Senna, which produces up to 1764 pounds of aerodynamic assistance, the 765LT also feels lighter on its feet and more adjustable in corners than its wing-covered sister. The upgraded brake package is also close to extraordinary, turning what felt like outrageously late braking points into timidly early ones.
It took two stints at Silverstone in the 765LT to feel as if we were getting close to what it is capable of. Even those who regularly track supercars—or even race cars—will find it an adrenaline-spiking challenge. It might not sit at the top of the McLaren hierarchy in terms of pricing, but it is almost certainly the most thrilling choice in the current range and possibly the entire supercar segment. And thrilling is what cars like this are supposed to be all about, right?

Specifications

Specifications
2021 McLaren 765LT
VEHICLE TYPE mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
BASE PRICE $358,000
ENGINE TYPE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port fuel injectionDisplacement 244 in3, 3994 cm3Power 755 hp @ 7500 rpmTorque 590 lb-ft @ 5500 rpm
TRANSMISSION 7-speed dual-clutch automatic
DIMENSIONS Wheelbase: 105.1 inLength: 181.1 inWidth: 76.0 inHeight: 47.0 inPassenger volume: 48 ft3Cargo volume: 13 ft3Curb weight (C/D est): 3000 lb
PERFORMANCE (C/D EST) 60 mph: 2.4 sec100 mph: 5.0 sec1/4 mile: 9.9 secTop speed: 205 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 15/14/18 mpg

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Sometimes what a car lacks can be just as significant, if not more so, than what it has in abundance. Take for instance the new 2020 Audi e-tron Sportback, which has no shortage of technology, luxury, and engineering. And yet, its arguably standout quality is how little noise it actually makes, or at least how little of it you can actually hear. If silence is golden, then the e-tron is the gilded chariot of electric SUVs.
Just how quiet is the e-tron Sportback? Our sound meter registered a low 63 decibels inside it at a steady 70 mph—one decibel less than the standard e-tron. The Sportback nearly matches the $335,350 Rolls-Royce Cullinan’s 62 decibels in the same test. Yet, even R-R’s rolling sensory-deprivation chamber makes a comparative racket (71 decibels) when you unleash its 563-hp V-12 engine. In contrast, matting the e-tron Sportback’s accelerator only raised the volume to a 65-decibel whir.

HIGHS: Supremely quiet inside, improved range, beautiful and spacious cabin.

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Audi

Audi e-tron Is an EV Hiding in Plain Sight

All the Right Moves: 2021 Audi e-tron S Sportback

This is not surprising. EVs are inherently quiet due to the absence of controlled explosions under their hoods, which is why safety regulations now require all new electric vehicles to hum like spaceships at low speeds to avoid running over pedestrians. But Audi deserves kudos for refining the e-tron’s aerodynamics so as to generate almost no audible wind noise at speed. In addition to laminated side window glass on higher trim levels, there’s enough sound insulation packed into the Sportback’s structure to account for a good chunk of its massive 5819-pound curb weight. Tire roar on the highway is faint, and even rough roads and pavement seams produce only distant thumps from the wheel wells.
The Sportback’s quiet operation was particularly noticeable on our loaded Edition One test vehicle—one of only 200 built for the 2020 model year—because it otherwise performed the same as the mechanically similar 2019 e-tron we last tested. The Sportback weighs a negligible 24 pounds less than the standard e-tron. Like its sibling, toggling the Sportback’s shift trigger to S mode unlocks an overboost setting that juices the combined output from its front and rear motors from 355 horsepower to 402, which is good for a plenty adequate 5.1-second run to 60 mph. There’s certainly no confusing it with a cheetah-mode Tesla, as it passes the quarter-mile in a 13.8 seconds at 101 mph. But the e-tron powertrain’s quick responses and instant torque make passing maneuvers a snap. Its 3.0-second 50-to-70-mph time is seat-pinningly impressive, although we’ll hold our full excitement for the three-motor S version of the Sportback that we’ve already driven in prototype form.

LOWS: Range and performance doesn’t match Tesla, regen isn’t aggressive enough to allow one-pedal operation, $3200 more than the standard e-tron.

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Audi

The e-tron Sportback is also un-Tesla-like in that it won’t regenerate as aggressively as the Tesla when you lift off the accelerator. There is no one-pedal driving for this Audi. The deceleration from the regeneration system’s default Auto setting is minimal, but you can ratchet it up via the paddle shifters on the steering wheel. The strongest of the three settings noticeably slows the vehicle when you let off the accelerator and was our preferred setup, allowing the friction brakes to be used only for larger braking events and when pulling to a complete stop.
The big news for both 2020 model-year e-tron SUVs is that Audi now uses more of their 95.0-kWh battery packs—91 percent, up from 2019’s 88 percent—which earns the Sportback an EPA-estimated range of 218 miles. Based on our 75-mph highway test, we calculate a real-world range of 220 miles versus 190 miles for the 2019 e-tron. That figure is average for today’s electrified SUVs, but it can’t match the Tesla’s models. But it’s a useful improvement for what is a large and accommodating SUV that can pull up to 4000 pounds when fitted with its optional towing package. Audi says the e-tron can recharge to 80 percent in about 30 minutes using a 150-kW Level 3 DC fast charger, but hook it up to a 240-volt household outlet and a full refill of electrons takes around 10 hours.

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Audi

The Sportback’s less-than-sporty demeanor makes it easy to nurse its energy capacity. Ride comfort over bad roads is quite good with the standard air springs, even on our test car’s optional 21-inch wheels and 265/45R-21 all-season tires (20s are standard). And the e-tron’s substantial mass combined with the Quattro all-wheel-drive system—which operates in rear-wheel drive most of the time—gives it a solid sense of composure. Competent, secure, and isolated, despite having Sport in its name, there’s not much to urge the driver to crank the Sportback’s numb and heavily weighted steering wheel around corners. Pushed to its limit of adhesion, our test car returned a modest 0.84 g of grip around the skidpad and needed a lengthy 184 feet to stop from 70 mph.
Anyone that’s sat in an Audi Q8 will be immediately at home with the Sportback’s interior. Most of the controls, the 12.3-inch digital instrument cluster, and the dual MMI touchscreens on its center stack are all from the Q8. Overall comfort, refinement, and perceived build and material quality are excellent, all of which make the Sportback a lovely (and quiet) place to relax. If you’re taken by the Sportback’s sleeker fastback silhouette versus the standard e-tron, know that its back seat remains cavernous for two riders and generous for three, with plenty of headroom for all but the tallest occupants. And its truncated cargo hold, at a decent 27 cubic feet, is a mere two cubes smaller than the standard model’s.

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Audi

With limited production for the 2020 model year, 2021 will be the e-tron Sportback’s first full year on sale. Major changes include an expansion of the lineup to Premium, Premium Plus, and Prestige trim levels, up from 2020’s Premium Plus and Edition One. But you’ll want to opt for at least Premium Plus to get the thicker side windows, a convenient second charge port on the passenger-side front fender to allow you to charge from either side, and fancy matrix LED headlights, even if archaic headlight regulations in the United States limit their advanced capability to cheeky animations when the vehicle is parked.
As with most fastback derivatives of conventionally shaped SUVs, the stylish roofline costs more. A 2021 e-tron Sportback Premium has a base price of $70,195, the Premium Plus version asks for $79,095, and the top Prestige model costs $83,395. Compared to the standard e-tron, that works out to an upcharge of $3200 regardless of the trim. The value of silence, however, is harder to put a price on.

Specifications

Specifications
2020 Audi e-tron Sportback
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE AS TESTED $89,490 (base price: $78,395)
MOTOR TYPE 2 induction AC motors, 184 and 224 hp, 228 and 262 lb-ft; combined output, 402 hp, 490 lb-ft; 86.5-kWh lithium-ion battery pack
TRANSMISSION 2 single-speed direct drive
CHASSIS Suspension (F/R): multilink/multilinkBrakes (F/R): 14.8-in vented disc/13.8-in vented discTires: Bridgestone CrossContact LX Sport, 265/45R-21 108H M+S AO
DIMENSIONS Wheelbase: 115.0 inLength: 193.0 inWidth: 76.2 inHeight: 65.0 inPassenger volume: 102 ft3Cargo volume: 27 ft3Curb weight: 5819 lb
C/D TEST RESULTS 60 mph: 5.1 sec100 mph: 13.3 sec120 mph: 22.2 secRolling start, 5–60 mph: 5.2 secTop gear, 30–50 mph: 2.3 secTop gear, 50–70 mph: 3.0 sec1/4 mile: 13.8 sec @ 101 mphTop speed (governor limited, mfr’s claim): 125 mphBraking, 70–0 mph: 182 ftRoadholding, 300-ft-dia skidpad: 0.84 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
C/D FUEL ECONOMY 75-mph highway driving: 75 MPGeHighway range: 220 miles
EPA FUEL ECONOMY Combined/city/highway: 77/76/78 MPGeRange: 218 miles
C/D TESTING EXPLAINED

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