Have Z71 Avalanche which shares platform with H2 and Suburban. Good handling and easy pulling my 6,000 lb. Century with steel EZ-Loader from Ft. Lauderdale to Ohio...

I have had 3 H2's and 1 H1. Last Sept, I used my H2 to haul my 28' Eliminator Daytona (6500 lbs) to inside storage - that was scarey, sluggish, swaying, etc..

Got rid of the h2, went to and International MXT in April of last year - now can cruise down the highway at 65mph without even knowing there's a boat behind me.

Liked the H2's very much (so much I had 3) - but when it came to towing, it felt like we were using the wrong tool for the job.

You summed it up perfectly.

My EZ-Loader trailer has anti-sway bars and I have load-equalizing hitch for my Avalanche that improves overall handling along with a heavy steel trailer that tracks like it's on rails...

And the rear axle is a tiny little corporate 10 bolt.

Pesky Varmint

H3 has the 10 bolt, H2 has a 14 bolt rear axle.

Did you use the H2 to pull the 38'? How did it do and have you tried again? Nice to have a conclusion.

My apologies. I stand corrected. But still not 14 bolt, and
still a 1/2 ton axle:

http://www.4wheeloffroad.com/roadtes...fications.html

2003 4x4 of the Year


Hummer H2



About half of you reading this are wondering why we didn't name the H2 4x4 of the Year. When you read through the spec box it sure looks like a winner. Those numbers got our judges excited as well but after driving the H2 in some real-world situations we learned some things that brought us back to reality. For starters, visibility in the H2 leaves much to be desired, and acceleration is never "exhilarating." Every judge that got in the H2 thought the 6.0L sounded good, but that it didn't have enough snot to move the Hummer with only 4.10 gears. We think GM should have given this rig 4.56 gears or a Duramax to get its heft moving. Once underway in the H2 we found that the seats are good, but not as comfortable as the ones found in other fullsize GM trucks. Of course the H2 does offer rear seat heaters, something no other truck in our test could match, but the judges had to rank the cargo capacity in comparison to an Excursion. When we climbed underneath the truck we started to notice that all is not as it seems with this Hummer. The media has portrayed the H2 as a ¾-ton Tahoe with a different sheetmetal wrapper. It turns out that while there are many components shared with other GM trucks the H2 uses its own unique frame with an extra front crossmember. Even the body is made of thicker steel. We don't know how many people have caught on to it yet but the H2's 9 ¼-inch AAM front differential is cast with more ribs, and mounts differently than it does in a 2500 HD Silverado. Maybe this is a sign that the H2 will get a front locker down the road? We don't know. We can tell you that the H2 has the best underbody protection of any 4x4 in the test. On the trail the Hummer didn't perform as well as we thought it should with a rear locking differential and four-wheel traction control, and judges were critical of that. The H2 is without question the best off-road vehicle GM has ever sold, but there was just too much competition this year to let it take the title.



General

Manufacturer: Hummer
Model: H2
Base Price: $48,065
Price as Tested: $53,465
Options as Tested: 1SB Adventure Series air suspension package (floor mats, tool kit, radiator and grille brushguard, black luggage rack, rear air springs, air compressor), AM/FM stereo with six -disc in-dash CD changer, leather seating surfaces, third-row seat, chromed exterior door handles, chromed exterior mirror caps, tubular taillamp guards


Engine

Type: OHV V-8
Displacement (liters/cubic inches): 6.0/364
Bore & Stroke (inches): 4.00x3.62
Compression Ratio: 9.4:1
Induction Type: Sequential, multiport fuel injection
Fuel Requirement (octane)/Capacity (gallons): 87/32
SAE Peak Horsepower: 315 @ 5,200 rpm
SAE Peak Torque (lb-ft): 360 @ 4,000 rpm


Transmission

Type: 4-speed automatic overdrive
Model: 4L65E
Ratios: First: 3.06:1; Second: 1.63:1; Third: 1.00:1; Fourth: 0.70:1; Reverse: 2.29:1
Transfer Case

Type: 2-speed, full-time with central diff-lock
Model: Borg-Warner 4484
Low-Range Ratio: 2.64:1


Axles

Front Type: IFS with AAM 9 ¼-inch centersection
Rear Type: AAM 9 ½-inch with Eaton E-locker
Hubs: Automatic
Ratio: 4.10:1


Suspension

Front: Upper and lower A-arms/torsion bars
Rear: Live axle, 4-link with track bar and self-leveling air springs


Steering

Type: Power-recirculating ball
Turns Lock-to-Lock/Ratio: 3/15:1, 13:1 variable ratio
Turning Radius (feet): 43.5


Wheels

Size (inches): 17x8
Material: Cast-aluminum


Tires

Size: LT315/70R17
Brand: BFGoodrich All-Terrain


Brake System

Front: 12.8-inch discs with ABS
Rear: 13-inch discs with ABS


Weight (pounds)

Curb Weight: 6,400
Advertised GVWR: 8,600


Mileage

EPA Estimate (city/hwy. mpg): N/A
As Tested (mpg): 7.11


Acceleration

Standing ¼-mile (seconds @ mph): 19.36 @ 75.55


Braking

60-0 mph (feet): 152.57


Dimensions (inches)

Wheelbase: 123
Overall Length: 189.5
Overall Width: 96.75
Overall Height: 77.5
Front/Rear Track: 69/69.75
Front/Rear Overhang: 33/34
Minimum Front Ground Clearance: 10.5


Likes

*35-inch tall tires
*Heated rear seats
*4-link rear suspension and selectable locker


Dislikes

*Not geared low enough
*Visibility is poor
*Sticker price


Bottom Line

A monster truck that you can own

Stock 2003 H2.

I own three transmission shops I would not do it.!!!