Hummer H2 vs Mercedes G500, who is ?

Hummer H2 vs Mercedes G500


Handsome Does Hummer H2? E-uh ... But one thing is certain: this lump of metal on wheels does not leave anyone indifferent. These emotions cause except that the American tractors or monsters like the career BelAZ.

A handsome if Mercedes G500?

Hummer and Mercedes - birds of a feather: brutal, "real" SUVs - with spars frames with angular bodywork ... At least, that the Mercedes G-Class is really a "true", no doubt - if there were, during the quarter century splyli. But what is the Hummer H2?

On the interior of the H2 can write one word - "Industrial". This industrial monumentalism: angles, some circles ... And all of the calls made of cheap plastic, so even with the bolt head on display under the hexagon. Although one hammerovskomu interior can not be denied - it harmonizes with the exterior.

And how much space inside! No overhead, of course (two-meter driver, perhaps, the crown rested in the low overhanging ceiling), and in breadth, the distance. To the passenger door does not get it. To improve In-salon mirror, you need to stand up in the chair, otherwise there'll last. The man's face, nestles on the only chair "third row, lost in the dark interior with tinted windows. And the visibility is not so hot - windows fifth door hidden headrest and built in the trunk of a huge "spare tire. Ahead - baggy hood, with two square "bumps" at the bottom of the front legs completely closed angular dimensions. Hand side "burdock" mirrors - huge.



Sitting on the plane trimmed with rustic leather chair comfortable, but not everyone - it is not designed for tall people. Abundance of actuators does not work: because of the short leg pillows remain suspended, not enough seat adjustment range in length. Lateral support is absent. A inflatable lumbar retaining pins instead of supporting his back, pushed the driver's unfriendly to the helm.

Steering column adjustable for height only, swaying on the short arm, why varies angle bagels. Sam chetyrehspitsevy leather bagel with the soft "rubber" hub bad: his bus sizes here are appropriate and sympathetic design. The spokes - controls onboard computer and tape recorder.

Mercedes G500 inside - a real Mercedes. The complete opposite Hammer! Dear soft plastic, good skin, natural wood - after the 2000 restyling of the interior G-vagena finally bourgeoisified and now resembles S-Class. Geometry of planting different, more "vertical", while they themselves are above the seats on the floor. But they are so well tuned touch, as in the S-class sedans, perfectly distribute the load and securely fix the body (a comfortable driver's seat is equipped with inflatable side bolsters support). However, there are also disadvantages in Mercedes: the seat cushion is long enough, and the range of adjustment in length is too small. Moreover, too large elevation difference between the pedals and a platform for the rest of the left leg. But the steering column is adjustable not only in height, but also on the flight.

Vision in a Mercedes, too, perhaps, better. However, in the inside mirror, as in Hammer, almost nothing can be seen: part window opening is covered with hanging outside a spare tire, adjustable headrests obstruct the rest of the sofa. But the forward and sideways - as with the bridge! After hanging on urban traffic jams, we evaluated a great sense of size, which gives Gelaendewagen driver. Not the last role played by and large outside mirrors. And the role of the eyes in the back performs "Parktronic", which is so lacking Hammer.

Combination of devices G500 - top of informativeness, which can not be said of the overloaded panel Hammer. Here as much seven scales! Leaving for a while unattended way, you can learn about the Hummer such intimate details as the engine oil pressure, voltage in the on-board power, temperature of oil in the transmission ... But mileage, despite the considerable size of the scale, easy read - not enough contrast. Whitish dial like a playful hand painted with child: crooked numbers, the abundance of extra risochek, supporting scale in miles per hour. And the day is light lights, and illuminated figures generally merge with the background.

But the most important ergonomic miracle baby Hummer - the only shift paddles. Then the Americans wiped her nose, even mersedesovtsam: in addition to management "caretakers", "turn signals" and the distant light on this unfortunate lever brought more control and cruise control - meanwhile as the G500 for him is a separate "twig." As a result, to sprinkle water on the glass, you need to separately rotate the foot switch. Currently sorted out, his head was broken!

On the dynamic characteristics of the "second" Hammer to the test, we did not know anything. The official source does not indicate any maximum speed or acceleration time. The only thing we knew - the estimated fuel economy: General Motors reported a value of mileage on one 120-gallon fuel tank - about 500 km. But traction qualities should be hardball: under the hood - shestilitrovaya V-shaped "figure eight» Vortec power of 322 hp True, the Hummer weighs about three tons - far more than the Mercedes G500 with its unladen weight of 2,410 kg! In addition, mersedesovsky five-liter V8 engine develops an impressive 296 hp and works in tandem with a five "automatic" and the automatic gearbox on the Hummer - four-.

So, when the measurements momentum booster Hummer lost G-Wageni, we are not surprised. Of course, ten and a half seconds to hundreds - it is still cool. But the subjective feeling of momentum booster H2 does not pale in comparison with what you experience when mersedesovskom overclocking. If Hummer starts rapidly, but gently, then Mercedes dart frantically, on the verge of stalling. And what a sound! Acceleration is accompanied by a distinct aggressive low-frequency roar with crisp metallic "grain". But while in the cabin G500 still quieter than a Hummer with its rustic gurgle American Group of Eight. Dzhiemovskaya box Hydra-Matic 4L65 transmission shifts smoothly, but long - meanwhile as a five-step "automatic" in the Mercedes is much smart and no less smoothly: no unpleasant jerks.

And we were very surprised when the Hummer in third gear at speeds of about 4000 rpm suddenly ... gently "rested" in the speed limiter configured to 160 km / h! "Unlimited» Mercedes as shown overclocked to a speed of over two hundred - on the display of our measurement system V-box at this time highlighting the number "193". Not bad for a car with the aerodynamics of a brick!

But to keep G-Wageni at such speeds, you need to have strong nerves. With the growth rate of the dynamic corridor expands: Mercedes dancing on irregularities and strives to leave the path, and kept asking rudder. And what about the Hummer? He keeps his 160 km / h quite calmly, completely ignoring the Road "detail"!

Measurements of the brake dynamics were not without surprises. The first surprise Hummer: braking "in the floor" with a speed of 100 km / h it is repeatedly blocked the wheels, and strove to stand sideways! It is curious that at the time of the lock foot clearly felt tremors from the ABS operates, but the anti-lock electronics dealt with at that time in fact, remains a mystery. Recognizing this behavior dangerous, we decided to abandon measuring the stopping distance from a speed of 150 km / h - not even-tempered hour, more will be in a chipper.

At Mercedes, too, have problems. Manage a slowdown in the G500 with the "civilian" ride - a pleasure: this is not so much movement of the pedal as playing low effort in it (only 4.8 kg). But once you press the pedal harder - and ... nothing! Slowdown is not growing! Even with the brake pedal to achieve 120 kg of ABS operation succeeded only when the rate dropped to 20 km / h. A series of intensive decelerations generally left Mercedes «no brakes!

Most likely, this machine simply were "wrong" brake pads. Yes, and "brake" problem of the Hammer - it seems to marry a particular instance. After all, during normal decelerations Hummer with his very informative pedal is very convenient.

General, this three-ton monster surprised us. Driver's truck, «truck driver"! Light "mild" stress-free driving can lead edifice on Betonka average manginess at maximum speed of 160 km / h. And with excellent stability and Hummer does not turn away - he turns to run in solidly, but without resistance and with moderate rolls. Can track the trajectory trehtonnik happy comfortable responses to the modified draft: should just release the gas pedal and it goes into a turn, you open the throttle - Increases the radius. Moreover, if we take a turn at the limit of coupling capacity tires, the gas discharge under the "truck" begins gently slide the rear wheels. Such Makhina - and suddenly skidding gambler, who also easily controlled! The main thing is that in this delicate game is not interrupted goofy "automatic": the proposed transfer out of place on a slippery road - a bad thing.

And still have to get used to the low sensitivity of the steering: a typical American setting, calculated on the straight wide highway, in city maneuvering forces shustro cranking the steering wheel. If you have to go around a sudden obstacle, then the problems will throw and "chokes" Power - at a very rapid rotation of the wheel "gets stuck".

However, to go around - that's not hammerovski. We watched the movie "Bad Boys 2"? Just ahead!

And the "elk test" can be left for the G-vagena. Despite the soldier's chassis with two bridges and a terrifying not cutting rolls, the habits of the old man seem more passenger. Sensitivity to the wheel at G500 incomparably higher than the Humvee, and herself bagel heavier and more informative. There is only one mode, when the driver feels the lack of feedback: the rectilinear motion at a speed of over one hundred and fifty. But sooner or later the road turns into a turn, and the deviation of a donut from the "zero" is the tide of reactive.

In turn Gelaendewagen you done reluctantly, rely heavily, but honestly draw a given arc. In the limit ... Prior to limit G-Wageni not reach - not let nondisconnectable system ESP. It also turns out to be very efficient assistant in the case of an emergency maneuver. "Collar" can be removed by blocking the inter-axle differential. But this option is only suitable for off-road riding ...

Incidentally, the "off-road. Is it time to plunge into the snow and sand pits mess?

Mercedes G-Class has repeatedly been the hero of our tests, but we have been constantly surprised at its off-road talents. Implementing off-road vehicles with three hard locks, many manufacturers are afraid of. First, expensive, and secondly, burdensome for the transmission. But otherwise the G-Wageni would not be Steyr-Daimler-Pooh - all three of the differential can be locked if necessary by simply pressing the appropriate keys on the front panel. However, it can be done only at the "bottom" number of transmissions (Low mode enables the selector next to the "automatic") and preferably with the simultaneous activation of their own brains. Prolonged slippery feet? Here, Mercedes will cost only blocking the "center" with good weight distribution on the axes. Risk diagonal hanging? In addition, blocking the rear axle differential. Since G-Wageni steadily climbs on any ledges - it would be to catch hold of tires. The front cross-axle locking - the last argument, whose use is justified only in the most difficult situations. The explanation is simple. First, this is an extremely negative effect on handling: even at a speed of 10 km / h the car often goes not to where the wheels are turned, especially on slippery ground. Secondly, it creates a hard link in the transmission of so-called circulation of power, which is not the best way affect the durability of the construction. Finally, the naive use of locks on the loose soil often leads to the fact that the car sits on its belly and can not go back even on its own ruts - that we too have seen. Generally, if you have decent off-road tires (harmless asphalt tires Pirelli Scorpio to those not included) off-road Mercedes Gelaendewagen going up as long as sufficient "geometry". It is therefore strange place for such a machine should "feel out" very cautiously: "being closed" belly or beam, buksanul - immediately turned desired blokirovochku and neatly passed back. And the machine is played in and not have to wield a shovel.

Before we let in the wake of G-vagena Hummer, we have long pondered. After a constructive point of view of the H2 looks pale: nothing in common with the first "real" Hammer made of multi-terrain vehicle army Humvee, he does not. Look under the belly and wonder: sticking suspension arms, tough rear beam, funny "splayed" footboard. There are, however, a button control pnevmoelementami rear suspension, but it serves merely to compensate for the load.

And what about the Transmission reserves? By the way, "first" Hammer no forced lock differentials. But this machine, however, can be up breathtaking stunts in the style of off-road - thanks to a fully independent suspension for all wheels, low center of gravity, the "correct" weight distribution and the special principle of control, brake-Americans named akseleratornoy modulation. Left leg - the brake, right - on the gas. Brake stifle skidding wheel torque on the "reference" wheel because of this increase - and it goes on. It is on this principle are now working simulate electronic locks on many of today polnoprivodnikah.

In the "second" Hammer is not imitation, but real blocking - inter-axle and rear cross-axle differentials. And despite the "civil" the origin (Hummer H2 is built on the units of cars Chevrolet Tahoe and Suburban), he made good on the roads!

On this machine even want to ride passengers, arranging off-road excursions. Low sensitivity of the steering here is very handy, and energy absorbing suspension allows the course to storm such irregularities, which in the G-Wageni must wade stealthily. Three-ton American Makhina in most cases simply does not feel the point of contacts with obstacles!

Wild-automatic transmission has proved to roads in two ways. On the one hand, on the snow and soil slabonesuschih thoughtful torque converter makes it possible to smoothly move, eliminating wheel spin. This is a great blessing. On the other - the driver is deprived of feedback and not feel when forward movement is risky: the growing resistance to rolling wheel is simply "drowning" in the overall transmission losses. This, incidentally, lies deceit Hammer - regular samoevakuatsii means it does not have, and find the closest truck weight category will be difficult.

With the general parity-road Mercedes G500 and Hummer H2 - Cars still different. The good old G-Wageni off-road can be very much, but - in the hands of an experienced driver. A successful "off-road" on the Hammer provides a much simpler. The Hard Way! And with a significantly greater comfort.

Incidentally, this "American" also surpassed our expectations - smooth progress is very good! The tremors from the hard asperities hardly take place in the salon, on asphalt waves Hummer just sad sighs. Long-travel suspension makes this a fairly deep sighs, but before the seasick are not an issue. But with sound insulation in Hammer had gone wrong - and the aerodynamic noise visible and intrusive sound of the engine, and loud exhaust ...

Mercedes quiet: besides wind noise at high speed, the whole "Acoustics" balanced, healthy. And in regard to the ride, Mercedes G500 resembles a European passenger car with "sport" settings of the chassis. Suspension and steering makes the G-Wageni pleasantly collected and does not allow buildup. But because of this SUV was dancing on the irregularities in detail by repeating the cross-section and swaying from side to side. But worse is that Mercedes is very sensitive to the asphalt "detail": it now and then shuddered at the humps, and potholes significant revoked deaf heavy blows.

If it were not stiff suspension, the G-Wageni could be a very comfortable car for the rear passengers: sitting on a triple leather sofa is very comfortable. Cool picked back angle and profile of seats, to the same hand - a wide "dreamy" sill. Here are just warm to the feet comes bad - floor baffle ventilation system in the back we have found.

In Hammer easier to sit back (doors open at a wider angle), but the geometry of the landing is not perfect - a low-backed sofas and a short pillow. But there are individual remote controls, music and sockets for a pair of headphones. And if for Mercedes folding rear seat - pure cargo handling, at the Hammer, throwing a third of the back, you can get the additional sixth place! Тут вполне сносно: есть даже интегрированный в спинку ремень безопасности. Одна беда: сидишь на уровне пола.