Back When the hammer H3 was introduced, we lamented the lack of power from the five-cylinder mill, and the need for additional drivetrain options and a front locking diff. The Hummer guys were listening though, and responded with the H3 Alpha (First Drive, Jan. ’08), which sports a 5.3l V-8, but no front locker. But we still wanted bigger tires, regular cogs behind the V-8, a front locker, and maybe even an sUT or a diesel mill. it was only a matter of time before the highly capable H3 followed its genetic destiny. Enter the H3T, a four-door shortbox pickup, with lockers front and rear!

We were fortunate enough to tag along on a recent engineering testdrive where components are validated, yet the looks are camouflaged for secrecy. By the time you read this, the beast will have been exposed, but we’re the first to give you our impressions of the new Hummer. While obviously longer than a regular H3, the shortbox can still carry plenty of gear, especially with the tailgate down. The rear camo makes the unit look more like a suburban than a pickup, while the front camo covers up nothing you haven’t seen before.

On the blacktop, the additional length of the H3T with its 134-inch wheelbase (23 inches longer that the H3) is immediately noticeable, adding an enhanced feeling of stability at speed. On long grades, the 295-horse 5.3l did as we expected, pulling the additional weight onfidently and without protest. The rigwith the five-cylinder i-5 still required pegging the tach and quick shifts to keep up.

On the trail, our immediate thought was that the 134-inch wheelbase would require a football stadium to do a U-turn. However, the engineering team was two steps ahead of us with a tight-ratio steering box that almost makes turns as tightly as the shorter H3. The flip side of the additional length is a reduced breakover angle and a strong argument for the heavy-duty skidplates. With both lockers engaged, the five-cylinder model mated with the fivespeed worked flawlessly in the rocks, as did the V-8. Both versions of the Adventure package are equipped with the 4:1 transfer case and lockers fore and aft, and provided a solid feel for the terrain. Once we get a chance, we’ll test them with the camo off and let you know about visibility as well.

Unfortunately, the H3T will still be burdened with the full array of electronic bells, whistles, bling, curtain airbags, child safety locks, DVD players, satellite babysitters, and other electronic nannies. But the heart of the beast is within, and the fact that you can slip your quad or a ton of gear in the bed, put a couple of kids in the backseat, and have dual-lockers right out of the box is a big plus in our books.

At low speeds with the inline-5, there is sufficient punch to handle the cut and thrust of city driving. But when faced with freeway merging and inclines, the 2009 Hummer H3T grows winded, a result of its insufficient power for the vehicle’s 4,900 pounds and bricklike aerodynamic efficiency. The H3T Alpha fares better. Throttle response is crisper with the V8 and it pulls harder through the midrange, but again, due to the considerable mass at hand, it’s not the massive transformation one might expect.

Even though the H3T’s longer wheelbase makes it less maneuverable on trails than the regular H3, it’s still basically unstoppable when equipped with the Adventure Package. With 9.5 inches of ground clearance, loads of wheel travel, aggressive approach and departure angles, oversized all-terrain tires and standard skid plates, the H3T can pretty much go anywhere without taking damage. Given this off-road capability, the H3T performs admirably on pavement, with decent stability at speed. The ride is surprisingly smooth and belies the H3′s tough-truck nature. But we would still advise you to steer clear of the H3T if you never intend to take it off the beaten path.

While GM tries to keep itself in business, it’s also trying to launch a new set of hybrid pickupsfor the 2009 model year. Soon, GM will be letting journalists–including the car review experts at TheCarConnection.com–to drive the 2009 Chevrolet SilveradoHybrid.

GM says the new Hybridedition of the full-size pickup truck will be 40 percent more fuel-efficient in city fuel economy and 25 percent better in highway mileage.

The Silverado Hybrid will come in the four-door Crew Cab body, in either rear- or four-wheel drive. Outfitted with a 6.0-liter V-8 engine and GM’s version of the two-modehybrid system shared with the Chevrolet Tahoe Hybrid, the Silverado Hybrid will be capable of 500 miles of driving range. It will also be able to run on electric power alone, gasoline power alone or a combination of the two. GM’s Silverado Hybridpickup will also have cylinder deactivation technology, which turns off half the V-8′s cylinders to save fuel when it’s running under light engine loads. Chevrolet’s sister brand GMC will also get a hybrid version of their Sierra pickup.

Dual front and curtain airbags and stability control will be standard on the SilveradoHybrid. Minor aerodynamic tweaks help the Hybrid’s fuel economy; its battery pack is located behind the rear seats.

TheCarConnection.com will be driving the new Silverado Hybrid this month, with a full review yet to come. Stay tuned–in the meantime, find out more about the 2009 Chevrolet Silverado here at ChevyTruckReports.com, including extensive photos and pricing information.