Just in time for another spike in gas prices, we have Hummer’s all-new H3. Students of the off-road genre already know Hummer, whose reputation was formed in Desert Storm -- think “Katrina” with sand -- and popularized by one Arnold Schwarzenegger. Mr. Schwarzenegger used it for running to the cigar store, the smoking of which (cigars -- not stores) he also popularized.

More recently, General Motors, now the corporate caretaker of the Hummer franchise, added the H2. Built atop a modified Tahoe platform, this now midsize (after a fashion) Hummer doesn’t possess the H1’s desert capability, but when compared to domestic off-roaders will more than hold its own. It got off to a hot start, but as talk of 10 miles per gallon started infiltrating the chat rooms, sales moderated, and Hummer management started looking for its next hit.

We think they have it in the H3, a born-again rendition of the Hummer recipe laid out with dimensions that would actually fit in a suburban garage. While its visuals are clearly inspired by Mr. Schwarzenegger’s H1, its execution comes closer to Maria Shriver, with what we might term sculpted cheekbones and a far more manageable size. The basic layout follows (relatively) closely the stats laid down by its donor vehicle, GM’s Colorado/Canyon pickup. If you’ve sized up a Colorado, you’ll have a fair idea of the H3’s dimensional footprint.

We like the H3 exterior. As noted, its sheet metal -- and sheet plastic -- is more aggressively contoured than the H2. The glass area is once again slit-like, all the better to defend against insurgent activity, but the windows’ vertical placement enhances -- we’re told -- interior volume. The Hummer-identifying seven-slat grille remains, despite court action between GM and the Chrysler Group, while beneath the grille sits an abbreviated overhang and, on the underside of the engine, the Hummer-embossed skid plate.

If we like the overall look, we wish the Hummer would limit the overwrought artifice. Most telling -- or disgusting -- is the fake hood vent, which dominates the hood for -- obviously -- no functional reason. We’ve read elsewhere that the air boxes at the base of the windshield do function, but we’re darned if we could discern where they might be connected.

Under the hood is the root of the H3 controversy. The same inline five that’s optional on Chevy’s Colorado is standard spec for the H3. And while we’ve no objection to an inline five, serving -- as it does -- under the hood of various Volvos with distinction, those Volvos don’t (generally) weigh some 4,700 (unladen) pounds. With 220 horsepower -- and 225 pound-feet of torque -- out of 3.5 liters, the H3 power plant isn’t a slouch, but neither does it beg to be overloaded or given something to tow beyond, say, a couple of dirt bikes.

On the road, you’ll find the H3 composed and stable. Its wide track gives you none of the top-heavy suggestion still afflicting a great many two-box SUVs, and the power-assisted rack-and-pinion provides appropriate guidance between the stripes. Our exposure to off-road driving was limited by both time and distance, but reviews suggest an off-road capability every bit as good as its H2 sibling.

At a base price of just under $30K, the new H3 constitutes a viable bang for the buck. Adding in all of the available options, along with a hefty dose of dealer-installed swag, would drive that window nearer 40 large, in which case you’ve got a lot of competitive vehicles, including a very well-endowed Grand Cherokee. Despite all of Jeep’s legendary capability, it’s rather like comparing Governor Ventura to Governor Arnold. Either one might kick your butt, but with Arnold you’d at least get a film credit.