- Doors and Seats
NA
- Engine
NA
- Engine Power
160kW, 324Nm
- Fuel
Petrol 12.1L/100KM
- Transmission
NA
- Warranty
NA
- Ancap Safety
NA
Haval H9 road test review
You could argue the last thing Australia needs is more car brands. But that's not stopping anybody, particularly the Chinese manufacturers that are eager to use Australia as a test bed for exports before taking them global.
Already we've seen some failed first efforts from Great Wall, Chery, Geely and MG (the latter, a British brand, now part of the giant SAIC Motor corporation). The most successful was Great Wall, but there's currently a legal stoush between the Chinese operators and the local importer, Ateco, which now imports LDV, another Chinese brand.
As that's brewing in the background, Great Wall has deployed its dedicated SUV brand, Haval, on Australia. It's being done directly by the brand, not through a distributor.
Haval is claimed to be the biggest SUV brand in China and has hopes of carving itself a niche in the growing SUV market here, which now accounts for about 40 per cent of the 1.1 million-plus new vehicles retailed each year.
Haval arrived in 2015 with three models, the entry-level H2, the five-seat H8 and the H9 tested here, the biggest and most expensive in the fleet. An H6 is due later in 2016 and the company has just unveiled an H7.
What do you get?
The general path trodden by new brands is by starting at the bottom and working up. It's how Japanese brands such as Toyota gained a foothold half a century ago, and in recent decades the South Korean brands have employed similar tactics.
But Haval is hoping its products - not just the prices - can speak loudly enough to get people to take notice. Haval describes its pitch as "premium value". As such, the H9 range starts at $46,490 for the Premium, which comes generously appointed with alloy wheels, parking sensors front and rear, a reversing camera, smart key entry with push button start, satellite-navigation (with free map updates), tri-zone air-conditioning and six airbags (dual front, front-side and side curtain).
The Luxury tested here adds to that with leather trim, headlights that turn around corners, electric front seats, electric-folding third-row seats, a better Infinity sound system and 18-inch alloys (up from 17s).
Safety has been a question mark hovering over Chinese brands, and Haval is no different. While it misses out on the latest active safety features becoming more common in many passenger cars (things like blind spot warning or emergency braking), it does get good airbag coverage, with curtains covering all three rows.
The five-year warranty is also worth a mention.
What's inside?
It doesn't matter whether you're inside or outside, one thing you can't ignore in the H9 are Haval badges. The name is plastered across the tail, then all manner of bold red badges on everything from the grille to the steering wheel. Open the door and there's an illuminated Haval scuff plate; Haval is even projected on to the ground before you open the door. Perhaps it's an indication how seriously Haval takes the task of establishing an identity for what is a fledgling brand.
Once inside there's a pleasant interior, albeit one that appears to try too hard in some areas. The adjustable mood lighting, for example, is over the top, as are the mass of lights and buttons than don't dim quite enough at night.
But there's a consistency to the layout, which is also logical with large buttons for often-used functions, such as the radio volume. Storage, too, is good thanks to cupholder binnacles and a deep centre console.
But there are chinks. The radio reception on the outskirts of town has noticeable static, and while the fit and finish is generally pretty good, the fake woodgrain doesn't extend the upmarket them. We never got the hang of the smart key door opening, either; sometimes you would grab the door handle to open the door and lights would flash but the doors would not unlock.
Yet at the same time there is unexpected thoughtfulness, such as the duplicated seat adjustment buttons for the front passenger seat that make it easy for the driver to move the seat. Or the 240V power outlet in the boot.
Those in the rear are also well catered for with air vents. There are roof vents feeding the second and third rows, along with separate controls and central vents for those in the middle.
The middle row slides and folds to create a flat floor. The third row folds at the push of a button, but it's a slow process taking 15 seconds to fold into the floor and 19 seconds to raise.
The boot is broad and useful when only five seats are in play. But there's a bulky swing-out door that means you have to leave plenty of room behind to open it fully. Thankfully there's a damped strut (it looks very similar to the one used on the Toyota Prado) to prop it open on hills.
With all seven seats in place luggage space is minimal; perhaps a couple of soft bags at best.
Under the bonnet
Four-cylinder diesels are typical for this class and most are at least 2.5 litres in capacity. The H9's engine is only 2.0 litres and is fuelled by petrol.
Yet it still manages a respectable 160kW of power, more than some key competitors. But that power is only accessible if you rev the engine hard – all the way to 5500rpm. In most cases the Haval's six-speed auto has already shifted into a taller gear prior to tapping into its power peak.
So really, it's about the torque, and that's where the H9's 2.0-litre petrol is undernourished. The 324Nm available from 2000rpm is much less than competitors, most of which comfortably surpass 400Nm. And with 2250kg to shift, it translates to only average acceleration.
The end result is an engine that needs to be pushed and revved hard to get the desired result, especially if you've got it laden or are trudging up steep hills. That the auto transmission isn't as intelligent as some when it comes to holding lower gears makes the whole drivetrain work a tad harder again. It can be cumbersome having to regularly convince it to kick down into a lower gear then revving the engine harder than it feels like it wants to.
There's also lag in its responses, particularly from a standstill. Throttle response is lethargic and it takes some forward planning to duck out of an intersection or go for a gap in traffic.
Fuel use is the final piece of a sub-standard drivetrain equation. Claimed consumption is a V8-like 12.1 litres per 100km – much more than the competition – and it requires more expensive premium unleaded. We found it used about 16.0L/100km in a mix of spirited country driving and suburban roads. Still thirsty, then.
It also needs to serviced every 10,000km.
On the road
The H9 is designed to tackle some serious off-road tracks, so comes with appropriate hardware. Underneath is a truck-like ladder frame chassis, similar to those used on other tough off-roaders such as the Toyota Prado and Ford Everest. There's also a dual-range transfer case and a terrain select dial that tailors traction control to various conditions, such as mud, sand or rocks.
As it does in those cars, the trade-off for that off-road ability is on-road composure. The Haval is floppy around corners, with woolly steering that calls for a decent reef to get the desired result; it's also prone to kickback on mid-corner bumps.
The tyres have one eye on off-road; they're decent Cooper-branded hoops that will start to squeal on a slick surface but cope well with the weight of the car and less than perfect surfaces.
As for the ride, it's helped by the soft suspension, easily disposing of big bumps. But things get busy over smaller, successive lumps, something not helped by the average body control that can have things rocking once you up the pace.
Yet for all its faults, the H9 is not bad considering its off-road ability. Yes, there are flaws, but they're not blockers when compared with others in the class.
However there are also curiosities, such as the hazard light flashers that kick in under heavy braking. It's a common safety addition to modern cars, but the Haval is the only car we've driven where moderate cornering combined with any level of braking has the hazard lights flashing. It can make twisty roads or even sweeping corners in suburbia an interesting mix of lights-on, lights-off.
The woman's voice telling you to "please select the parking mode" – with an odd inflection on the "mode" – is also an annoyance, particularly because she talks straight over phone calls in the process. But Haval Australia has sent that feedback and more to its Chinese head office and is confident of changes.
Verdict
The biggest challenge the H9 will have is getting on people's radars, and with good reason. It's a brand most have never heard of and reputation means plenty in the world of new cars. The track record of Chinese car brands in Australia is poor so far, with many owners burnt by poor resale and/or poor after sales service – or the brand disappearing altogether.
If you're prepared to take a leap – and it's $50k leap with a car like the H9 – then you'll get a surprisingly well put together car that is basic but honest. Whereas the H8 is more of an on-road prospect, the H9's rugged hardware means it should be reserved for those planning to go off-road. At which point the underdone petrol engine detracts from the experience.
Haval H9 price and specifications
Price: $50,990, plus on-road and dealer costs
Country of origin: China
Engine: 2.0-litre 4-cylinder turbo petrol
Power: 160kW at 5500rpm
Torque: 324Nm at 2000-4000rpm
Fuel use: 12.1L/100km
CO2 emissions: 278g/km
Transmission: 6-speed auto, four-wheel-drive
Weight: 2250kg
Safety: 6 airbags, stability control
The Competitors
Ford Everest Trend
Price: $59,990
Engine: 3.2-litre 5-cylinder turbo diesel; 143kW/470Nm; 6-speed auto; 4WD
Fuel use/CO2 emissions: 8.5L/100km, 224g/km
Safety: 7 airbags, stability control
Pros: Quiet cabin; ability to put child seats in second and third rows; clever 4WD system
Cons: Heavy; still compromised dynamically on-road due to ute underpinnings
Our score: 6.5/10
Toyota Fortuner GXL
Price: $54,990
Engine: 2.8-litre 4-cyl turbo diesel; 130kW/450Nm; 6-speed auto; 4WD
Fuel use/CO2 emissions: 8.6L/100km, 228g/km
Safety: 7 airbags, stability control
Pros: Off-road ability; honest diesel engine; reasonable value; borrows Hilux's reputation for reliability
Cons: Vague steering and mushy dynamics; third row seats don't fold into floor; fussy infotainment system
Our score: 5.5/10
Isuzu MU-X LS-T 4WD
Price: $54,000
Engine: 3.0-litre four-cyl turbo diesel; 130kW/380Nm; 5-speed auto; 4WD
Fuel use/CO2 emissions: 8.4L/100km, 223g/km
Safety: 6 airbags, stability control
Pros: Strong 4WD credentials; 3000kg tow capacity; 5-year warranty
Cons: Bouncy ride; engine and transmission average; cabin feels underdone in parts
Our score: 5/10