Haval H2 2015 Review

Haval H2 LUX
Road Test

It's not often you get to drive a brand new marque. Chinese-built Haval arrived in Australia this year with a three-strong model range, the smallest of which is the H2 featured here. Rivalling the Volkswagen Tiguan in size – and nearly price – the model feels an odd fit amongst its stalwart rivals, especially considering its unknown resale value and safety rating, limited dealer network and mismatched equipment offerings. That said, it's not a bad vehicle, and with a little polish will be a realistic competitor to the big-name brands by the time the next-generation rolls around. Until then, the $26,490 (plus on-road costs) asking price may deter those unwilling to try something new... Let's find out if their trepidation is justified.

As the 52nd passenger car brand to enter the Australian market – and a sub-brand of better-known Great Wall Motors – Haval has positioned itself as an interesting alternative to stalwart SUV rivals. And we're not just talking about its physical size...

Landing from $26,490 (and priced at $31,240 as tested, plus ORCs) the petrol-only Haval 'H2' range is one of three SUV models the Chinese importer offers currently. For the moment, the Tiguan-sized model joins the Touareg-sized 'H8' and even larger 'H9'. An in-between-sized 'H6' and 'H6 Coupe' are expected to join the range sometime in the New Year, while hybrid and diesel variants may also be offered in time.

Haval says that it's in the Australia market for the long-term and that the H2's higher entry price is justified here by its "luxury" position when compared to its immediate contemporaries.

Compare it spec-for-spec with familiar opponents and that argument seems unfounded – the high-grade H2 LUX on test failing to offer memory seats, a powered tailgate, sat-nav, idle-stop or any of the now-expected electronic driver aids (such as self-parking technology, blind-spot monitoring, lane-keeping assist and autonomous emergency braking) found in many of its rivals; and those are just a few of the omissions we noted.

However, there is a reasonably generous level of equipment to be had. There are faux-leather seats with adjustable lumbar support, heating and six-way electric adjustment (though the seats themselves are set very high and offer no memory recall or ventilation), cruise control, trip computer (but no digital speedometer repeater), auto headlights and wipers, sunroof, keyless entry and push-button start.

The H2 LUX also includes rear parking sensors and a reversing camera, a side-view camera (so you don't scratch your 18-inch alloys when parking), dual-zone climate control, folding mirrors with red HAVAL puddle lights, adjustable headlights, an electrochromatic rear-view mirror, an electric park brake with auto-hold function, hill-descent control (odd considering it's a front-wheel drive) and a 7.0-inch touch screen infotainment array with Bluetooth telephony and audio streaming.

Oh, and in case you're wondering, Haval is pronounced to rhyme with 'gravel'. It does not rhyme with 'Halal' or 'naval'.

Under the bonnet the Haval H2 arrives with a 1.5-litre turbo-petrol four-cylinder across the range. The twin cam unit features variable valve timing and utilises direct injection, requiring a diet of 95 RON PULP (or higher) to produce 110kW at 5600rpm and 210Nm from 2200-4500rpm. The front-wheel drive model is mated to a choice of six-speed manual or automatic transmissions, the latter tested here said to consume 9.0L/100km on the ADR combined-cycle test while emitting 214g/km of CO2.

The H2's engine is languid on step-off, especially when cold. Momentum is lethargic under 2500rpm, the small capacity 'four' requiring revs and the right gear to maximise its output. Give it too much throttle and the engine seems to 'hang' for a moment while the transmission flares. It takes another moment to compose itself before resuming its stride.

It's an engine that feels outdated in the company of many modern turbocharged motors, and is quite vocal under acceleration. There's a lot of 'plumbing' noise to be heard, joined with a peculiar, but not constant, buzzing noise from the drive-by-wire servo in the driver's footwell.

With four people on board the engine's response is muted further. We found the transmission slow to kick down, too, sequentially tracking back through fifth, fourth and then third before finally committing to the correct ratio for overtaking. There is no 'Sport' mode as such; however the gear shift can be overridden manually (+/-).

At freeway speed the engine is content to tick over at just under 2000rpm. It's a quiet vehicle when cruising, with little intrusion from wind or road. It's pleasing that the 'N' part of the NVH (noise, vibration and harshness) balance is well addressed, as at idle there's a significant shudder through the steering column, which is actually quite visible when stopped at the lights.

There's also an annoying 'click' from the relay board each time the wipers sweep. It speaks of the quietness of the cabin that this can be heard at all, but is an annoying distraction all the same.

It's also annoying that "Mrs Haval" talks to you each time you select reverse. The parking guidance system offers visual guidelines (and a lot of talking) for basic reversing scenarios (90-degree and parallel). Equally bothersome is the fact the infotainment array must be dimmed independently (and via several steps) of the panel and instrument lights. The screen doesn't dim to the same level as the rest of the cabin, and is distracting on country roads at night. Here, however, the headlights are very good, especially on high-beam.

The H2 appears to be well built with close shut lines and a solid feel to the doors. The paint is lustrous and consistent. Inside the quality of materials appears to be of a grade matching the best of its Japanese and Korean rivals. That said, there's a lot going on visually. The mix of textures, trims and colours is a little overwhelming. We like the tobacco coloured upholstery, but found the overall look was a less than cohesive attempt at "luxing" it up, mixing the seat trim with woodgrain, hard and soft plastics, plus the faux-metal elements.

Dynamically the H2 doesn't disappoint. The ride is taut but not firm, and proves comfortable over larger potholes. It's quite secure in its handling, and seems confident in cornering compared to most same-sized rivals (save perhaps for the Ford Kuga, Hyundai Tucson, Mazda CX-5 and Volkswagen Tiguan). Oddly, the suspension's initial compression is a little brusque, exaggerating expansion gaps and cat's eye reflectors considerably.

The electrically-assisted steering feels 'tense' on-centre, but responds quickly enough to input. It's quite linear thereafter, loading quite naturally through corners with acceptable communication to the driver. It's the type of set-up that does give you the confidence to explore the H2's handling a little further than most owners would, and there presents a glimmer of hope for what's to come.

And I guess that's the crux of the Haval brand. As it sits the model is the brand's first attempt, and for the most part it's on the right track. None of the criticisms noted here are any more severe than they are for a lot of established players...

The H2 needs polish, sure. But like any newcomer this is a brand that will only get better with time. Give it another generation and we're sure Haval will offer a vehicle very capable of giving the competition a real run for its money.

2015 Haval H2 LUX pricing and specifications:
Price: $30,490 (plus on-road costs)
Engine: 1.5-litre four-cylinder turbo-petrol
Output: 110kW/210Nm
Transmission: Six-speed automatic
Fuel: 9.0L/100km (ADR Combined) / 8.8L/100km (as tested)
CO2: 214g/km (ADR Combined)
Safety Rating: N/A

Also consider:
>> Holden Captiva 5 (from $26,490 plus ORCs)
>> SsangYong Korando (from $21,990 plus ORCs)
>> Suzuki Grand Vitara (from $25,990 plus ORCs)