Haval H9 VS Honda CR-V
Haval H9
Likes
- Ride and gearbox both great
- Space galore
- Unbeatable value proposition
Dislikes
- Some electrical gremlins
- Huge lag when taking off
- A longer warranty with public capped-price servicing would help
Honda CR-V
Likes
- Exceptional value for money
- Superb engineering
- Excellent family-focused packaging
Dislikes
- No full-sized spare wheel
- No hybrid AWD availability
- Firm ride
Summary
Haval H9
From almost the moment carmakers began popping up in China, we've talked of the soon-to-arrive boom in Chinese new-car sales in Australia.
They're coming, we said. And no, they're not much chop right now, but they'll get better and better and better, until they're one day giving the best from Japan and Korea a run for their money.
That was years ago now, and the truth is, they never really got good enough to seriously rattle any cages here in Oz. They inched closer, sure, but there was still a heap of daylight between them and the competition.
But we've just spent a week piloting the updated Haval H9 large SUV, and we can report that the gap hasn't just shrunk, it's near-enough vanished, the daylight reduced to a sliver in lots of important areas.
So is this the beginning of the Chinese revolution?
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 12.1L/100km |
| Seating | 7 seats |
Honda CR-V
In the distant future, automotive historians will look back at the Honda CR-V as one of the true SUV originals.
Sure, it and the conceptually-identical Subaru Forester, trailed the trendsetting Toyota RAV4 of 1994 by three years, but collectively all three Japanese brands broke and then reset the Australian family-car mould in lightning-quick time. Too much so for the floundering local car industry to ever catch up.
Today, they remain the blue-chip mid-sized SUV contenders.
Six generations in, how does the completely-redesigned CR-V in all-new e:HEV (petrol-electric hybrid) guise stack up? Let's find out!
Read more about
- Honda CR-V 2024 review: VTi L7
- Will Honda Australia Elevate its number of SUVs with the 2024 WR-V to compete against the Mazda CX-3, Nissan Juke and Toyota Yaris Cross?
- Lots of Honda electric cars on the way including 2024 Prologue SUV and new sports car concept to be shown at Tokyo - but will Australia really continue to miss out?
| Safety rating | |
|---|---|
| Engine Type | 2.0L |
| Fuel Type | — |
| Fuel Efficiency | 5.5L/100km |
| Seating | 5 seats |
Verdict
Haval H97.1/10
The Haval H9 Ultra is proof that Chinese cars are at last living up to the hype. The value proposition is unbelievable, and a five-year warranty helps calm any ownership concerns. Is it bang-on against the competition? Not quite. Not yet. But you can be sure that other vehicles in the segment can feel the H9's hot breath on the back of their necks.
Would you consider a Haval, or do you still doubt the Chinese? Tell us in the comments below.
Honda CR-V8.5/10
The most-expensive version of the latest Honda CR-V is one of the most convincing family-orientated mid-sized SUVs in Australia, regardless of price and positioning.
For efficiency, economy, driveability, packaging, safety, quality, refinement and value-for-money, it is an outstanding value proposition. Don't buy a RAV4 or Forester hybrid before checking this one out.
We cannot wait for the e:HEV hybrid powertrain to filter down to cheaper grades, to make the best CR-V in decades even more accessible.
Design
Haval H97/10
It's a big and slab-sided beast, the H9, and it's unlikely to win too many beauty contests. But then, few in this category do, or attempt to, and it looks tough and purposeful, which is probably more important.
Front on, it looks positively massive, with its giant and silver-slatted grille, huge headlights and a jumbo foglight perched like alien eyes in the furthest corners of the front end.
From the side, lashings of silver (a touch too blingy for our tastes) break up an otherwise fairly bland profile, with the rubber-gripped sidesteps a nice touch. From the back, a large and largely unremarkable rear end is home to a massive, side-hinged boot opening, with the pull handle mounted to the far left.
It's not perfect in places, though, with some panels that don't quite match up, and more gaps between others than we'd like, but you have to look closely to notice.
Inside, the fit and finish is pretty good, with a giant faux-wood centre console home to a one-touch gear lever, an electric handbrake (a luxury still missing in some Japanese models) and most of the four-wheel-drive functions. The "eco" leather on the seats and the soft-touch dash are both nice under the touch, as is the steering wheel, and the second and third rows are pleasantly furnished, too.
Honda CR-V
Though considered handsome, the CR-V has never been a style leader. Function over form has always been its calling card, and Number Six is no exception.
Cleanly drawn, with boxy proportions and a blunter, squarer nose providing a contemporary if somewhat bland appearance, the Thai-built Honda lives on the larger end of the mid-sized SUV scale, resulting in lots of space and practicality.
Yet there are interesting and worthwhile details to explore, like narrower-than-usual windscreen pillars for exceptional forward vision.
The same applies to the considered positioning of the exterior mirrors, minimising blind spots, while deep glass areas allow light to flood in.
The stylish, Volvo-esque L-shaped tail-light graphic probably connects most clearly with past CR-Vs, giving the latest version an elegant overall presence.
Compared to the old model, the latest version's wheelbase has been stretched by 40mm to 2700mm, while front and rear tracks are 10mm wider, coming in at 1611mm and 1627mm, respectively.
Note that the front-drive models' ground clearance is 198mm – 10mm less than on the (non-hybrid-only) AWD grades.
Practicality
Haval H98/10
Very practical, thanks for asking. It's a behemoth (4856m long, 1926mm wide and 1900mm high), so space is really no problem in the cabin.
Up front, there are the prerequisite brace of cupholders, mounted in a centre console so wide you could play football on it, and the seats are big and comfortable (and they'll give you a massage to boot). There is room in the front doors for bottles, and the infotainment, while a little slow and clunky, is easy to understand and operate.
Climb into the second row and there's heaps of space (both leg and headroom) for passengers, and you can, without doubt, fit three kids across the back. There is a storage net on the rear of each of the front seats, room for bottles in the doors and two more cupholders in the pulldown divider.
There's no shortage of niceties for backseat riders, too, with air vents and temperature controls and heated rear seats. And there are two ISOFIX points, one in each window seat.
Things aren't so luxurious for third-row passengers, with thin-and-hard seats mounted in cramped surrounds. But there are third-row vents and a cupholder for seats six and seven.
The side-hinged boot opens to reveal a laughably small storage space with the third row in place, but things improve considerably when you flatten (electronically, no less) the rear seats, with a gigantic storage area that will have your phone ringing hot every time one of your friends is moving house.
Honda CR-V
Little wonder the CR-V was the world's third most-bought SUV worldwide in 2023. It's big enough for most families' needs... and then some.
This is immediately apparent the moment the big doors are opened up nice and wide, revealing an airy, spacious and extremely user-friendly interior.
The Japanese brand has striven successfully for greater visual symmetry, harmony and operational simplicity in the dashboard's design and layout.
And, sure, the 9.0-inch touchscreen lacks the wow factor of vast buttonless displays as found in flashy alternatives such as the disappointing Chery Tiggo 7, but it works very effectively.
Hondas have always nailed the driving position bit down pat, and the RS is no exception, with ample seat and steering column adjustment, considered controls placements and unimpeded views of the instrumentation and road ahead due to the aforementioned thin pillars.
The instrumentation cluster is an electronic set-up offering the driver the choice of either super crisp and ultra-clear analogue dials, or somewhat fussier bar graphs, with a digital speedo augmenting both.
There's so much to enjoy and so little to criticise inside Honda's mid-sized SUV. Along with space to stretch, the front seats are notably comfortable and supportive, as several hundred kilometres sat ensconced in them proved. Both sides have electric adjustment at this price point, too.
Ventilation also rates highly, with the honeycomb full-dash-length grille and lovely toggle switches bringing aesthetic and tactile delight, respectively.
And, reflecting the CR-V's US focus, storage is on a large and helpful scale, offering bottle holders in the doors amongst other places to stash things in and on.
Moving to the rear seat area, entry/egress is ridiculously unimpeded, with a decently-shaped bench.
Families are also likely to appreciate series-best legroom, backed up by a handy amount of girth – always a good thing.
You're also met with occupant-facing air vents, overhead grab handles, even more door storage, the obligatory folding centre armrest with cupholders, front-seat-sited map pockets and a pair of USB-C outlets.
However, the standard sunroof does rob some headroom so people taller than about 180cm had better try before they ride, though the 60/40 backrest reclines to 16 positions and that's helpful here.
Being a hybrid, the RS e:HEV misses out on the sliding bench which adjusts by 190mm in other CR-Vs.
Vision out is exemplary back there, enhancing an already spacious and airy ambience. But if the front seat area majors on Japanese quality, the rear is hardly premium, with plenty of dreary cheap plastic trim, betraying the Honda SUV's focus on the price-driven American market. But nothing squeaked, rattled or broke, thankfully.
Further back, the tailgate rises remotely quickly enough, and there's quite a wide and long area to store things, but the electrification elements make for quite a high and uneven floor – though a deep bin area is also provided to hide stuff in.
There's also just a can of goo in lieu of a spare wheel.
Cargo capacity rises compared to the previous CR-V, ranging from 589 litres with the rear seats up, to 1636L, or 1072L if measured only to the window line.
Price and features
Haval H99/10
Let's be honest, Haval hasn't been around anywhere near long enough in Australia to sell on anything even resembling badge loyalty. So if it is any hope of increasing its 50-odd sales a month (March 2018), it knows it has to sweeten the pot on price.
And it doesn't get much sweeter than the $44,990 sticker glued to the H9 Ultra. That's about $10k cheaper than the cheapest Prado (and a staggering $40k cheaper than the most-expensive version), and the Ultra is absolutely swimming with kit for the money.
Outside, the alloy wheels are 18 inches, there are LED daytime running lights, front and rear fog lamps, dusk-sensing headlights with a follow-me-home function and standard roof rails.
Inside, the faux-leather seats are heated in the first two rows (and ventilated in the front), and there's even a massage function for the driver and passenger. The windows are powered, as is the fold-flat function for the third row, and there's a sunroof, leather-wrapped steering wheel and aluminium pedals, too.
On the tech front, an 8.0-inch touchscreen (but no Apple CarPlay or Android Auto) is paired with a 10-speaker stereo, and there is standard navigation, keyless entry and push-button start.
Finally, there's a heap of safety and off-roading kit, but we'll come back to that under our other sub-headings.
Honda CR-V
At the time of writing, choosing the hybrid version over the regular petrol-turbo CR-V means forking out for the top-of-the-line RS. Less expensive (and luxurious) hybrid grades are expected soon.
Starting from $59,900 drive-away, it isn't cheap, especially as its two closest rivals – the RAV4 Cruiser Hybrid and Nissan X-Trail Ti e-Power e4orce – offer all-wheel drive (AWD) for around the same price, while the Honda is front-wheel drive only.
At least the RS e:HEV isn't short on equipment, especially safety, with 11 airbags, Autonomous Emergency Braking (AEB), blind-spot alert, lane-keep assist, rear cross-traffic alert and adaptive cruise control included. Check out our safety section below for more details.
Being the CR-V flagship, you'll also find adaptive LED headlights, a panoramic sunroof, dual-zone climate control, leather upholstery, powered and heated front seats, a 9.0-inch touchscreen, sat-nav, wireless Apple CarPlay/wired Android Auto, Bose premium audio with 12 speakers, digital radio, a wireless charger, privacy glass, hands-free powered tailgate, roof rails, front and rear parking sensors and 19-inch alloys.
Note, however, there is no spare wheel, just a tyre-repair kit. Not good enough. For why, please see the Cost of Ownership/Warranty section.
There's also five years' free subscription to 'Honda Connect', bringing remote-control operation for climate control, lights and locking/unlocking, trip log data, location status, geo-fencing and emergency callout.
What's missing? Along with the aforementioned AWD, some rivals at this price point include larger alloy wheels if that's your thing.
Otherwise, the RS e:HEV brings plenty of features to the table. Sadly, not of the picnic variety, however, unlike in the first two generations of CR-V (1997 and 2001).
Under the bonnet
Haval H96/10
It's like a diesel in disguise, this 2.0-litre turbocharged petrol engine, making 180kW at 5500rpm and 350Nm at 1800rpm. It's paired with an eight-speed automatic gearbox, and drives all four wheels. That means a sprint to 100km/h of "just over 10 seconds” - about two seconds faster than the car it replaces.
Haval's All-Terrain Control System is also standard, meaning you can choose between six drive settings, including Sport, Mud or 4WD Low.
Honda CR-V
The CR-V hybrid is powered by a 2.0-litre four-cylinder direct-injection Atkinson Cycle petrol engine.
Married to a pair of electric motors that make a combined power output of 152kW, it delivers a system total of 135kW at between 5000rpm and 8000rpm, as well as an impressive 335Nm of torque from 0-2000rpm.
It sends drive to the front wheels via a single-speed electric continuously variable transmission (e-CVT), featuring deceleration paddles that help redirect regenerative braking energy back into the battery.
Tipping the scales at 1771kg (kerb), the power-to-weight ratio is 76.2kW/tonne. Not great, but the e:HEV's brawn lies in its hefty torque output.
Efficiency
Haval H96/10
Haval reckons you'll get 10.9 litres per 100 kilometres on the combined cycle, with emissions a claimed 254g/km. The H9's 80-litre tank will only accept premium 95RON fuel, which is a shame.
Honda CR-V
Like Toyota's hybrids, Honda's do not need to be plugged in; the small 1.06kWh lithium-ion battery fitted is charged by either the engine or via regenerative braking energy.
Honda says the e:HEV RS on the Urban, Extra Urban and Combined cycles should average 4.9, 5.8 and 5.5 litres per 100km, respectively. The latter figure equates to a carbon dioxide emissions rating average of 125 grams/km.
Fitted with a 57L fuel tank, that means the driver can expect to achieve about 1035km between refills – and on 91 RON regular unleaded petrol at that.
Out in the real world, we managed a still-laudable 6.5L/100km during our time with the RS e:HEV, achieved through a mixture of inner-urban and open-road driving.
Driving
Haval H97/10
We did a lot of kilometres in the Haval (perhaps subconsciously we were waiting for it to fall over), and over all sorts of road conditions, and it never skipped a beat.
The obvious standout is the ride, which is now very good, and disposes of CBD bumps and corrugations without fuss. At no stage does it feel dynamic or overly connected to the road, but it creates a comfortable disconnect that makes you feel you're floating above the ground. Not good for a performance car, sure, but it suits the character of the big Haval just fine.
The steering has a wafty vagueness, though, and it doesn't inspire confidence on anything twisty, with plenty of corrections when you're tackling something challenging.
The rolling delivery of power is surprisingly strong and smooth when you plant your foot. But there are downsides to a small turbocharged engine shoving the size of a block of flats around. For one, the engine has this staggering delay when you first plant your foot from a standstill - as though you're playing chess with the engine and it is figuring out its next move - before finally surging into life. It makes overtaking moves a heart-stopping challenge at times.
The petrol engine (which does a remarkable job of masquerading as a diesel) can feel a little rough and rugged when you really plant your foot, too, and you'll find all the useable power lurking at the low-end of the rev range. It is bloody comfortable, though. The vision is very good out of all windows, including the rear windscreen. And the gearbox is terrific, seamlessly and smoothly swapping cogs.
But... there were some electrical gremlins. For one, the proximity unlocking is the weirdest we've encountered - sometimes it works, other times its more complicated, and you need a textbook to figure out how it talks to the boot. The alarm went off twice despite me unlocking the doors, too. It might be some user error that I don't understand, but worth mentioning either way.
Honda CR-V
If the good-looking e:HEV RS's compelling value and great interior don't convince, then the driving experience might.
Building on five generations of gradual evolution, the latest CR-V uses an updated version of the previous model's all-new architecture – a very solid foundation to build an SUV upon.
Pairing that with Honda's latest hybrid electrification tech is the automotive equivalent of putting together peaches and cream. Even to a vegan.
From the first push of the starter button, the driving experience is seamless, elevating the e:HEV to the premium realm.
As it's in EV mode for much of the time at lower speeds, the SUV powers forward quickly and effortlessly, gliding along with a determined hum.
When the petrol engine eventually engages, it does so smoothly and quietly, yet the electric motor's influence and effects are far from done; the driver can sense all that torque (335Nm, remember) just from the immediacy of the throttle response.
Result? The CR-V's mid-range thrust makes it a deceptively rapid vehicle, accelerating instantly and surging strongly in almost no time at all. Keep an eye on that speedo, too, because the powertrain delivery is silken.
Furthermore, and going against type, the brakes thankfully avoid the wooden feel of many rival hybrids, and instead pull up immediately and with normal and natural pedal pressure.
Additionally, the paddle shifters provide variable off-throttle braking, though not quite down to a full stop.
Honda's chassis engineers have earned their keep when it comes to the CR-V's dynamics, too.
Light and easy around town for painless parking, the steering weights up nicely at higher speeds, allowing the driver to get into a linear rhythm with the machine, and without it feeling nervous or top-heavy when corners get tight – a rarity in an electrified SUV of this size.
And while it lacks the intimate connection of sportier SUVs like the Mazda CX-5 (given the RS badges), most people will appreciate the Honda's calm and controlled handling and road holding.
For the record, suspension in the CR-V consists of MacPherson-style struts up front and a multi-link rear end. However, a bit more suppleness would transform the e:HEV.
Wearing 235/55 R19 tyres, its ride around town is fine over larger bumps, absorbing them smoothly and without fuss, while overall tyre/road noise intrusion is pretty good, too.
Yet smaller-frequency surface irregularities, like joins and rail tracks, are not so easily dealt with, resulting in some sudden harshness.
Driven over exactly the same roads as the ZR-V e:HEV equivalent, it's clear there isn't quite the polish or sophistication that makes the smaller Honda SUV a highly-convincing dynamic and refined alternative to luxury German alternatives.
Other than the occasionally fidgety suspension, the CR-V hybrid makes for a dynamically impressive family SUV.
Safety
Haval H97/10
The safety story starts with dual front and front-side airbags, as well as curtain bags that stretch across all three rows. You'll also find a revising camera, as well as front and rear parking sensors.
Happily, Haval has also embraced the newer technologies, so you'll get lane-departure warning, rear cross-traffic alert and blind-spot monitoring. Off-road, hill descent control is standard, and Haval claims a safe fording depth of 700mm.
The H9 received a four-star ANCAP crash rating when the outgoing model was tested in 2015.
Honda CR-V
Honda has yet to publish ANCAP crash-test results for the latest CR-V. For what it's worth, the previous two generation models achieved a maximum five-star assessment.
Today's CR-V comes with 11 airbags, including two dual front, dual side, dual front knee, front-centre, dual rear side and full-length curtains.
On the active-safety front, there is AEB with pedestrian and cyclist detection, low-speed braking control front and rear, road departure mitigation (RDM), forward-collision warning, blind-spot alert, lane-departure warning/keep, rear cross-traffic alert, adaptive cruise control (with full stop-go), low-speed follow and traffic-jam assist, traffic-sign recognition, driver-fatigue warning, adaptive driving beam and auto high beams.
You'll also find front/rear parking sensors, anti-lock braking with brake assist, 'Electronic Brake-force Distribution', hill-start assist, stability control, traction control, an intelligent speed limiter, trailer stability assist, tyre-pressure monitors and something called 'Straight Driving Steering Assist'.
An ISOFIX child-seat latch is fitted to each outboard rear seat position, while a trio of anchorage points for straps are included either on or behind, as well.
Honda says its AEB system is operational from 5.0km/h, the RDM from 30km/h, the lane support systems from 72km/h and the traffic-jam assist tech works between 0-72km/h. Top speed is 186km/h.
Ownership
Haval H97/10
Expect a five-year/100,000km warranty, with service intervals pegged at six months and 10,000km. Service costs are available at Haval dealerships, so be sure to check them out before you sign on the dotted line.
Honda CR-V
Honda offers a five-year/unlimited kilometre warranty that also includes roadside assistance.
At the time of publication until the end of March, there is a special offer that extends those to seven years.
Additionally, there is a six-year rust perforation warranty and an eight-year hybrid-battery module warranty.
There's also five years' free subscription to 'Honda Connect', bringing remote-control operation for climate control, lights and locking/unlocking, as well as trip log data, location status, geo-fencing and emergency callout access.
The CR-V's servicing intervals are every 12 months or 10,000km or when the engine oil monitor light illuminates, with capped price servicing pegged at an annual flat fee of $199 for the first five years.
That's under $1000 over that period of time. Nothing extraordinary here unless you remember the old days of how expensive it was to service new Hondas.
Note, however, that the e:HEV's lack of a spare wheel does bring additional costs – namely in the cost of replacing the expensive tyre-repair kit, as well as the substantial time, inconvenience and flow-on issues of a more-severe puncture that can render the CR-V undriveable if the tyre-repair kit is unable to plug the hole.
Honda is not alone in not offering a spare wheel in its hybrid SUV range, but there are real consequences in being stranded with an unfixable flat tyre that needs to be factored in. Family holidays can be made or ruined in such circumstances.