Honda CR-V VS Haval H2
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
Haval H2
Likes
- Good looking
- Spacious cabin
- Full-size spare
Dislikes
- 'Busy' ride
- Turbo lag
- Lack of cabin refinement
Summary
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!
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- 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 |
Haval H2
The H2 is the littlest vehicle made by the biggest Chinese SUV company, Haval, and it competes against the likes of Honda’s HR-V, the Hyundai Kona, and Mazda's CX-3. Being Chinese, the H2 is more affordable than its rivals, but is it more than just a good price?Â
In 15 years time, the concept of me explaining to you how to pronounce Haval and what it is may seem as cute and ridiculous as me doing the same for Hyundai now.Â
That's how big the brand could become in Australia. The company is owned by Great Wall Motors, which is China’s largest maker of SUVs, and anything that's big in Chinese terms is truly massive (have you seen their Wall?).
The H2 is the littlest Haval SUV and competes against the likes of Honda’s HR-V, the Hyundai Kona, and Mazda's CX-3.
If you’ve done a bit of research you’ll have noticed that the H2 is more affordable than those rivals, but is it more than just a good price? Do you get what you pay for, and if so what is it you’re getting, and what are you missing?
I drove the H2 Premium 4x2 to find out.
Oh, and you pronounce 'Haval' the same way you say 'travel'. Now you know.
| Safety rating | |
|---|---|
| Engine Type | 1.5L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 9L/100km |
| Seating | 5 seats |
Verdict
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.
Haval H26/10
It’s disappointing that a car which looks so damned good can be let down by its interior refinement and driveability issues. In some areas, the H2 is great and goes further than its rivals – tinted windows, a full-sized spare, sunroof and good rear legroom. But the HR-V, Kona, C-HR and CX-3 have set the standard high for build quality and driving experience, and in this regard the H2’s isn’t at the same level.
The H2 is more affordable that its rivals but is that enough to tempt you out of a CX-3 or HR-V? Tell us what you think in the comments below.Â
Design
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.
Haval H27/10
If you squint, the H2 looks a bit like a BMW SUV and that may be because BMW’s former head of design, Pierre Leclercq, led the H2’s styling team (it's worth pointing out that if you squint hard enough, I look like Robert Downey Jnr).
He’s now moved on to Kia but has left behind a pretty darn good-looking H2. I would even argue that the H2 is what the BMW X1 should look like, instead of that long-nosed, humpy-looking hatch.
The H2 is small, at 4335mm long, 1814mm wide and 1695mm tall, but it’s bigger than nearly all of its rivals. The Kona is 4165mm long, the HR-V is 4294mm end-to-end and the CX-3 is 4275. Only the C-HR is longer at 4360mm.
Interior refinement could be better and it’s not on the same level as its Japanese competitors. Still, I like the design of the cockpit with its symmetry, the layout of controls is also considered and easy to reach, the hood over the instrument cluster is cool and I even like the opal-like milky finish on the dashboard trim.
Practicality
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.
Haval H27/10
The H2’s 300-litre boot capacity is small in comparison to its rivals. The Honda HR-V has a 437-litre boot, the C-HR’s is 377 litres and the Kona’s is 361 litres, but it does have more luggage space than the CX-3, which can only manage 264 litres.
That said, only the H2 has a full-sized spare wheel under the boot floor – so what you lose in luggage capacity you gain in being able to drive wherever you like without fear of a puncture and having to hobble to the next town 400km away on a wheel which can only handle 80km/h.Â
Inside storage is good, with bottle holders in all the doors and two cupholders in the back and two in the front. The tiny hidey hole in dash is more ash tray-sized, which makes sense because of the cigarette lighter next to it, and the centre console bin under the front centre armrest is a reasonable size.
The H2’s cabin is spacious, with good head, shoulder and legroom up front and the same goes for the back row, where I can sit behind my driving position with about 40mm to spare between my knees and the seat back.
Price and features
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).
Haval H26/10
At the time of writing the H2 Premium 4x2 petrol could be had for a driveaway price of $24,990, which is a $3500 discount on the RRP, according to Haval.Â
You could, of course, be reading this in the year 2089, having just survived another nuclear winter in your impenetrable mountain compound, so it's best to check the Haval website to see if the offer is still valid.
Ignore the word 'Premium', because this 4x2 is the most affordable H2 you can buy, and $24,990 drive-away sounds amazing, but a quick look reveals that many small SUV rivals are also offering deals.
The Honda HR-V VTi 2WD lists for $24,990, but can currently be had for $26,990 driveway; the Toyota C-HR 2WD is $28,990 and $31,990 drive-away, while the Hyundai Kona Active lists for $24,500, or $26,990 drive-away.
So, buy a H2 Premium and you’ll save about $2000 over a Kona or HR-V, which is an attractive prospect for families where every cent counts.Â
The features list also ticks most of the typical boxes for this end of the segment. There’s a 7.0-inch touchscreen with reversing camera, four-speaker stereo, rear parking sensors, auto halogen headlights, LED DRLs, sunroof, auto wipers, air-conditioning, fabric seats and 18-inch alloy wheels.
So on paper (or on screen) the H2 stacks up well, but in reality I found the quality of the features wasn’t as high as those in the HR-V, Kona or C-HR.Â
You should know that the H2’s display screen, while largish, feels and looks cheap, and required several finger stabs to select items. The windscreen wipers were overly noisy, the indicators themselves didn’t ‘blink’ in a regular pattern, and the phone system had a delay when a connection was made, which resulted in me saying 'hello' but not being heard at the other end of the line. This caused a few arguments between my wife and I, and no car is worth that. Oh, and the sound of the stereo isn’t great, but there is a cigarette lighter.
Under the bonnet
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.
Haval H24/10
Were you planning to take this off-road? Well, maybe reconsider that because the Haval H2 is only available now in front-wheel drive and comes exclusively with a six-speed automatic transmission, so there's no manual gearbox option.
The engine is a 1.5-litre four-cylinder turbo-petrol (you can’t get a diesel) which makes 110kW/210Nm.
Turbo lag is my biggest issue with the H2. At revs above 2500rpm you’re fine , but below this if you plant your foot if feels as though you could count to five before the grunt appears.Â
Efficiency
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.
Haval H25/10
The H2 is thirsty. Haval says over a combination of urban and open roads you should see the H2 using 9.0L/100km. My trip computer said I was averaging 11.2L/100km.
The H2 needs 95 RON, too, while many of the rivals will happily drink 91 RON.
Driving
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.
Haval H24/10
There’s a fair bit to say here but if you don’t have long the upshot is this: the H2’s driving experience falls short of what has now become the norm in this segment.Â
I can look past a seating position that feels too high even on the lowest setting. I can ignore indicators which don’t ‘blink’ in a regular rhythmn or windscreen wipers that clunk loudly. Or even headlights that aren’t as bright as LED or Xenon, but the turbo lag, uncomfortable ride and less than impressive braking response are a deal breaker for me.
First, the turbo lag at low revs is frustrating. A right turn at a T-intersection needed me to move quickly from a standstill, but planting my right foot saw the H2 dawdling out into the middle of the junction and me waiting frantically for the grunt to arrive as traffic approached.Â
While handling isn’t bad for a small SUV, the ride is overly busy; a jiggly feeling that suggests the spring and damper set-up is less than great. Other car companies tune their vehicle suspension for Australian roads.
And while emergency braking tests show the H2 had automatic activated hazard lights, I feel the brake response to be weaker than its rivals.
Steep hills are not the H2’s friend, either, and it struggled to climb an incline other SUVs in this class have scampered up easily.
Safety
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.
Haval H27/10
Haval wants you to know its H2 scored the maximum five-star ANCAP rating and while it has disc brakes, traction and stability control and airbags galore, I want you to know that it was tested last year and doesn’t come with advanced safety equipment such as AEB.
A full-sized spare wheel is also safety equipment in my eyes – the H2 has one under the boot floor, something its rivals can’t claim.
Ownership
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.
Haval H28/10
The H2 is covered by Haval’s five-year/100,000km warranty. There’s also a five-year, 24-hour roadside assistance service, which is covered in the cost of the vehicle.Â
The first service is recommended at the six-month mark, and then every 12 months thereafter. Prices are capped at $255 for the first, $385 for the next, $415 for the third, $385 for the fourth and $490 for fifth.