Toyota C-HR VS Haval H2
Toyota C-HR
Likes
- Bold styling
- Interior layout
- Efficiency
Dislikes
- Visual bark over dynamic bite
- Expensive
- Rear space
Haval H2
Likes
- Good looking
- Spacious cabin
- Full-size spare
Dislikes
- 'Busy' ride
- Turbo lag
- Lack of cabin refinement
Summary
Toyota C-HR
According to the chief engineer for the Toyota C-HR, a second generation was never guaranteed for this uncharacteristically (for Toyota) design-led small SUV.
After the Corolla Cross came into existence, the top brass didn’t think the brand needed two similarly sized models in the line-up. So, why is it here, and is it any good?
The first question is easy to answer - the team drew the new C-HR up as a European model, built in hybrid-only and with enough key differences from the Corolla Cross to avoid the models competing.Â
The second question? Let’s find out.
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| Safety rating | |
|---|---|
| Engine Type | 1.8L |
| Fuel Type | — |
| Fuel Efficiency | 4L/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
Toyota C-HR7.5/10
There’s not much in terms of practicalities that are going to convince you the C-HR is a better option than Toyota’s other small SUV, the Corolla Cross.
Even other ‘stylish’ small SUVs like the Mazda CX-30, fuel savers like the electric MG ZS EV, or performance small SUVs like the Hyundai Kona N are more affordable than the GR Sport version of the C-HR.
In the case of this car, unlike most of its Toyota stablemates, buyers will likely be making a decision from the heart based on exterior styling and its interior rather than value or practicality.
And who would anyone be to tell you not to buy a car you like for its styling?
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
Toyota C-HR
There’s a fair bit going on here compared to most of Toyota’s other products, much like the first generation, but being designed with Europe as the key market and Australia as a secondary means the styling team needed to take on some fairly fashionable brands.
All three variants of the C-HR are relatively close in aesthetics, with major differences being two-tone paint or specific trim elements for the top-spec GR Sport.
It uses new Toyota design elements that have been seen on some models already, the ‘c-shape’ lights have been used on the new Prius, which we no longer get in Australia, for example.
The black roof was also available on the previous generation, where this car has carried over the ‘egg-like’ silhouette from.
The overall relatively aquatic styling and shape must be for aerodynamic advantage - its chief engineer told us the drag coefficient is just 0.318Cd - but the removal of the rear wiper to lower drag might have been unnecessary for a city-focused small SUV.
The cabin isn’t as wild as the outside, which may be a let-down in some ways, though it’s still a little more visually interesting than its more mainstream stablemates.
The 64-colour ambient lighting changes based on settings including time of day or drive mode, but can be set to a specific single colour if you wish.
The centre stack on the dash is gently angled towards the driver with a small separation between it and the passenger, creating a slight ‘cockpit’ feeling.
Seats are made from different materials depending on the grade, though no real leather is used even in the GR Sport, where synthetic suede and leather are the main upholstery.
The cloth textiles are made from entirely recycled materials, while the synthetic suede is made from a little less than half recycled materials.
They don’t look cheap, but they also don’t look particularly luxurious.
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
Toyota C-HR
When it comes to interior layout and ergonomics, there’s never much to criticise in a Toyota, unless playing it safe is a downside for you.
The buttons you’re most likely to use regularly, across the climate control, centre console and steering wheel, are all very obvious and easy to find, if a little uninspiring, as is wheel design itself - form definitely doesn’t sacrifice function here.
Welcome are the two large screens, the multimedia touchscreen a large 12.3-inch unit and the driver display either 7.0-inch or another 12.3-inch version depending on variant.
Toyota’s software is simple and accessible, using a few main menu sections, though many will likely bypass this with wireless phone mirroring.
Everything’s in a sensible place: a tall bottle in the cupholders won’t block access to anything, the phone charging pad is tucked away to minimise distraction, and Toyota has kept things like the gear selector and stalks behind the steering wheel relatively traditional.
While the interior feels a little dated by its many buttons and some of its simple graphics, there’s certainly something to be said for a welcome change from distracting screens and menus - if the aim was to not exclude Toyota’s older market, it seems like mission accomplished.
In terms of comfort and space, the C-HR makes pretty good use of its interior from the front, the seats are relatively comfortable and visibility is fine, though the back seat starts to feel a bit cramped.
While cupholders and door bottle storage is plentiful in the front, there’s no armrest and no bottle storage in the rear, only relatively shallow cupholders on the armrests in the doors.
Visibility is also relatively poor with high windows, a narrow rear window, and not a lot of light unless there’s a sunroof.
Behind that, with the seats up, the C-HR’s boot has a claimed VDA capacity of 388 litres in the GXL and Koba, or 362L in the GR Sport. Total volume with the seats down is 1154L and 1490L respectively.
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
Toyota C-HR
While a Corolla Cross starts at $33,980 before on-roads, or $36,480 for a hybrid, the C-HR is just under $43K in its lowest spec.
And even though you’re paying more for a new hybrid drivetrain and some fun Euro styling, the Corolla Cross’ drivetrain isn’t far behind, and it still looks good enough to sell quite well.
So what’s the C-HR got going for it that the Cross doesn’t?
The base GXL starts from $42,990 plus on-road costs and comes with a bit more than you might expect from a base variant Toyota.
A 12.3-inch touchscreen, a 7.0-inch driver display and wireless Android Auto and Apple CarPlay have things covered for multimedia, while dual-zone climate, keyless entry and start, rain-sensing wipers, and USB-C and 12-volt ports and chargers cover off convenience.
The GXL has manually adjustable seats with recycled fabric - which I’ll come back to later - plus a synthetic leather-accented steering wheel.
The Koba, at $49,990, scores heated sports seats with synthetic suede trim, plus power adjustment for the driver seat and a digital rearview mirror as well as cabin ionisation via the climate control.
A wireless smartphone charger, a head-up display above a larger 12.3-inch driver display, plus adaptive high-beam all add to the convenience, while a nine-speaker JBL sound system and 64-colour ambient lighting add to the vibes.
Atop the range is the GR Sport, which starts from $54,990.
As well as being more powerful - we’ll come back to that, too - it gets unique styling outside, plus synthetic leather-accented and suede seats inside, aluminium scuff plates, and a heated GR Sport steering wheel.
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
Toyota C-HR
The difference in boot space is likely because the hybrid-only C-HR comes with two drivetrain options, depending on which variant you have.
The GXL and Koba both use Toyota’s 1.8-litre four-cylinder engine aided by a front-mounted electric motor to produce a 103kW output at the front wheels via a continuously variable transmission.
The GR Sport, however, gains a rear electric motor (taking up some boot space) and a more powerful front motor, helping a larger 2.0-litre four-cylinder petrol engine make a total 146kW - still via a CVT.
Don’t expect to be getting to 100km/h from a standstill in any less than 8.0 seconds in either variant, but both have a claimed top speed of 170km/h.
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
Toyota C-HR
Toyota says the C-HR uses just 4.0L/100km on the combined cycle test, which is 0.3L less than the previous generation’s claim, but it should be noted the 2.0-litre in the GR Sport drinks a claimed 4.1L/100km.
During testing on the launch drive, but without being able to measure properly from fill to fill, one quite spirited leg of driving netted a 6.9L/100km reading on the trip computer, while a more sedate drive returned 5.4L/100km.
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
Toyota C-HR
There’s nothing particularly offensive about the way the new C-HR drives, but there’s nothing riveting either.
If you’ve driven anything on the Toyota TNGA platform, this will feel familiar to you - and that’s not a bad thing, it’s generally pretty stable, comfortable and controlled.
The modified Corolla platform it rides on is a very good thing, but the C-HR doesn’t have anything in the way of sporting tendencies its styling might suggest.
The hybrid drivetrain in the two 1.8-litre versions of the small SUV don’t offer up a whole lot in terms of keen acceleration, but even the GR Sport and its 146kW drivetrain need a push to get things feeling properly quick on a twisty road.
The added stability of the all-wheel drive in the top variant is noticeable, the front-drive variants feeling a little less planted when pushed.
Steering is on the slightly lighter side of still being well-weighted - it doesn’t wow, but Toyota’s engineers know what they’re doing and it does everything it needs to in terms of communicating feeling to the driver.
Some particularly rough roads on the test drive showed the suspension to handle short, sharp bumps well and not feel crashy over larger imperfections.
The suspension has been retuned in this TNGA-C platform to be stiffer for more control but also more compliant in terms of comfort.
But it’s around urban and suburban streets where the C-HR will spend most of its time, and neglected streets, speed bumps, or tram lines won’t shake you too much from in the cabin.
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
Toyota C-HR
All three variants of the C-HR come with a version of the Toyota Safety Sense suite of tech which includes things like pre-collision, active cruise control, speed limit sign assist, a surround-view parking camera, plus all the expected inclusions like ABS, blind-spot monitoring and rear cross-traffic alert.
The rear outboard seats are equipped with ISOFIX tethers, too, while the ADR-necessary top tethers are also present.
It hasn’t been tested by ANCAP, but in the case of a collision the C-HR does have a pretty decent airbag count of 10.
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
Toyota C-HR
Toyota has a five-year/unlimited-kilometre warranty which covers the C-HR, as well as capped-price servicing for the first five years or 75,000km, whichever comes first, with each 12-month/15,000km service costing $250.
The C-HR also comes with a 12-month subscription to Toyota Connected Services, with features accessible through the myToyota Connect smartphone app.
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.