GWM Haval Jolion vs Ford Ecosport

What's the difference?

It’s easy to see why the Jolion is making a big impact on the sales charts. It’s great value, has contemporary styling, and it’s come a long way in bridging the quality gap between Haval’s old catalogue and its rivals from Japan and Korea.

I even find it quite nice to drive, especially in this S spec, but it’s still hard to recommend given I’d probably spend the same money on the hybrid or one of the more value-oriented variants further down the range. It’s also a shame the driver assist tech is so heavy-handed, it only serves to tarnish the whole car.

In summary then: I liked this car, but wished I could like it more.

So, should you buy a base-model Ford EcoSport Ambiente? 

For the money it’s a great little daily commuter with an odd mix of dated trim and a great multimedia, but it’s definitely worth making room in your budget to investigate the Trend or Titanium grades.

Plus, it’s worth keeping in mind that many competitors now offer more comprehensive safety or more powerful drivetrains for not much more money.

Remember when Haval’s SUVs were hideous? It was a time worth forgetting for the brand, and finally its range has moved on to new generation products, all of which are orders of magnitude better looking than their recent ancestors.

The Jolion, for example, is quite an attractive small SUV, at least from the front, with a very contemporary, glitzy grille, smart-looking LED fittings (complete with a DRL to add a bit more character), and a wide, squared-off stance.

Haval has clearly finally found its own design voice. It comes across as all neat and tidy, ready to compete with the titans of the small SUV space, until you get around the rear.

In my view this is the car’s least appealing angle, and it’s not because of the shape of the car, I think it’s been designed quite well, it’s just the plethora of badgework adorning the boot.

While an excess of chrome nameplates might be in vogue in China, it hasn’t translated well for an Australian audience.

Haval simply doesn’t have the gravitas to pull off the gaudy big-type letter-work across the boot, and to confuse onlookers it also says ‘GWM’ in one corner, and JOLIONS in the other, as the brand seemingly ran out of room to add a space before the S.

This alone should be warning enough there’s simply too much going on here. Nothing a heat gun and some fishing line can’t fix, however.

The interior takes more of a minimalist, and dare I say, European approach. I like the look of the cascading dash layers, the surprising abundance of soft-touch surfaces, and the wheel and console design which looks as though it takes a lot of influence from the likes of Peugeot.

There are still some pretty ordinary plastics strewn throughout the cabin if you look closer, however, and the synthetic leather seat trim isn’t particularly convincing.

The gaudy over-use of Haval logos has made its way onto the seats in both the first and second row… again, why?

The digital dash is also a bit dull in direct sunlight, and the software isn’t particularly customisable or attractive, which is a bit of a shame.

The EcoSport has had a second refresh this year, simply removing the spare wheel from the back. According to Ford, this was due to consumers not liking the extra 12kg it added to the rear hatch. Fair enough. 

Personally though, I think it detracts from the EcoSport’s look, the rear spare was a cheeky stab at small soft-roaders of the ‘90s. 

The lack of a spare also makes the side-swinging door a bit pointless now (it also swings the wrong way, toward the kerb instead of away from it, due to its European design origins) and just gives the rear three-quarter another anonymous SUV look.

Aside from that the EcoSport has come a long way styling-wise. 

It has ditched the weird hatchback grille it used to have, instead employing a tough-looking single plastic grille insert, bringing it stylistically in line with larger Ford SUVs like the Everest and Escape. Plus, the plastic guards on the underside give it a fun off-roader look.

Importantly, it strays far enough from its Fiesta underpinnings to look like something new entirely, unlike the Holden Trax, which simply looks like a Holden Cruze on stilts…

Inside, it maintains a little too much of that last-generation Fiesta look. The dash juts too far into the cabin, feeling as though it reduces space, and there is an abundance of terrible plastics and hardly aesthetic textures across the entire cockpit.

The seat trim is some el-cheapo nylon material, but at least it will be easy to clean.

A saving grace is the slick-looking multimedia interface, but it looks so much newer than its surroundings its obvious Ford has simply tacked this on as part of a facelift. Thankfully, unlike some other current Fords, the volume, fan-speed and temperature controls are all dials instead of buttons.

The touchscreen itself, as with most new Ford products, is a pleasure to use and not difficult to navigate. The Apple CarPlay connectivity didn’t throw me any lag or problems.

In terms of interior trim, the Honda HR-V is still the target to beat in this segment, but the EcoSport shapes up pretty well compared to the Trax and ASX with their tiny media screens and equally average interior materials.

The Jolion sits in the goldilocks SUV size-bracket. It’s marketed as a ‘small SUV’ but it manages to sit between the small and mid-size segments, making it trim on the outside but massive on the inside.

Think of it as more similar to cars like the Nissan Qashqai or Mitsubishi Eclipse Cross rather than the likes of the diminutive Kia Stonic or Mazda CX-3.

Space is a big highlight in the front, adjustability is pretty good aside from the lack of telescopic reach for the steering column, and I was able to find a comfortable driving position very easily.

The raised centre console is a good looking touch, complete with a nook for a wireless charger, and a massive storage area underneath.

It’s also possible to cable-manage very easily, with the USB ports located underneath, and a convenient little pass through to keep them from cluttering up the space.

The phone-oriented design continues with a little rectangular cutout perfect for placing your device on its side if you’re not using the charging bay, and a flip-away lid reveals two reasonably-sized bottle holders.

Unfortunately, there’s a major usability blunder here, with the rotary gear shifter not having a limited set of positions it clicks into. It just freely rotates.

If you rotate it too fast it won’t register your selection, and you have to really concentrate to make sure the correct gear is selected. Seems to me to be an easy way to accidentally reverse or accelerate into a bollard or worse…

The big screens are welcome, as there’s a complete lack of buttons in the minimalist design. I found the main panel left it reasonably easy to reach touch areas, and it is backed by sufficient hardware to make it sharp, snappy, and responsive.

But then, there are some significant operability issues here, as well.

There’s no volume dial or toggle, so you can only adjust the system volume via the steering wheel or the audio control sub-menu buried in the system. Very annoying.

Thankfully Haval’s most recent round of updates has dumped the touch surface atop the dash for tactile climate buttons, making at least this system easy to operate while you’re on the move.

It’s such a shame to have these usability blunders, because otherwise the design is tidy and functional, and feels decent quality, too, which we can’t say of all cars of Chinese origin.

The back seat is awesome. There’s lots of room, even for those over 182cm (six feet) tall, complete with big doors which open wide for easy access, perhaps even for the fitment of child seats in the outer two seats.

The back seat offers adjustable air vents, USB power outlets, and additional bottle holders in the drop-down armrest, so it’s hard to complain about amenity for rear passengers, and as the Jolion’s platform is set up for front-drive only, there’s a perfectly flat floor back there, making it suitable for adults in the middle position.

Boot space is a whopping 430 litres which strays into mid-size SUV territory. It’s reasonably easy to load stuff in with a big hatch opening, although the boot floor is quite high so you’ll need to lift objects up and over.

You’ll also have to watch out for the tiny rear window, as it would be easy to block an already limited view out the back. A space-saver spare wheel sits below the floor.

Despite being based on a car as compact as the Fiesta (complete with aforementioned dash design that feels like it detracts from space), the EcoSport has a good amount of head and legroom in both seating rows.

In terms of storage, there’s a little trench under the air conditioning controls, two decently-sized cupholders in the centre console and what has to be one of the smallest storage boxes I’ve ever used under the armrest.

Rear passengers get… um… not much. There are no storage areas in the doors, no drop-down centre armrest and no air vents in the back of the centre console. They do get two ISOFIX points on the outer seats, though. At least in terms of dimensions, space is decent back there.

The EcoSport’s boot is large. As Ford provides measurements in SAE rather than VDA, it’s hard to compare number for number, but the boot is deep and tall with the seats up, and with them down there’s a nifty variable boot floor so you can level it out or take advantage of the extra depth.

CarsGuide colleague Matt Campbell points out in his latest range review, that one of the EcoSport's main selling points in other markets is that it can fit a whole washing machine in the boot.

The HR-V still aces this segment in terms of flexibility, but the EcoSport possesses one of the most useful boots in its class.

Oh, and the missing full-size spare wheel on the back? That's now gone entirely, replaced with an inflation kit under the boot floor. Don't blame Ford, blame the consumers.

We’ll start with one of the most appealing points of the EcoSport, and that’s price. Our Ambiente is the base-model and comes in at a total of $22,790 before on-roads.

That’s cheap. Especially when lined up against competitors, like the base automatic Holden Trax LS ($26,490), the automatic Mitsubishi ASX ES ($25,490), and the Honda HR-V VTi ($24,990).

It comes closest to the base-model Suzuki Vitara RT-S, which can be had in automatic form from $23,990.

Obviously cheapest doesn’t always mean best, and you’ll notice right off the bat items like the dorky 16-inch steel wheels with plastic hubcaps, cheap black plastic finishes on the door handles and wing-mirrors and bargain halogen headlamp fittings.

Better features for the price are the wing-mirror mounted indicators, new 6.5-inch multimedia touchscreen with DAB+, two USB ports, Apple CarPlay and Android Auto as well as a very welcome reversing camera and rear parking sensors.

Frustratingly, auto headlights are missing… a let down in any 2019 car.

The new touchscreen with Ford’s 'Sync 3' software is the most important value add for the base EcoSport, It’s way better than similar offerings in more expensive base-model competitors, although, unlike the Suzuki Vitara, does not offer sat-nav at this price.

One thing I’m not entirely sure of is why you wouldn’t simply stretch the extra $1700 to upgrade the EcoSport to the mid-spec Trend grade, as it scores a better turbocharged engine, alloy wheels, bigger 8.0-inch multimedia screen with sat-nav, ditches the dorky black plastic finish and adds a leather-trimmed steering wheel. Worth the money for sure.

The big sell when it comes to the Jolion S is its more powerful engine, but it’s not really much more powerful, adding an additional 20kW and 50Nm for a total of 130kW/270Nm.

This engine remains mated to a seven-speed dual-clutch automatic transmission driving the front wheels only.

Additional performance enhancements include swapping out the rear torsion bar for multi-link rear suspension, designed to enhance handling.

The EcoSport Ambiente is the only EcoSport in the range powered by a 1.5-litre non-turbo three-cylinder engine.

The Trend and Titanium levels get a more advanced 1.0-litre three-cylinder turbo engine bearing Ford’s 'EcoBoost' branding.

On paper the 1.5-litre in our car is underpowered. It produces just 90kW/150Nm, comparing poorly to four-cylinder competitors like the Holden Trax with its 1.4-litre turbo (103kW/200Nm), the Mitsubishi ASX with its 2.0-litre non-turbo (110kW/197Nm) and Honda HR-V with its 1.8-litre non-turbo (105kW/172Nm).

In practice though, it’s not too bad. Quite a bit of the available torque arrives early, letting the EcoSport zip around city surroundings with ease. It’s only really out on open roads where you’ll feel the power fade away at higher revs.

All EcoSports have a six-speed torque converter automatic transmission and are front-wheel drive only in Australia.

Interestingly, this new engine also comes with a reduction of 0.6L/100km in overall fuel use compared to the standard car, trimming official combined consumption to 7.5L/100km.

In reality, I experienced consumption a little higher than this, at about 8.7L/100km in my week with the car, although I was travelling at mostly urban speeds.

All Jolion models are set up to drink entry-level 91 RON unleaded as an additional bonus, and rare for turbocharged dual-clutch equipped cars.

This car also has a 55-litre fuel tank, for a theoretical cruising range of over 800km.

The bad news for the 1.5-litre three-cylinder is clearly in this department. 

Ford claims a not-great combined figure of 6.9L/100km, and after my mixed drive (freeways on the weekend, traffic during the week) I managed to add another 2.1 litres to that total, bringing my final number to 9.0L/100km.

An average score, considering you can extract better fuel figures from much bigger and more engaging engines. For comparison, I recently scored 8.0L/100km in the 1.4-litre four-cylinder turbo Suzuki Vitara.

All EcoSports have a 52-litre fuel tank, and happily drink base-grade 91 RON petrol.

Driving the Jolion is frustrating, because it should be very good. In terms of cars from China, it has many impressive traits, but I found the safety system in the car we tested to be frustratingly invasive.

I can look past the slightly jerky lane keep tech, as Haval is far from alone in this department, but the driver monitoring system is by far the most frustrating safety feature I have experienced in any car. Ever.

Take your eyes off the road for a brief moment, like, say, to adjust one of the many things which can only be adjusted via the multimedia screen, and the car chides you with a ringing alarm, which doesn’t go away for a while unless you jab at a tiny pop up acknowledgement on said media screen. Not only is this extremely annoying, it’s entirely counter-intuitive.

Sometimes it would just activate because I was wearing sunglasses or a hat, not because I wasn’t looking at the road. Other times, it would leave me alone for the entire trip.

This lead me, of course, to turn the system off, which you have to do every time you start the car.

Hopefully, this can be ironed out in a future software update, because otherwise the Jolion is very competitive to drive.

From the get-go it feels more balanced, with a better ride and handling than its key China-built rival, the MG ZS.

It has a firm, sporting ride, dull but adequate steering feel, and the turbo surge from the little engine keeps it feeling reasonably engaging, too.

The dual-clutch isn’t too glitchy, feeling reasonably snappy at the lights, and switching cogs with ease once you’re rolling.

It still needs some sandpapering, though. It’s entirely possible to catch it off guard, and it can present with a few glitchy moments on hills, but it’s far from the worse dual-clutch experience I’ve had.

In fact, with the improved power outputs, driving the Jolion feels quite reminiscent of entry-level Volkswagens or Skodas, bar the latter's supple ride.

The engine and road even sounds quite distant, imbuing the car with a higher-quality feel than expected on the freeway, largely thanks to lots of sound deadening visible in a surprisingly tidy engine bay.

On the whole I’m impressed with what the Jolion S has to offer. It feels very close to where it needs to be to take on its more established rivals, and certainly one of the better driving cars in this segment of Chinese origin.

It’s just a shame about the safety tech which tarnishes an otherwise decent drive.

The EcoSport is a great city companion. With long suspension travel that’s comfortable and compliant, neglected infrastructure didn’t bother the ride much at all, and it was surprisingly quiet during our week.

Prodding the accelerator too far will only lead to disappointment, the engine starts to make a bit more noise, but doesn’t propel the car with an equal amount of gusto. It’s hardly the most entertaining car to drive, even in the small SUV segment.

The steering is great, if a little light and the transmission makes itself largely unknown. Ford’s choice to stick with a torque converter rather than a CVT has probably saved this little engine from being a major let down.

All those features combine with a high seating position and great visibility for a little SUV that’s simply easy to pilot in urban surroundings. 

More can be had from competitors like the HR-V with its excellent ride, and the Suzuki Vitara with its fun-packed engine, but Ford has nailed the experience for daily commuters.

The EcoSport carries a maximum five-star ANCAP safety rating as of December 2017, although it has not been rated to the more stringent standards introduced in 2018 that place a higher importance on autonomous systems.

No EcoSport grade has auto emergency braking (AEB), Lane Keep Assist (LKAS) or active cruise, but Blind Spot Monitoring (BSM) does become available on the top Titanium grade.

It’s a letdown given most competitors are now at least offering low-speed AEB.

Our understanding is that Ford doesn’t even plan to add those more recent active safety features to the EcoSport for the foreseeable future, unlike the Suzuki Vitara which is set to get features like AEB soon.

The Ambiente still has seven airbags, the standard suite of stability systems and hill decent control, as well as the aforementioned reversing camera and rear parking sensors.

Following in the footsteps of Kia before it, Haval offers an impressive seven-year and unlimited kilometre warranty.

This is paired with a five year/70,000km capped price service program (maintenance is required every 12 months/15,000km), which costs between $210 and $450, for a total annual average of $310. Not bad.

Just like Mazda, Honda and Holden, Ford has updated its warranty recently to five-years/unlimited km coverage. Kia doesn’t operate in the small SUV segment (unless you count the quirky Soul) so five years is the bar to beat.

The 1.5-litre non-turbo three-cylinder engine option was not available in Ford’s service calculator tool at the time of writing but expect it to cost between $230-270 per regular service, jumping to somewhere just under $500 every four years (assuming it keeps a similar pricing structure to the previous engine options).

Ford offers a free loan car while your car is down for servicing, which needs to happen once a year or every 15,000km.