What's the difference?
We live in a strange time, where cars are going the way of the dinosaur and SUVs will take their place as the primary offerings of the worlds oldest and biggest car companies.
Look at Ford, the brand that literally wrote the book on automotive mass-production will soon no longer sell cars in its home market of America (apart from the Mustang, of course…) There’s a story your grandpa won’t believe.
It makes SUVs, especially small ones like the EcoSport all the more important. Customers who once would have considered the Fiesta small hatch (on which the EcoSport is based) would now rather hop into one of these. At least, that’s what the data says.
So, is the EcoSport a worthy successor to the hatchback mantle? Is it even economical or sporty? And what happened to the spare wheel on the rear door? Read on to find out.
Brand Finance self-effacingly describes itself as "the world's leading independent branded business valuation and strategy consultancy". And adds that it regularly picks apart the current and future value of more than 3500 brands across multiple market sectors around the world.
These London-based boffins reckon Delta trumps American Airlines, Real Madrid has knocked off Manchester United, and Haval is a more powerful SUV brand than Land Rover or Jeep. So, no surprise Haval promotes the research on its Australian website.
Just to split hairs, Land Rover leaps to the top of the rankings when it comes to overall value, but in terms of an upward trajectory and potential for future growth, Brand Finance says Haval is the one.
The irony is you probably wouldn't know a Haval if it ran into you, which obviously isn't good in any sense, but a factor of the Chinese Great Wall subsidiary's relatively brief time, and so far, limited sales in the Australian market.
One of three models released in late 2015 to launch the Haval brand locally, the H2 is a small, five-seat SUV competing against a hot bed of more than 20 established players including the segment-leading Mitsubishi ASX, ever-popular Mazda CX-3, and recently arrived Hyundai Kona.
So, is Haval's potential reflected in its current product offering? We spent a week living with the sharply priced H2 City to find out.
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.
How you define value will determine whether the Haval H2 City is the right small SUV for you. In terms of metal for money it delivers heaps of space, a reasonable standard features list and adequate safety. But it's let down by mediocre performance, sub-par dynamics and a surprising thirst for (premium) unleaded. Brand Finance may rank Haval high on the power index, but the product needs to climb a few rungs higher before that potential's realised.
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.
Inoffensive but uninspiring is a blunt yet fair summation of the Haval H2 City's exterior design, especially when you think about rivals like the dramatic Toyota C-HR, edgy Hyundai Kona, or funky Mitsubishi Eclipse Cross.
The nose is dominated by a huge, slatted and chromed grille with bright metal mesh behind it, and vaguely Audi-of-10-years-ago shaped headlights either side.
The lighting treatment is elaborate with projector halogen main beams and reflector halogen high-beam units surrounded by a dotted-line string of LEDs looking uncomfortably like aftermarket inserts available via your online auction site of choice.
Standard fog-lights are recessed into a blacked-out area under the bumper, with another line of LEDs, functioning as DRLs, below that. And just to complicate matters, the upper LEDs only illuminate with the headlights, while the lower units come to life when the headlights are off.
A sharp character line runs along the H2's flanks from the trailing edge of the headlights to the tail, with an equally distinct swage line running from front to back, narrowing the car's mid-section and accentuating the bulge of its wheelarches, filled adequately by standard 18-inch multi-spoke alloy rims.
The rear is similarly reserved, the only hint of flash confined to a roof-top spoiler, cool typeface chosen for the prominent Haval badging across the hatch door, and a diffuser with chrome exhaust tips poking through either side.
Inside, the look and feel is early noughties plain, The dashtop is a nice soft-touch material, but there are lots of buttons and old-school analogue instruments combined with a media and ventilation interface that might have been acceptable on a mainstream model 20 years ago.
Don't even think about Android Auto or Apple CarPlay. The tiny LCD screen (sitting below a CD slot) wins the smallest, most basic graphics award. A miniscule scale reflecting the manual air-con's temperature setting is a particular low-light.
A small 3.5-inch screen between the tacho and speedometer displays fuel economy and distance information, but frustratingly no digital speed read-out. Standard cloth trim has a distinctly synthetic but tough feel, while the polyurethane plastic steering wheel is another throwback.
Sure, we're at the budget end of the market here, but be prepared for low-tech design combined with cheap and cheerful execution.
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.
At 4.3m long, 1.8m wide, and just under 1.7m high the Haval H2 is a big small SUV, and there's plenty of room inside.
Up front, storage runs to a bin (with sliding top) between the seats, two large cupholders in the centre console and a lidded oddments tray in front of the gearshift, as well as a sunglass holder, average-sized glove box and door bins with room for bottles. You'll notice the pennies saved with non-illumination of the sunvisor vanity mirrors.
Rear seat passengers pick up generous head, leg, and importantly, shoulder room. Three large adults across the back will be tight but do-able for short trips. Kids and young teenagers, no problem.
A centre fold-down armrest houses neatly integrated dual-cupholders, there are bins with space for bottles in each door and map pockets on the front seat backs. No adjustable air vents for backseaters, though.
Connectivity and power runs to two 12-volt outlets, a USB-A port and an 'aux-in' jack, all in the front.
Although a strong seller in the small SUV segment, the Mazda3's Achilles heel is its modest 264-litre boot, and while the H2 exceeds that number, it's not by much.
The Haval's 300-litre capacity is way less than the Honda HR-V (437 litres), Toyota C-HR (377 litres) and Hyundai Kona (361 litres). But it's enough to swallow the bulky CarsGuide pram or three-piece hard suitcase set (35, 68 and 105 litres), and (as with all contenders in the segment) a 60/40 split-fold rear seat increases flexibility and volume.
If you're into towing, the H2's limited to 750kg for an un-braked trailer and 1200kg braked, and the spare tyre is a full-size (18-inch) steel rim shod with narrower space-saving (155/85) rubber.
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.
At the time of publication, the Haval H2 City was carrying a drive-away price tag - $19,990 for the six-speed manual version and $20,990 for the six-speed auto (as tested here).
So, you're getting a lot of metal and interior space for your money, but what about the standard features taken for granted in the H2's main competitors?
Included in that drive-away price are the 18-inch alloys, keyless entry and start, reverse parking sensors, (manual) air-conditioning, cruise control, front and rear fog lights, LED daytime running lights, ambient interior lighting, heated front seats, rear privacy glass, and cloth trim.
But the headlights are halogen, the audio is four-speaker (with Bluetooth and single CD player), the safety tech (covered in the Safety section below) is relatively basic, and 'our' car's 'Pewter' (silver metallic) paint is a $495 option.
Equivalent entry-level competitors from Honda, Hyundai, Mazda, Mitsubishi and Toyota will set you back between five and $10k more than this H2. And if you're happy to live without features like a media touchscreen, digital radio, leather accented wheel and gearshift, rear air vents, reversing camera, etc, etc, etc, you're onto a winner.
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.
The Haval H2 City (as tested) is powered by a 1.5-litre direct-injection, turbo-petrol, four-cylinder engine driving the front wheels through a six-speed automatic transmission.
Peak power (110kW) arrives at 5600rpm, with maximum torque (210Nm) delivered at 2200rpm.
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.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 9.0L/100km, the 1.5-litre turbo four emitting 208g/km of CO2 in the process.
Not exactly outstanding, and over roughly 250km of city, suburban and freeway running we recorded 10.8L/100km (at the bowser).
Another rude surprise is the fact the H2 requires 95 RON premium unleaded fuel, of which you'll need 55 litres to fill the tank.
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.
Cold weather and internal-combustion engines are usually firm friends. Lower ambient temperature means denser air entering the cylinder (even under the extra pressure of a turbo), and as long as more fuel arrives at the same time, you'll have a bigger bang and more power.
But the H2 City's 1.5-litre four must have missed the memo, because cool morning start-ups result in a distinct reluctance to proceed at normal pace.
Sure, there's forward motion, but pinning the right-hand pedal to the floor won't shift the speedo needle much above a brisk walking pace. Unsettling.
Even after a few minutes, when things settle into a more predictable pattern, this Haval hovers at the sluggish end of the performance spectrum.
Not that any of the compact SUVs it competes with are rocketships, but you can generally expect a turbo-petrol engine to serve up a decent dose of low-down grunt.
However, with a maximum output of 210Nm delivered at a relatively high 2200rpm the 1.5-tonne H2 won't be threatening the land speed record anytime soon.
Suspension is strut front, multi-link rear, with the H2 City riding on (235/55x18) Kumho Solus KL21 rubber, and on typically pock-marked and bumpy urban roads ride quality could be better.
The steering displays some nervousness on centre, which combines with a lack of road feel and a mildly disconcerting top-heavy sensation in cornering. It's not that the car lurches or suffers from too much body roll; more that something isn't quite right in the front-end geometry.
On the upside, although firm, the front seats are comfortable, the exterior mirrors are nice and big, overall noise levels are moderate, and the brakes (vented disc front / solid disc rear) are reassuringly progressive.
On the downside, the media system (such as it is) is woeful. Plug your mobile device (mine's an iPhone 7) into the car's single USB port and you'll be met by a 'Loading-USB error' message, the heating and ventilation read-outs on the letterbox slot screen are a joke, and to top it all, select reverse and the audio cuts out altogether.
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.
In terms of active safety the H2 City ticks the 'cost-of-entry' boxes, including ABS, BA, EBD, ESP, rear parking senors, tyre-pressure monitoring and emergency brake hazard lighting.
But forget about more recent systems like AEB, lane keeping assistance, blind spot monitoring, cross traffic alerts or adaptive cruise. And you don't get a reversing camera.
If a crash is unavoidable the airbag count runs to six (dual front, dual front side, and dual curtain). And there are three child restraint/baby capsule top tether points across the back seat, with ISOFIX anchors on the outer two positions.
The Haval H2 scored a maximum five-star ANCAP rating in late 2017, a rank it would not replicate when assessed against 2019's more challenging criteria.
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.
Haval covers all new cars it sells in Australia with a seven year/unlimited km warranty with 24-hour roadside assistance provided for five years/100,000km.
That's a strong statement from the brand, and well ahead of the major players in the mainstream market.
Service is recommended every 12 months/10,000km, and no capped-price servicing program is currently in place.