GWM Haval H7 vs LDV Deliver 9

What's the difference?

The H7 might struggle to secure a big chunk of the mid-size SUV market, which is probably why GWM is only offering one variant, but if you like the way this Big Dog looks, there’s a decent SUV underneath the boxy surface.

While it’s no dynamic masterpiece, there are no big issues in day-to-day driving, and even though the boot space is small it’s an otherwise decent interior to live with, if you don’t mind the busy design.

Being just a little more expensive than the more traditional looking H6 means the H7 feels well-placed to find itself in the driveway of those few buyers who want their family car to look a little more rugged, even if the car doesn’t have the off-road chops to back it up.

It has its flaws, like any vehicle, but it’s not as far away from segment leaders in terms of refinement and performance that its bargain-basement pricing might suggest. Whichever way you look at it, this is a lot of van for not a lot of money.

The aforementioned colours, Golden Black, Moon Grey and especially Dusk Orange don’t contrast as strongly as the white with the extensive black trim on the H7, which includes its badging and sections like the grille surround.

The main selling point of the H7 compared to the H6 is, of course, the way it looks.

GWM claims the H7 is for "a bit more adventure" thanks to its “off-road inspired design”, but the real point is to “stand out”. And that it does. Some fake-bolted wheel arches and a decent 210mm ground clearance make the H7 look more ready to hit the trails than it probably is.

The boxy, squared-off silhouette and trim elements separate it both from the majority of the GWM line-up and from many other new mid-size SUVs.

The front grille and headlights look closely related to the GWM Tank 300, but the grille inserts that flank the Haval badge look a little ‘Mustang RTR’. The rear, too, looks familiar with the rounded shape and tail-light arrangement having a hint of Mazda MX-30 to them.

Step inside, and a visual assault of different materials in a busy cabin belie how useful the space in the H7 actually is. Fake carbon fibre, fake aluminium, fake bolts and a fair bit of plastic could certainly have made way for something more subtle.

If imitation is the greatest form of flattery then Ford should be blushing, because the Deliver 9 appears to draw a lot of exterior design inspiration from the Transit van. It’s a substantial vehicle, as they tend to be in this weight division, with a 3750mm wheelbase and 14.2 metre turning circle, length of almost 6.0 metres (5940mm) and width of 2466mm. Its 2535mm height excludes it from underground and shopping centre carparks with typical height limits of 2.2 metres.

The rear-wheel drive chassis construction is simple and robust, with MacPherson strut front suspension, multi-leaf live axle rear suspension with supplementary rubber cones to boost support of heavy loads, rack and pinion steering and four-wheel disc brakes. There’s also ample use of hard-wearing black plastic on lower body sections where most scrapes and dents appear.

The cargo bay is accessed by one kerbside sliding door and dual rear-barn doors with 180-degree opening. The walls are lined to mid-height and there’s no roof lining. Bright LEDs provide ample lighting and even though our test vehicle was not the high-roof model, there was enough headroom for tall adults to stand without stooping. 

The cabin has a spacious and airy feel, even with a crew of three aboard, thanks largely to a banana-shaped dashboard with ends that curve towards the windscreen providing wide entry access and passenger legroom which is unusually generous for a commercial van.

The cabin has higher-grade look than you would expect at this price, with a tasteful two-tone blend of light/dark grey plastics and faux carbon fibre inserts on the dash along with comfortable, supportive seats with quality-feel fabrics.

However, there is room for improvement, as there’s no cargo protection for driver and passengers, no driver’s left footrest, crackly AM radio reception (too bad if you like talkback) and a poor-quality image projected by the reversing camera.

While the space inside the H7 looks rather busy, there’s actually a very usable space on offer, with plenty of storage and decent ergonomics.

Perhaps most importantly, the tech is smooth to use and doesn’t distract from the main point of the car - driving. GWM’s current software (despite still using a huge screen) doesn’t suffer from unclear sub-menus and has easy shortcuts.

It’s not perfect - it’s still essentially an iPad you need to use while on the move - but it’s better than some systems from rivals, including manufacturers that have been around for decades.

Physical climate controls that bring up the corresponding menu when pressed are a welcome addition, and wireless phone mirroring works flawlessly if our test was anything to go by.

The driver display is clear, and the seating position is nicely malleable thanks to the seat’s electric adjustment and manual steering wheel adjustment.

Controls are all within reach, and after a quick familiarisation the placements and functions all make sense.

The space also provides more storage than is probably necessary for most. There’s a space under the centre console, the central storage bin is huge and has a cooling fan, there are two cupholders and one can deepen for a tall bottle, there are strapped bottle holders on the doors to stop them shaking around and there’s more door storage space next to that.

There’s of course also the glovebox and phone charging pad, then in the rear there’s more door storage space and an armrest with two cupholders again.

Second-row space is generous, even a tall adult will find plenty of legroom (and foot room under the front seats) and headroom isn’t an issue.

Behind that, the boot space is compromised by the hybrid battery so it’s not huge, and the load height is tall. Its 483L of boot space expands to 1362L with the rear seats folded, and there’s unfortunately no spare wheel under the floor.

Its 2358kg kerb weight and 4000kg GVM leaves a competitive maximum payload of 1642kg. It’s also rated to tow up to 2800kg of braked trailer but given the GCM figure (or how much you can legally carry and tow at the same time) is not published, we can’t tell you how much payload it can legally carry while towing that weight. 

We struck a similar problem testing a G10 LDV van as far back as 2017, when LDV could not provide the GCM despite a direct approach to the factory in China. Why such a fundamental figure must remain secret is a mystery to us and could be a deal-breaker if you need to tow and carry.

The cargo bay offers a competitive 10.97 cubic metres of load volume. Its load floor’s 3413mm length, 1800mm width and 1366mm between wheel housings means it can easily carry two 1165mm-square Aussie pallets or up to four 1200 x 800mm Euro pallets, held in place by a choice of eight sturdy load anchorage points. There’s also a small cave above the cabin which is ideal for carrying straps, ropes, load padding, tarps etc.

There’s more than ample cabin storage too, with large-bottle holders and two levels of storage in each front door, numerous nooks of different shapes and sizes across the dashboard including a driver’s cup holder, plus a single glove-box and large overhead storage shelf with central sunglasses holder.

Pivoting the two passenger seat base cushions forward reveals another big storage area beneath them. The centre seat backrest also folds down to reveal a handy work desk on the back if it, which includes two cup holders. Overall, there’s smart use of space here.

Our test vehicle is the long wheelbase mid-roof, which is part of a three-model Deliver 9 range offering mixed wheelbase and roof height combinations. According to local distributor Ateco, the van’s unusual name has no real significance beyond the fact that in China it’s sold as the V90, so given Volvo’s existing V90 nomenclature, LDV changed the name to Deliver 9 in export markets.

Available only with a 2.0 litre turbo-diesel engine, the standard transmission is a six-speed manual or there’s the optional six-speed automatic like our test vehicle, which has an RRP of $44,726. Needless to say, that’s a massive saving compared to top-selling van rivals like the Ford Transit 350L LWB RWD auto at $54,090 and Mercedes-Benz Sprinter 314 CDI LWB RWD auto at $66,240.

Colour choice is limited to Blanc White or Pacific Blue. It comes equipped with 16-inch steel wheels and 235/65R16C tyres with a full-size spare, plus checker-plate-pattern rubber flooring throughout, LED cargo bay lighting, big truck-style power adjustable and heated side mirrors with indicators, seating for three including an eight-way adjustable driver’s seat with fold-down inboard armrest and an multimedia system with big 10.1-inch touchscreen, two USB ports and Apple CarPlay (but no Android Auto) to name a few. There’s even a rare and endangered cigarette lighter and ashtray.

LDV also offers a $1500 options pack which adds 236-degree rear door opening (except mid-wheelbase model), blind-spot monitoring, lane-change assist and remote keyless entry with push button start.

The H7 has just the one drivetrain, as mentioned, consisting of a turbocharged 1.5-litre, four-cylinder petrol engine assisted by an electric motor and mated to a nine-speed dual-clutch transmission.

It drives the front wheels only, providing 179kW of power and 350Nm of torque.

LDV’s Euro 5-compliant 2.0-litre four-cylinder turbo-diesel produces 110kW at 3500rpm and 375Nm between 1500-2400rpm, which is adequate but not class-leading. It also offers a choice of Eco and Power driving modes and auto stop/start. 

The six-speed torque converter automatic is smooth-shifting and easy to use. It also has the option of sequential manual-shifting which can be handy at times when hauling heavy loads, particularly in hilly terrain to save the transmission from continually hunting for gears.

GWM claims the Haval H7 consumes 5.7L/100km under the combined cycle, though during testing we saw a figure of 7.1L/100km after a spirited drive.

The H7 has a 61-litre fuel tank and requires 91 RON fuel at a minimum. With careful driving and in the right conditions, you could theoretically get around 800km from a single tank.

The dash display was showing an average combined figure of 11.0L/100km at the end of our 290km test, with the auto start/stop function disabled and about a third of that distance hauling maximum payload. Our figure crunched from fuel bowser and tripmeter came in at 12L/100km, so you could expect a real-world driving range of around 660km from its 80-litre tank.

One of the first things I noticed is that the hybrid system’s initial burst of torque has the potential to overpower the front wheels from a stand-still, especially if it’s wet or you’ve got some lock on to turn out of a driveway.

But once rolling, the power delivery is smooth and doesn’t lack in pull even once up to highway speed. The H7 is also stable when it comes to day-to-day driving, with its suspension striking a good balance between communication and comfort.

Big bumps and rough roads neither unsettle nor rattle the H7 too much, though given it’s a front-drive hybrid we wouldn’t be testing just how rough a road it can handle - the H7 is not an off-roader despite its looks.

If you start trying to push the SUV along a twisty road it’ll lean more than some rivals through cornering. Not to an unsafe degree, given if it’s happening you’re probably pushing it more than you should. The steering feel itself isn’t anything to write home about, but for a family car it’s accurate enough and predictability is key when you’ve got a car full of humans.

Road noise and wind noise are present, the latter more so than you’d like given we tested the car on a relatively still day, but it’s not unacceptable. 

Ergonomically, the driving position and visibility provide comfort and safety, though the rising shoulder line towards the rear slightly limits visibility on shoulder checks.

It’s pleasantly civilised to drive unladen, even on bumpy roads. With rock-hard tyre pressures (front 51psi, rear 71psi) recommended for load-carrying, the unladen ride remained disciplined and relatively smooth, so LDV has done a good job with the suspension tuning.

We were also pleasantly surprised by the low internal noise levels, not only in city and suburban driving but also at highway speeds. We can only assume that the load floor’s thick rubber flooring, which also covers the rear wheel housings, is effective in reducing the higher noise levels typically experienced in vans without cabin bulkheads like this one.

There are clear eye-lines to the door mirrors and the view through the rear doors using the central mirror is also uncluttered. There’s evenly-balanced elbow support for the driver between the fold-down inboard armrest and door moulding. However, we did miss having a left footrest.

With maximum torque available across a broad band between 1600-2400rpm, the engine displays good flexibility in city and suburban driving, even though it lacks the instant punch of rivals like the Transit’s stellar 2.0 litre EcoBoost engine when operating in its peak torque zone. The engine only needs 2000rpm at 100km/h and 2250rpm at 110km/h, but the degree of push required on the accelerator pedal to maintain it feels like it’s punching above its weight a little in either drive mode.

Our only major gripe is the adaptive cruise control. Usually these systems will automatically resume their pre-set speed, after being given clear road ahead following a lane change from behind a slower vehicle. However, our test vehicle required tapping the accelerator each time a lane change was made to resume the set speed. It also required this reset technique after downhill braking, so some refinement here would be welcome.

There’s no ANCAP required in the 3501-800kg GVM class but it comes well equipped for the money with AEB, lane-departure warning, reverse parking sensors and wide-view reversing camera, hill-hold assist, adaptive cruise control and stability control. There’s also driver and passenger front, side and curtain airbags. No cross-traffic alert but blind-spot monitoring and lane-change assist are available as part of the previously mentioned options pack.

The H7 is covered by a seven-year, unlimited-kilometre warranty, as is standard for GWM.

Additionally, the high-voltage battery pack is covered by an eight-year, unlimited-kilometre warrant. GWM also has a five-year roadside assist program, and capped-price servicing for five years.

Servicing costs a total of $2145 over five years, with intervals each 12 months or 10,000km, averaging $429 per service, which isn’t incredibly cheap.

GWM started 2025 with 113 dealerships across Australia, and aims to have 125 by the end of the year.

LDV’s national network of 82 dealers inspires more confidence than the three years/160,000km warranty, which is less than the major players – but then its purchase price is much lower too. Scheduled servicing is six months/5000km then 12 months/35,000km whichever occurs first and 12 months/30,000km after that. Capped-price servicing program of $1895 covers the first three years or 95,000km whichever occurs first.