GWM Haval H7 vs Subaru Solterra

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.

The new Subaru Solterra AWD gets a lot right and is a well-rounded effort in showcasing an electric medium SUV that has passenger comfort, sharp external styling and is easy to drive.

Once you start comparing it to some rivals, it doesn’t always come out ahead of the pack but I still like it for what it is. My seven-year old thinks its fun and very comfortable. He enjoys the easy practicality of getting in and out without any assistance, too.

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.

The Solterra has its own vibe compared to the rest of the Subaru family and that’s most likely due to the Toyota partnering.

The tail-lights are sharply pronounced and the many pleats across the body panelling swing more towards Toyota styling than Subaru but it doesn't stick out like a sore thumb.

The heavy-use of black plastic mouldings on our test model's 'Smoked Carbon' paintwork looks okay but it wouldn't do any favours on a lighter colour.

The exterior on the whole looks bold and fun, and I like the fact that it's not pillowy in its shape as some of its rivals are. Those hunting for a sporty-looking EV will find something charming here.

The cabin is different from anything I’ve seen from Subaru so far. Some of it's fun, like the squared off steering wheel which looks rally car-ish but some of it’s odd, like the way the 7.0-inch digital instrument panel has been pushed back towards the windscreen in its own little nook.

The steering wheel can get in the way of viewing the graphics of the instrument panel and its placement looks disjointed from the rest of the dashboard elements.

The black and grey knit-looking cloth upholstery is warm and inviting and is found across the dashboard, seats and some door panels but there is enough cheap-looking black cloth throughout to detract from the general aesthetic. Had the Solterra not been pushing $70K, that wouldn't bother me, but it is, and it does.

The interior is pleasant but the exterior is definitely the highlight of the design.

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.

The practicality of the cabin is good for the class and the 212mm ground clearance means it's an easy car to get in and out of.

The extra-wide centre console makes the front look cramped but it isn't. And the the backseat is huge on space. Seriously decent headroom and legroom for the class and the flat floor means middle seaters will be comfortable, too.

Both the front and rear seats are well-cushioned and comfortable. You could easily do a long trip.

The driver's is the only powered seat (it also has lumbar support) but it's great that all but the middle seat feature a heat function for added comfort.

My seven-year old finds the back row comfortable because of its directional air vents and tall seating position providing a good view out of the wide window.

Individual storage is a bit low for the class but it does feature a handy shelf underneath the centre console which is large enough for a small handbag or the manual and logbook... because there is no glove box in this model!

To be fair, most are too small to be of real use outside of storing the 'ahem' manual and logbook.

Each door gets storage pockets and a skinny drink bottle holder and both rows get two cupholders. The rear gets map pockets too but that's it.

The boot features a tyre puncture repair kit, level loading space and 410L of boot capacity with all seats in use. The capacity is a bit lower than its rivals but has been adequate for my grocery run and the odd errand. It's great both Solterra models have a powered tailgate as standard.

The 12.3-inch touchscreen multimedia system looks good and is pulled directly from Toyota so the graphics and accessibility are on-point for everyday use.

You also get built-in satellite navigation which is always handy to have but you miss out on any over-the-air updates or a dedicated Subaru connected services app. 

The rest of the technology is solid with each row getting two USB-C ports and the front also featuring a USB-A socket and 12-volt outlet.

There are two variants for the Solterra range and both come with dual-motored electric powertrains. Our test example is the base model, priced from $69,990, before on-road costs.

Compared to its dual-motored rivals it’s almost as affordable as the Tesla Model Y Long Range priced from $69,900 MSRP, with the Toyota bZ4X AWD at $74,900 MSRP and the Kia EV6 GT-Line almost $20K more expensive at $87,590 MSRP.

However, its rivals sit at higher grade levels and some items on the Solterra AWD, like its cloth seats and manually adjustable front passenger seat, remind you it is still a ‘base’ model. 

That said, the Solterra AWD is well-specified for an entry model with standard features like heated front seats, a heated steering wheel, power-adjustable driver's seat, power-adjustable lumbar support (driver only) and even the rear outboard seats have a heat function.

The technology features a 12.3-inch touchscreen multimedia system, built-in satellite navigation, wireless Apple CarPlay and Android Auto, two fast USB-C ports in each row and a clear 360-degree camera system.

For practicality, it features a powered tailgate, tyre puncture repair kit and remote air-conditioning start (from the key fob) to set your ideal cabin climate before you get in.

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.

The Solterra AWD has dual electric motors producing a combined 160kW for power and 337Nm of torque. It’s got enough grunt to be fun and zippy, even on the open road, but isn’t as powerful as some of its dual-motored rivals. 

For example, the Kia EV6 GT-Line produces 239kW/605Nm, which looks almost indecent compared to the Solterra's specs.

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 benefit of motors which aren't 'performance' grade means you win out eventually with energy consumption and its here the Solterra AWD shines.

The official combined cycle energy consumption figure is a low 14.1kWh/100km and I averaged 15.2kWh after a week of mostly urban driving.

The consumption is fantastic but the official driving range from the large 71.4kWh lithium-ion battery is only up to 414km (WLTP), which, again, is lower than most of its rivals by a good portion. I would have range anxiety on a longer journey.

The Solterra has a Type 2 CCS charging port which means you can benefit from faster DC charging speeds (up to 150kW on DC power).

On a 150kW DC system you can go from 0-80 per cent in just 30 minutes. 

On a 7.0kW AC power charger, you can go from 0-100 per cent in 9.5-hours and that drops to 6.5 hours on an 11kW system. Which isn’t as fast as it you might like but still makes it worthwhile plugging in while you're frequently the local shops.

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.

The Solterra underlines in bold everything you would expect from a Subaru. The power delivery is well balanced, it grips the road and the handling is comfortable.

Even when cornering there’s not a lot of passenger movement and the steering is on the right side of firm. Manoeuvring is nimble and fun thanks to an the 11.2-metre turning circle that also makes it easy to park.

The 360-degree camera system is top notch and you get great visibility out of the windows. Being only 4690mm in length and 1650mm tall even the smallest city carparks shouldn't daunt you.

The ride comfort is very good with suspension that absorbs the bumps well enough that they don’t bother you. There is a little road noise but not enough to annoy and overall the ride is refined.

The Solterra comes with great standard safety features like forward collision warning, blind-spot monitoring, driver attention alert, safe exit warning, LED DRLs, rear cross-traffic alert, lane-departure alert and keeping aid, adaptive cruise control, traffic sign recognition, front and rear parking sensors and a clear 360-degree camera system.

It also features a digital rearview mirror, which is handy when you have a carload of passengers or gear. While you're aware of all of the safety items none of them are intrusive, which is awesome.

The Solterra has seven airbags, including a front centre airbag and a maximum five-star ANCAP safety rating from testing done in 2022. Its twin, the Toyota bZ4X was the tested model.

The Solterra has AEB which is operational from 5.0-80km/h for pedestrian and cyclist detection and up to 180km/h for cars.

There are ISOFIX child-seat mounts on the rear outboard seats and three top-tether anchor points across the second row.

Two child seats will fit best and I had no trouble fitting my monster booster seat.

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.

The Solterra comes with a usual warranty term of five-years/unlimited km and the battery is covered by an eight-year or up to 160,000km warranty term.

However, one of the best things about the Solterra has to be the free servicing (yes, you read that right) for five years or up to 75,000km.

Servicing intervals are more in line with a fuel-based car at every 12 months or 15,000km. But, hey, free is free!