Haval H2 vs Kia Sportage

What's the difference?

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.

Kia has upped its game with the new Sportage, especially in this circa-$50,000 part of the segment. It is absolutely packed with comfort, tech and safety features and it’s hard to beat when it comes to value. The fact that it offers such an engaging drive experience is a bonus, and a credit to the local team. Look out Mazda CX-5 and Toyota RAV4, the new-gen Sportage may just be the new dynamic pick of the segment.

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.

There sure is. Kia has been known for strong design for some time now, thanks in large part to a brand transformation led by former Audi designer Peter Schreyer a little over a decade ago.

The third-generation Sportage from 2010 was a game-changer for Kia, with its modern design helping elevate the brand in Australia. The fourth-gen version from 2015 built on that with a much sharper take on Kia’s design language, but the latest model takes it to a whole new level.

Based on Kia’s new 'Opposites United' design language, the new Sportage is undeniably modern, almost radically so, and it makes many of its rivals look staid. To say the Sportage received a lot of attention during our week driving it would be an understatement.

The boldest design elements are up front. The gloss black grille graphic introduces a new take on Kia’s signature ‘tiger nose’ grille, which is surrounded by very cool boomerang-shaped LED daytime running lights that hug the LED headlights.

A darkened D-pillar treatment, bulging rear shoulder line, appealing LED tail-light design, rear tailgate spoiler and sexy 19-inch machined alloy wheels cap off the Sportage’s striking look.

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.

Kia has been kicking serious goals lately when it comes to interior design, comfort and materials. The Sorento is a stellar example of thoughtful and appealing design. Thankfully, the Sportage follows suit.

As is often the case, particularly with Kia and sister brand Hyundai, the higher grades make the entry-level models look like stripped out, bargain basement offerings.

While the Sportage GT-Line has high-end fittings and a massive connected screen, the base Sportage S has none of the fancy tech, a budget screen and it’s missing armrests and more.

However, we are assessing the GT-Line so best to compare with similar rivals.

There’s a lot to like in the cabin, from the soft-touch materials on the dash, to the gloss black and lovely grey woodgrain inserts. There’s no mistaking this for anything but the top-spec model.

Thank goodness for the digital air con controls that sit between the screen and console. You don’t have to fumble through a menu on a screen like some models.

The nicely laid out centre console houses a drive mode selector, seat heating and cooling controls, gear dial (don’t love) two sizeable cup holders you can convert into one big space, and a gear shifter dial instead of the lever found in lower grades.

Kia’s well-designed three-spoke leather-appointed steering wheel houses clear controls and it feels nice to touch.

Cool retro-looking air vents sit on either side of the main screen, which is curved. Actually, it’s two 12.3-inch screens side by side, seamlessly integrated. It’s an interesting approach from Kia, and it works.

The instruments are clear and configurable to show different vehicle information, but it lacks a head-up display. Kia might think it doesn’t require one, but it wouldn’t go astray.

Kia’s multimedia system is a winner. It’s intuitive, simple to navigate and the graphics and icons are modern and visually appealing. Every single one of Kia’s Japanese rivals, except maybe Mazda, take note.

Connecting the phone to Bluetooth is quick and easy and there were no connection issues with the wired Apple CarPlay. Hopefully Kia and Hyundai add wireless CarPlay to higher grade models soon. Many entry grades have the wireless set-up.

Storage-wise a phone fits neatly in to the wireless charging slot that has a sliding cover, and the central bin has enough room but it’s not huge. Same goes for the glove box.

Door bottle storage is tight up front and we couldn’t get thicker bottles in there.

The perforated leather-appointed front seats with synthetic suede look lovely and offer great upper body support, but could to with more under-thigh bolstering. Regardless, they are very comfortable.

Kia has stretched the new Sportage by 175mm in length compared to the old one, which has added 80mm to the wheelbase, and it shows. The second row is so much more spacious than the model it replaced. There’s plenty of toe, knee and legroom and the panoramic sunroof has no impact on headroom back there, even for my six-foot (183cm) frame.

Conveniences back there include lower air vents, two USB-C ports on the rear of the front seats, map pockets on both sides, a storage nook under the vents, a coat hanger hook on the seat backs and a very handy slot for a phone or tablet in the back of the front headrests. Oddly, bottles slot in to the doors more easily in the rear.

Rear seats have some upper body bucketing and are quite comfortable. The centre armrest folds down with two cupholders and the backrests recline. The 60/40 seats can be lowered easily via levers in the boot and they fold close to flat.

It has a full-sized spare wheel under the boot floor and shopping back hooks. With the rear seats up it can swallow 543 litres – more than the old one – and 1829L with the second row stowed. That’s more than the new Mitsubishi Outlander and slightly more than the Toyota RAV4.

The GT-Line turbo-diesel all-wheel drive represents the flagship of the Sportage range. The diesel adds a $3000 premium over the turbo-petrol GT-Line and is priced at $52,370 before on-road costs.

Kia might have shed the cheap and cheerful brand image in recent years, but that doesn’t mean the company has dropped its focus on value-for-money.

As the highest model grade, the GT-Line features niceties like eight-way power front seats, leather-appointed seats with artificial suede, heated and ventilated front seats, dual-zone climate control, a panoramic sunroof, alloy sports pedals, an ambient lighting package, wireless phone charging, woodgrain trim, an eight-speaker Harmon Kardon premium sound system, and a curved digital display that combines two 12.3-inch screens – one for multimedia and one for instruments.

The GT-Line is so well equipped that the only available option is premium paint ($520) which was fitted to our test car in striking ‘Vesta Blue’, bringing the total cost to $52,890.

The Sportage competes for sales against a strong list of rivals, including a model that shares its platform and powertrain – the Hyundai Tucson Highlander AWD diesel ($52,000).

Other similarly positioned medium SUVs include the Ford Escape Vignale petrol AWD ($49,590), Honda CR-V VTi LX petrol AWD ($53,200), Mazda CX-5 Akera diesel AWD ($52,580), Mitsubishi Outlander Exceed Tourer petrol AWD ($49,990), Subaru Forester S hybrid AWD ($47,190), Toyota RAV4 Cruiser hybrid AWD ($46,415) and Volkswagen Tiguan 147TDI Elegance diesel AWD ($53,290).

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.

This Sportage GT-Line is powered by a 2.0-litre four-cylinder turbocharged diesel engine pumping out 137kW of power at 4000rpm and 416Nm of torque at 2000-2750rpm.

In terms of outputs, it matches its mechanical twin, the Tucson, and it’s roughly in line with the VW Tiguan (147kW/400Nm), but it’s slightly down on the Mazda CX-5 2.2-litre diesel’s 140kW/450Nm.

All diesel Sportage grades come with all-wheel drive as standard and the transmission is an eight-speed automatic.

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.

According to Kia’s figures, the Sportage diesel consumes 6.3 litres per 100 kilometres on the combined cycle.

We ended our week of testing with 8.9L/100km, which is considerably more than the official claim. Granted, it was a week of very mixed driving – freeway, heavy traffic, inner city and back road testing – so you’d likely get better results in a less erratic week.

The Sportage emits 163g/km of CO2 and has a 54-litre fuel tank.

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.

There wasn’t anything particularly wrong with the previous Sportage, but it was middle of the pack when it came to dynamics and overall driver engagement.

While I can only speak for the flagship GT-Line diesel here, it’s safe to say the new model represents a big improvement over the outgoing car.

Quite conveniently, I spent the week prior to the Sportage with the Hyundai Tucson Highlander diesel – the direct equivalent to the Sportage tested here.

While I found very little wrong with the Tucson, it lacked a level of driver engagement that gives a car that fun factor.

Despite the two models sharing so much of their underpinnings, the Kia manages to offer that playful dynamism lacking in the Tucson.

To start, the turbo-diesel engine is more responsive in the Sportage, even though the two have identical outputs. There’s a hint of turbo lag, but the Kia delivers its power and torque in a more linear manner.

This responsiveness comes in handy during daily driving around town, but it’s also useful if you need to overtake on a highway.

Steering is heavy even at low speeds and it feels like it pulls back to centre when turning. It could be a little looser on that front, but it’s direct when required.

One of the reasons for the more engaging driving characteristics is Kia’s local ride and handling program. The Sportage has been tuned by locals for local conditions and the team generally does an exceptional job.

The Tucson didn’t get the usual rigorous local tune from Hyundai’s specialists and that’s given the Sportage the edge.

It feels more planted to the road and given its GT-Line badge, it’s been tuned for more enthusiastic driving.

The Sportage doesn't skip on loose edges, even when cornering, and it remains remarkably flat through the twisty stuff.

The eight-speed auto does a good job for the most part, shifting smoothly, but it occasionally hunts for gears when the engine is pushed hard.

The ride quality also impresses. The Sportage is not bothered by speed bumps in urban areas or potholes. The 235/55 R19 tyres have a decent sidewall and help soak up these bumps.

Despite some noticeable road and tyre noise on coarse chip roads, the cabin has a good level of insulation and is generally hushed. The diesel isn’t as agricultural as some, too, so that helps with noise levels. And there was no vibration detected through the steering wheel.

One gripe is that the auto wipers are all but useless. Even when they are on the highest auto setting, they just don’t seem to detect the rain and you have to engage it manually.

All Sportage variants come standard with autonomous emergency braking (AEB) with pedestrian, cyclist and junction detection, lane keep assist, lane follow assist, blind spot warning with rear cross-traffic alert, multi-collision braking, a safe exit warning, driver attention alert, speed sign recognition and a rear occupant alert.

The GT-Line adds a surround-view monitor, blind spot view monitor and reverse parking collision avoidance assist. 

It is yet to be tested by ANCAP.

Kia’s driver assistance features are well calibrated, with the lane keep assist centring the vehicle between line markings for the most part, and the latest adaptive cruise control proving that it is more intuitive, and, as a result, much smoother, than the system Kia uses in older models like the Cerato.

You have to opt out of the lane keeping aid every time you start the car, and the reverse parking collision avoidance assist can be a little over-zealous if it detects passing cars or even a bush during urban parking manoeuvres, but aside from that the whole set-up is top notch.

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.

The Sportage comes with Kia’s seven-year/unlimited kilometre factory warranty, and free roadside assistance for one year.

It’s also covered by a seven-year capped-price servicing program that will cost approximately $3500 over the seven-year period. Service intervals are every 12 months or 15,000km.