Haval H9 vs Kgm Torres

What's the difference?

There's a lot to like about the Havel H9 - it's great value, practical and spacious, packed with advanced safety tech, and also darn good looking. More comfortable seats would be an improvement and so would a better feel to the cabin materials and switchgear. 

As for the H9's on-road performance - the 2.0-litre engine isn't the most responsive and the ladder frame chassis limits its dynamics.

So, unless you need an off-road SUV the H9 is borderline overkill in the city, where you could step into something without four-wheel drive and with more car-like comfort and handling. 

The KGM Torres Hybrid represents yet another choice for buyers in the family SUV segment, as if there aren’t already enough! But the Torres offers a level of value its mainstream competitors can’t match. The hybrid powertrain is a winner, however KGM needs to iron out a few issues, like tyre choice and the advanced driver assist tech. But there is a lot to like about the Torres Hybrid. And it’s definitely the pick over the pure petrol version.

The Haval H9 Ultra's design is not pioneering any new style standards but it’s a good looking beast and far more handsome than those rivals I’ve mentioned above.

I like the gigantic grille and chunky front bumper, the tall, flat roofline and even those tall tail-lights. I also like the fact the red background of the Haval badge hasn't been kept in this update.

There are some nice touches you won’t find on rivals at this price such as the puddle lamps which burn a laser projected ‘Haval’ into the footpath.

Okay, it’s not burnt into the ground, but it’s intense. There are also the illuminated door sills. Small things that make the experience a bit special and match the tough but premium exterior looks – like its insides.  

The cabin looks plush and high-end from the floor mats to the panoramic sunroof, but some elements lack a high-quality feel such as the shifter and switchgear for the windows and climate control.

Haval has obviously worked hard to get the look right, now it would be good to see if the touch and feel points can also be bettered.

The H9 is the king of the Haval line-up and it’s also the biggest at 4856mm long, 1926mm wide and 1900mm tall.

What a curious thing the KGM Torres is. It has typical medium SUV proportions but with over-the-top styling designed to give the impression of a rugged off-roader. But this is no off-roader.

It has a Jeep-like slotted grille, faux winch hook in the lower grille, squared-off wheel arches, a boxy shape and weird grab mounts on the bonnet that serve no discernible purpose.

It also has what appears to be a rear-mounted spare wheel with a side-opening tailgate. But it’s all an illusion. It’s just a chunky addition to the tailgate which opens upwards, like a regular SUV boot.

If you discount the fake 4x4 bits, the Torres is quite a handsome SUV, especially from the front. The grille surrounded by cool integrated LED headlights makes for a nice front end. 

The tail-lights sit a little low at the rear, and the pointlessly massive C-pillar is a bit much. But there are some appealing elements.

Inside, there’s a bit of a nod to fellow Korean brands Hyundai and Kia with the dual 12.3-inch multimedia and driver display screens. 

There are no buttons to be found on the console and centre stack so it’s a clean look. The screens and air vents are angled towards the driver, too.

Bronze is a feature throughout and it breaks up the dash nicely, as does the ambient lighting. Matching stitching is a lovely visual touch on the nicely patterned cloth seats.

It doesn’t look or feel like a base model. It definitely feels a step up from the Korando and the Musso in KGM’s stable, as well as some rivals.

The Haval H9 Ultra is super practical and that's not just because it's big. There are larger SUVs with far less practicality. It's the way the Haval H9 is packaged that's impressive.

For starters, I can sit in all three rows without my knees touching the seatbacks, and I'm 191cm tall. Headroom is getting tighter in the third row, but that's normal in a seven-seat SUV and there's more than enough space for my noggin when in the pilot's seat and middle row.

Cabin storage is great with six cupholders on board (two up front, two in the middle row and two for the back seats). There's a large bin under the centre console armrest up front and more hidey holes around the gear shifter, a flip-out tray for those in the second row and big bottle holders in the doors.

Entry and exit to the second row is made easy thanks to the wide-opening, tall doors and my four-year old son could climb into his seat by himself thanks to the rugged and grippy side steps.

Third-row seats are powered to lower and raise them into position, too.

There are air vents for all three rows, and controls for the climate in the second row.

Cargo storage is also impressive. With all three rows of seats in place there's enough room in the boot for a few small bags, but fold the third row down and you'll be given much more space.

We picked up a 3.0-metre long roll of synthetic turf and it fit in easily with the right side second-row seat folded, still leaving us with plenty of room for our son to sit in his child seat on the left.

Now the drawbacks. Access to the third row is affected by the 60/40 split of the second row with the larger folding section being on the road side.

Also the side-hinged tailgate makes it impossible to fully open if somebody parks too close behind you.  

And there's a lack of charging points on board - with only one USB port and no wireless charging pad.

The KGM Torres Hybrid sits at the smaller end of the medium SUV set, but it still offers decent levels of space throughout, especially when it comes to headroom.

Storage is something KGM gets right with the Torres. The centre console has an armrest with large under-lid storage. There are a couple of good sized cupholders and a small slot for the phone to sit in, however it’s not super deep so it’s better for keys.

Further under the console is a large tray and two USB-C ports, plus another smaller shelf just above. There’s heaps of space in the doors for two bottles, plus additional space. And the glove box can hold the vehicle manual.

When it comes to in-car tech it’s a bit of a mixed bag. The multimedia screen takes way too long to boot up, especially when it’s hot. Which is not great because you need the screen to crank the air-con as most vehicle functions are housed in the screen. That display delay also frustrates if you want to reverse immediately after turning the car on, meaning sometimes there’s no camera display for a few seconds. It’s just not good enough by today’s standards.

The system is fine in terms of navigation and menus but not super intuitive. Swipe down for drive modes ('Comfort', 'Sport' and 'Eco'), plus some quick access options. You can always swipe down even when Apple CarPlay is active.

You can also hit the fan from left of screen to open the air con settings.

As mentioned, there’s no digital radio and no wireless Apple CarPlay. Also no wireless charger in the K30. Having to use a cord can be a pain but at least it means flawless CarPlay connection and a properly charged phone - something most charging pads fail to achieve.

The digital Instrument cluster is clear enough, but there is no head-up display.

Steering wheel controls are clearly labeled on the lovely looking thin-rimmed, four-spoke wheel.

In the back seat you’ll find ample leg, knee and toe room. There’s plenty of space behind my 183cm driving position. The rear bench is flat so there’s not as much side support as the lovely front seats.

That rear space has quite a high window line so small kids may struggle to see out.

Amenities back there include two map pockets, rear knee-level air vents, two USB-C ports, ISOFIX anchors on the two outboard seats, three top tether points and enough room in the doors for one big and one small bottle.

You get 465 litres of space (to the top of the seat back) with all seats in place. It is ample space for luggage or a big shopping haul. Drop the 60/40 split-fold rear seats and the front seats and that grows to 1526L.

You’ll find a 12-volt outlet in the boot as well as nooks on the side, a light and a cargo blind. What you won’t find, disappointingly, is a spare wheel of any kind. Just a tyre repair kit. This puts KGM behind the pace of brands like Toyota and Hyundai that at least offer a temporary spare wheel for their hybrid models.

Another quirk is adjusting to the tailgate opening upwards, not sideways as the rear 'handle' suggests.

The hybrid version of the Torres is available in two model grades, the K30 from $45,000 drive-away and the K40 at $48,000. We tested the K30 Hybrid.

The non-hybrid turbo-petrol Torres is available in three grades and ranges from $38,000 to $47,000. There’s also a fully-electric Torres called the EVX that costs $58,000. Keep an eye out for our review of the EV in the coming weeks.

In terms of other hybrid rivals, the Torres lines up against the GWM Haval H6 ($40,990-$47,990, drive-away) and MG HS ($42,990-$46,990, d/a). Some more established models have more hybrid grades, like the Hyundai Tucson, Kia Sportage, Nissan X-Trail and Subaru Forester but they creep up dangerously close to $60K for the priciest grade.

KGM offers solid value for money across its model range and that’s definitely the case with the Torres Hybrid. The standard features list is healthy without being jaw-droppingly generous.

In the K30 you get 18-inch alloy wheels, LED headlights and daytime running lights, dual-zone climate control, interior ambient lighting, leather steering wheel, heated, power-adjustable and power-folding door mirrors and rain-sensing wipers.

It also has dual 12.3-inch screens, one for driver instrumentation and the other for multimedia, wired Apple CarPlay and Android Auto, a retractable cargo blind, fabric seats, manual adjust front seats, six-speaker audio and USB-C ports.

It misses out on digital radio and the lack of wireless connectivity is a miss.

The K40 adds synthetic leather front seats, heated seats, a heated steering wheel, rear sunblinds, a hands-free power tailgate and auto up-down front power windows.

The Torres Hybrid also has a lengthy standard safety features list, but more on that in the Safety section below.

The Haval H9 Ultra is powered by a 2.0-litre turbo-petrol four-cylinder engine making 180kW/350Nm. That's the only engine in the line-up and if you're wondering why a diesel isn't offered, then you're not the only one.

If you're asking where the diesel is you're probably wondering how much petrol the H9 uses, and I have the answers for you under the next heading.

Shifting gears smoothly is an eight-speed automatic transmission from ZF, the same company chosen by brands such as Jaguar Land Rover and BMW. 

The H9's ladder frame chassis and four-wheel drive system (with low range) are the right ingredients for a capable off-roader. During my time with the H9, however, I stayed on the bitumen. 

The H9 comes with selectable drive modes including 'Sport', 'Sand', 'Snow' and 'Mud'. There's a hill descent feature, too. 

The braked towing capacity of the H9 is 2500kg and Haval says the maximum fording depth is 700mm.

Powering the KGM Torres Hybrid is a 110kW/220Nm 1.5-litre, four-cylinder turbo-petrol engine paired with a permanent magnet synchronous motor delivering 130kW/300Nm, for a combined power output of 150kW. KGM does not provide an overall torque figure but clearly pulling power is healthy.

It also has a 1.8kWh lithium iron phosphate battery as part of its hybrid set-up. As mentioned. this is not a plug-in.

That’s a little less than the Hyundai Tucson (172kW) and GWM Haval H6 (179kW) hybrids, but more than the Honda CR-V (135kW).

It uses a ‘dedicated hybrid transmission’ and drives the front wheels only.

I travelled 171.5km in the H9 but in my 55km loop of motorways and urban roads I used 6.22 litres of petrol, which comes to 11.3L/100km (the on-board read-out said 11.1L/100km).  

That's not terrible for a seven-seat SUV. Admittedly, I was the only person on board and the vehicle wasn't loaded up. You can expect that fuel figure to rise with more cargo and people piling in.

The official combined cycle fuel consumption claim for the H9 is 10.9L/100km, while the tank has an 80-litre capacity.

A pleasant surprise is that the H9 has a fuel-saving stop-start system, but a not-so pleasant surprise is that it needs to be fed a minimum of 95 RON premium fuel.

KGM says the Torres Hybrid consumes 5.6 litres per 100 kilometres on the combined (urban/extra-urban) cycle. After a week of mixed urban and freeway driving I recorded a figure of 7.0L/100km. Not bad, but it could be better.

The Torres’s Euro 6 powerplant uses 95 RON premium fuel and taking into account the 50-litre fuel tank, you could theoretically get a total driving range of about 890km.

The H9's ladder frame chassis will work to its advantage off the road, providing good rigidity, but as with any body-on-frame vehicle on-road dynamics aren't going to be its forte.

So, the ride is soft and comfortable (the rear multi-link suspension set up would be a major part of that) the overall driving experience can be a little agricultural. These aren't show-stopping issues, and you'll find the same in a Mitsubishi Pajero Sport or Isuzu MU-X.

More disappointing are the things Haval could easily fix. The seats are flat and not the most comfortable, the steering is a little slow, and that engine has to work hard and isn't particularly responsive.

There are also some strange quirks, too. The altimeter read-out said I was at 8180m driving through Marrickville in Sydney (Everest is 8848m) and the auto parking system is more of a guide which tells you how to park rather than doing it for you.

Imagine being 16 again and being coached by your mum or dad and you've got the idea.

That said the H9 handled life with my family without breaking a sweat. It's easy to drive, with good visibility, great insulation from the outside world and excellent headlights (the Ultra gets the brighter 35-watt xenons).

So while it's not the most adept and comfortable car on the road, I feel the H9 could be better suited to off-roading adventures. As I mentioned earlier, I only tested it's on-road performance, but keep an eye out for any future off-road tests we do with the H9.

While this might be CarsGuide’s first time behind the wheel of the KGM Torres Hybrid, we have driven the petrol version. Andrew Chesterton lived with one for three months. You can read his take on it here.

As predicted by Chesto, the hybrid powertrain does sort out some of the issues with the pure petrol version. Regular acceleration is smooth and lacks any of the jerkiness experienced in the pure-combustion model, thanks in part to the hybrid transmission.

There is, however, tyre squeal when you give it a boot full. That could be fixed with better tyres than the 225/60R18 Nexen Roadian GTX rubber on the hybrid grades. There was also axle tramp when I tested the Torres under hard acceleration.

The transition between petrol and electric power is seamless. Only when pushed hard up a hill does the petrol engine sound a little rough.

Of the three drive modes - Comfort, Eco and Sport - the latter only adds mild spice. Best stick with Comfort.

The Torres Hybrid’s brakes are strong and lack the spongeyness of some hybrids. It has regenerative braking which just feels weird in a hybrid. I kept it at a lower setting as a result.

It steers nicely, offering a good amount of feel and it’s sharp without overdoing it.

I noticed some light vibration through the steering wheel on coarse chip and uneven roads. But the cabin is well insulated and relatively quiet. A particularly windy Melbourne spring day was the only thing that unsettled the peace in the cabin.

Suspension is MacPherson strut up front and multi-link at the rear and in terms of handling, there’s subtle lean in corners but it feels pretty hunkered down for a family SUV. More so than a number of its rivals.

The Torres Hybrid’s ride quality is variable, depending on the road quality. On some average roads, it handles better than others. You’ll definitely notice sizeable ruts, but there’s little to complain about in urban settings.

In terms of visibility, the C-pillar is way too big. I get that it’s a design element but that, combined with the tiny rear third-quarter windows, make a head check all but useless.

The Torres has not been tested by ANCAP for a crash safety rating, but it comes with a long list of safety gear as standard.

Hybrid grades get autonomous emergency braking (AEB), adaptive cruise control, lane keep assist and lane departure warning, forward collision warning, driver attention alert, multi-collision braking, trailer stability assist and front and rear parking sensors.

Disappointingly the K30 misses out on a rear cross-traffic alert, blind spot warning and lane change-collision warning that are all standard in the K40.

It comes with eight airbags including a front centre bag to help avoid injury in a side collision.

On the road, some of the driver aids need improving.

The seatbelt warning is annoying, beeping loudly until you put your belt on. I could not find a way to change that in the settings.

The driver attention alert pops up every so often with a coffee icon and audible alert. The alert stays on for way too long and is annoying.

Adaptive cruise is pretty smooth, slowing and speeding up at just the right time and speed.

The lane keeping aid is twitchy and tugs at the wheel too much. It’s not as bad as systems from some other carmakers but it needs further calibration.

There’s no self-steering function, just the lane keep and you can’t alter the level of that system. You can turn it off and just use the lane departure warning which is what I did.

The Haval H9 is covered by a seven-year/unlimited-kilometre warranty. Servicing is recommended at six month/10,000km intervals. 

KGM covers the Torres with its seven-year, unlimited kilometre warranty and the high-voltage battery is backed by seven-year, 150,000km cover.

Servicing is recommended every 12 months or 10,000km, whichever occurs first. The category standard is every 15,000km. KGM's service pricing is available for the first seven years with prices ranging from $349 to $454. Over that seven years it should cost $2758, which is not bad.

KGM’s dealer network consists of 65 sales and service outlets across the country, with a number in regional and rural Australia.