Haval H9 VS Mazda CX-5
- Ride and gearbox both great
- Space galore
- Unbeatable value proposition
- Some electrical gremlins
- Huge lag when taking off
- A longer warranty with public capped-price servicing would help
- Sleek styling
- Great value
- Enjoyable to drive
- No Apple CarPlay or Android Auto
- Boot is on the smaller side
- Space saver spare
From almost the moment carmakers began popping up in China, we've talked of the soon-to-arrive boom in Chinese new-car sales in Australia.
They're coming, we said. And no, they're not much chop right now, but they'll get better and better and better, until they're one day giving the best from Japan and Korea a run for their money.
That was years ago now, and the truth is, they never really got good enough to seriously rattle any cages here in Oz. They inched closer, sure, but there was still a heap of daylight between them and the competition.
But we've just spent a week piloting the updated Haval H9 large SUV, and we can report that the gap hasn't just shrunk, it's near-enough vanished, the daylight reduced to a sliver in lots of important areas.
So is this the beginning of the Chinese revolution?
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
You know when toothpaste makers slightly tweak ingredients and then plaster 'New and Improved!' on the box, but you can’t really tell because it still just tastes like toothpaste?
That’s sort of the same with the new Mazda CX-5, which is almost identical to the old one. But there are some important changes you may not notice, and one you really will.
To be clear, this isn’t a new-generation of the CX-5 – that only came out last year. This is a minor facelift – which isn’t a good term, because the face has been left untouched.
You’ll find out what I’m talking about later, but here’s a hint: when we tried to pick the difference between the new and old model at the Australian launch of the new CX-5, turns out we felt and heard, rather than saw, what had changed.
|Fuel Type||Regular Unleaded Petrol|
The Haval H9 Ultra is proof that Chinese cars are at last living up to the hype. The value proposition is unbelievable, and a five-year warranty helps calm any ownership concerns. Is it bang-on against the competition? Not quite. Not yet. But you can be sure that other vehicles in the segment can feel the H9's hot breath on the back of their necks.
Would you consider a Haval, or do you still doubt the Chinese? Tell us in the comments below.
The CX-5 has been a best-seller for years and when the new car launched in 2017 it cemented that position even more. This 2018 update sees Mazda addressing or fine-tuning parts which could be improved, such as the diesel engine's turbo lag and noise, as well as the economy of the larger petrol engine, while making the car even better value for money with the price drop.
Did Mazda need to make any more changes than they did to this latest CX-5 or is this a case of: if it ain't broke don't fix it? Tell us what you think in the comments below.
It's a big and slab-sided beast, the H9, and it's unlikely to win too many beauty contests. But then, few in this category do, or attempt to, and it looks tough and purposeful, which is probably more important.
Front on, it looks positively massive, with its giant and silver-slatted grille, huge headlights and a jumbo foglight perched like alien eyes in the furthest corners of the front end.
From the side, lashings of silver (a touch too blingy for our tastes) break up an otherwise fairly bland profile, with the rubber-gripped sidesteps a nice touch. From the back, a large and largely unremarkable rear end is home to a massive, side-hinged boot opening, with the pull handle mounted to the far left.
It's not perfect in places, though, with some panels that don't quite match up, and more gaps between others than we'd like, but you have to look closely to notice.
Inside, the fit and finish is pretty good, with a giant faux-wood centre console home to a one-touch gear lever, an electric handbrake (a luxury still missing in some Japanese models) and most of the four-wheel-drive functions. The "eco" leather on the seats and the soft-touch dash are both nice under the touch, as is the steering wheel, and the second and third rows are pleasantly furnished, too.
The CX-5 is one of the best-looking mid-sized SUVs on the market. Take a look at the photos: there’s that sharp-edged and gaping grille, and that sleek profile. Sure, the back looks a bit ‘empty’ because of the tiny tail-lights, but while small they accentuate the athletic haunches of the CX-5.
The CX-5’s interior is also just as stylish and refined as its outsides with an excellent fit and finish, quality-feel materials and a design which isn’t just pleasing to the eye but pleasing to the arms, legs, bottom, and any other part of your body which will come in contact with the comfortable cabin.
There have been no changes to the exterior in this update, and the interior, too, mirrors the previous CX-5, but in a way it’s fine that nothing has been tweaked here as it was darned good already.
The CX-5’s dimensions haven’t changed (well it’d be weird if they had) and at 4550mm end-to-end, it’s shorter than a Toyota RAV4 but longer than a Volkswagen Tiguan. Other figures to jot down to make sure it fits in your garage are these: 1840mm across and 1675mm tall.
From the outside it’s tricky to tell the higher grades of CX-5 apart, that’s how similar looking the exteriors are – the steel wheels of the Maxx are a dead giveaway, they look a bit ridiculous, and it’s a shame this new update hasn’t brought alloys.
Very practical, thanks for asking. It's a behemoth (4856m long, 1926mm wide and 1900mm high), so space is really no problem in the cabin.
Up front, there are the prerequisite brace of cupholders, mounted in a centre console so wide you could play football on it, and the seats are big and comfortable (and they'll give you a massage to boot). There is room in the front doors for bottles, and the infotainment, while a little slow and clunky, is easy to understand and operate.
Climb into the second row and there's heaps of space (both leg and headroom) for passengers, and you can, without doubt, fit three kids across the back. There is a storage net on the rear of each of the front seats, room for bottles in the doors and two more cupholders in the pulldown divider.
There's no shortage of niceties for backseat riders, too, with air vents and temperature controls and heated rear seats. And there are two ISOFIX points, one in each window seat.
Things aren't so luxurious for third-row passengers, with thin-and-hard seats mounted in cramped surrounds. But there are third-row vents and a cupholder for seats six and seven.
The side-hinged boot opens to reveal a laughably small storage space with the third row in place, but things improve considerably when you flatten (electronically, no less) the rear seats, with a gigantic storage area that will have your phone ringing hot every time one of your friends is moving house.
If you have kids, maybe steer clear of the white leather. That sounds like a comment that should be in the design section above but to parents its just as much a practicality point. I’ve lived with a white-leathered CX-5 and a toddler and I can tell you the marks don’t come off easily. Then again, neither does toothpaste spat on black cloth seats by adults – don’t ask.
The CX-5’s boot has stayed the same size at 442 litres. That’s not enormous like the 615-litre cargo space in the Tiguan, or even as big as the RAV 4’s 577 litres of boot space, but it was just enough for two adults and a toddler who always over pack for a week away.
Legroom in the back seat is good – I’m at the freakish end of the height spectrum at 191cm, and I can sit behind my driving position with about a finger’s width of space between my knees and the seatback.
Like the previous CX-5 that sloping roofline can be a small practicality fail for entry and exits, especially if you’re putting kids into car seats, but that’s the price you pay for looking good.
Cabin storage is great with two cupholders in the back and two up front, there’s a large centre console storage bin with a USB port and pockets in all doors. Grades from the Maxx Sport up come with centre armrest storage in the rear with a USB port.
The CX-5 has five seats, if you're looking for a sevn seater SUV then the larger CX-9 could be for you.
Price and features
Let's be honest, Haval hasn't been around anywhere near long enough in Australia to sell on anything even resembling badge loyalty. So if it is any hope of increasing its 50-odd sales a month (March 2018), it knows it has to sweeten the pot on price.
And it doesn't get much sweeter than the $44,990 sticker glued to the H9 Ultra. That's about $10k cheaper than the cheapest Prado (and a staggering $40k cheaper than the most-expensive version), and the Ultra is absolutely swimming with kit for the money.
Outside, the alloy wheels are 18 inches, there are LED daytime running lights, front and rear fog lamps, dusk-sensing headlights with a follow-me-home function and standard roof rails.
Inside, the faux-leather seats are heated in the first two rows (and ventilated in the front), and there's even a massage function for the driver and passenger. The windows are powered, as is the fold-flat function for the third row, and there's a sunroof, leather-wrapped steering wheel and aluminium pedals, too.
On the tech front, an 8.0-inch touchscreen (but no Apple CarPlay or Android Auto) is paired with a 10-speaker stereo, and there is standard navigation, keyless entry and push-button start.
Finally, there's a heap of safety and off-roading kit, but we'll come back to that under our other sub-headings.
As with the previous CX-5 there are five grades: Maxx, Maxx Sport, Touring, GT and Akera. The most obvious change, and the one most will really notice, is the price drop. The Maxx Sport and Touring have had $400 lopped off, and the GT and Akera now cost $800 less.
Missing out on the price cut is the entry-grade Maxx. This is also the only grade you can have with a manual gearbox and is matched to a 2.0-litre petrol engine making it the most affordable in the range with a list price of $28,690 (add $2000 for the auto). The Maxx with the more powerful 2.5-litre engine lists for $33,690 and is offered only with an auto.
The Maxx Sport gives you a choice of three engines: the 2.0-litre petrol lists for $33,990, the 2.5-litre petrol is $36,990 and the 2.2-litre diesel is $39,990.
The Touring is halfway up the range and lists for $38,590 if you have it with the 2.5-litre petrol engine or $41,590 for the 2.2-litre diesel.
Getting close to the top now, the GT lists for $43,590 with the 2.5-litre petrol and $46,590 for the diesel.
The Akera lists at $46,190, and like grades below it, the diesel is $3000 more.
The standard features list has changed so little since the car launched in 2017 I can sum it up in a sentence: The Touring now gets a cool head-up display like the top two grades and the Akera now has a 360-view camera. There, that’s it.
But the standard features were already extensive on all grades, with the Maxx coming with a 7.0-inch screen with a reversing camera, digital radio and Bluetooth connectivity, a six-speaker stereo, push-button ignition, cloth seats, air-conditioning, rear parking sensors, LED headlights and 17-inch steel wheels.
The Maxx Sport adds sat nav, dual-zone climate control, auto headlights, LED fog lights and 17-inch alloy rims.
The Touring gets all the Maxx Sport's features plus the head-up display we talked about, and front parking sensors, proximity key, and black synthetic leather (which feels quite nice).
The GT adds real leather in black or white, a 10-speaker Bose stereo, power front seats and 19-inch alloys.
At the top, the Akera has all the GT bits plus the 360-degree view camera and a stack of advanced safety equipment.
Talking of safety, read on further to find out what’s protecting you on each grade.
Sounds like nothing is missing? Well, it would have been good for this update to add the excellent Apple CarPlay and Android Auto, especially considering the Maxx doesn’t come with sat nav.
Engine & trans
It's like a diesel in disguise, this 2.0-litre turbocharged petrol engine, making 180kW at 5500rpm and 350Nm at 1800rpm. It's paired with an eight-speed automatic gearbox, and drives all four wheels. That means a sprint to 100km/h of "just over 10 seconds” - about two seconds faster than the car it replaces.
Haval's All-Terrain Control System is also standard, meaning you can choose between six drive settings, including Sport, Mud or 4WD Low.
This is where this latest CX-5 differs most from the previous one – the engines. The offerings stay the same: two petrols – a 2.0-litre four cylinder and a 2.5-litre four cylinder – and a single 2.2-litre four-cylinder diesel. The 2.0-litre cars are front-wheel drive (FWD) and everything else is all-wheel drive (AWD).
The 2.5-litre petrol engine now comes with cylinder deactivation, allowing it to run on just two cylinders when cruising and at low speeds while the other two will join them under more load. Less fuel is being burnt, so there’s a fuel saving there.
For those mechanics out there shaking their heads and muttering into their instant coffees about potential vibrations in two-cylinder mode, well, Mazda has compensated for this issue with a counterforce to iron out the bumps.
Demonstrating Mazda’s determination to hone the combustion process further are the newly shaped intake ports which tumble the air harder and faster during the intake stroke. The height of the piston crowns has also been shortened and this strengthens that tumble flow, too. All this extra ‘tumbly’ air causes the flame to spread faster when the spark ignites.
The nozzles on the fuel injectors have been redesigned and fuel pressure increased to spray faster, too, and even the piston oil rings have been re-shaped to optimise the thickness of the oil film on the cylinder wall.
All of these advances apart from the cylinder deactivation have been adopted by the 2.0-litre petrol engine, too.
While the refinements have increased efficiency, the petrol engines also have a little more grunt. I really mean little too: the 2.5-litre’s torque has increased 1Nm for a total of 252Nm and power stays the same at 140kW, while the 2.0-litre has been given 1kW more for a total of 114kW and torque remains at 200Nm.
The 2.2-litre diesel has been overhauled. The engine now has a higher compresion ratio; there's the redesigned combustion chamber to minimise energy loss and ultra-high response injectors are designed to improve fuel economy.
A new turbocharger fitted to the diesel has led to a decent increase in output with power jumping from 129kW to 140kW and torque from 420Nm to 450Nm.
The extra grunt isn't the only benefit – Mazda says the new turbo has been designed to reduce lag in acceleration response at low revs. This turbo lag was an issue I had with the previous diesel found in the CX-5. Now that's been addressed using a two-stage turbocharger with the larger of the turbines now adopting variable geometry which will supply boost more rapidly at lower engines speeds. We’ll tell you if we reckon it’s worked in the driving section below. We’ll also let you know if the new refined method of combustion has made the diesel engine quieter, too. Those were two of the issues I had with the diesel engine in the previous CX-5.
Haval reckons you'll get 10.9 litres per 100 kilometres on the combined cycle, with emissions a claimed 254g/km. The H9's 80-litre tank will only accept premium 95RON fuel, which is a shame.
Mazda has delayed going headfirst into electric vehicle and hybrid production, preferring to refine combustion engines further, and the changes to the engines have been primarily about improving efficiency.
The figures don’t really reflect massive gains in economy, with the 2.5-litre petrol improving from a claimed 7.5L/100km to 7.4L/100km over a combination of urban and open roads. After 100km of mainly country roads our trip computer was telling us the engine was using 8.1L/100km. Don’t forget this engine is only available with AWD CX-5s.
The 2.0-litre petrol engine’s fuel economy stays the same at 6.9L/100km – again, remember this engine is only found on FWD CX-5s.
The 2.2-litre diesel benefits the most in terms of efficiency with old car’s 6.0L/100km dropping to 5.7L/100km in this new CX-5. After 150km of dirt and tarmac the tripmeter in our diesel Akera was reporting an average of 6.4L/100km.
We did a lot of kilometres in the Haval (perhaps subconsciously we were waiting for it to fall over), and over all sorts of road conditions, and it never skipped a beat.
The obvious standout is the ride, which is now very good, and disposes of CBD bumps and corrugations without fuss. At no stage does it feel dynamic or overly connected to the road, but it creates a comfortable disconnect that makes you feel you're floating above the ground. Not good for a performance car, sure, but it suits the character of the big Haval just fine.
The steering has a wafty vagueness, though, and it doesn't inspire confidence on anything twisty, with plenty of corrections when you're tackling something challenging.
The rolling delivery of power is surprisingly strong and smooth when you plant your foot. But there are downsides to a small turbocharged engine shoving the size of a block of flats around. For one, the engine has this staggering delay when you first plant your foot from a standstill - as though you're playing chess with the engine and it is figuring out its next move - before finally surging into life. It makes overtaking moves a heart-stopping challenge at times.
The petrol engine (which does a remarkable job of masquerading as a diesel) can feel a little rough and rugged when you really plant your foot, too, and you'll find all the useable power lurking at the low-end of the rev range. It is bloody comfortable, though. The vision is very good out of all windows, including the rear windscreen. And the gearbox is terrific, seamlessly and smoothly swapping cogs.
But... there were some electrical gremlins. For one, the proximity unlocking is the weirdest we've encountered - sometimes it works, other times its more complicated, and you need a textbook to figure out how it talks to the boot. The alarm went off twice despite me unlocking the doors, too. It might be some user error that I don't understand, but worth mentioning either way.
In my review of the diesel Akera last year I whinged about how noisy the engine was and then complained a bit more about the turbo lag. Well, it looks as though my views found their way back to the Mazda Motor Corporation HQ in Hiroshima because the new turbo has fixed the lag and the refinement to the combustion process seems to have reduced engine noise.
Sure, the diesel engine is still not as quiet as the 2.5-litre petrol we also tested at the launch (in Akera grade), but the increase in torque made the diesel more fun to drive with decent shove off the line.
Jumping back into the petrol made the grunt difference very apparent with the petrol having to work and rev hard to get up to speed.
Suspension, steering and brakes remain unchanged from those in the CX-5 which launched last year – but that’s no bad thing as the ride, handling and braking response is excellent for this segment.
A low seating position makes you feel part of the car rather than sitting on top of it, while good pedal feel and great communication through the steering wheel deliver confidence.
As for the CX-5's off-road capability, I suggest you don't go much further than placid dirt and gravel roads because while your CX-5 may be all-wheel drive its low ground clearnance, lack of ladder frame chassis and no high or low range four wheel drive restrict it to less adventurous activities.
The safety story starts with dual front and front-side airbags, as well as curtain bags that stretch across all three rows. You'll also find a revising camera, as well as front and rear parking sensors.
Happily, Haval has also embraced the newer technologies, so you'll get lane-departure warning, rear cross-traffic alert and blind-spot monitoring. Off-road, hill descent control is standard, and Haval claims a safe fording depth of 700mm.
The H9 received a four-star ANCAP crash rating when the outgoing model was tested in 2015.
The CX-5 scored the maximum five-star ANCAP rating when it was tested in 2017, and if you look into the safety credentials you’ll see it comes with an impressive armory of technology you won’t find on some more expensive prestige cars.
Lower grades aren’t covered by as much safety tech, but all come with AEB (which works at up to 30km/h), and stepping up to the Touring adds traffic sign recognition.
For baby seats you'll find two ISOFIX mounts and three top tether anchor points across the rear row. A space saver spare wheel is under the boot floor on all grades.
There's front airbags for the passenger and driver, along with side ones, while curtain airbags extend to cover the second row.
The CX-5 that's in Australian showrooms is made in Japan at Mazda's Ujima and Hofo plants.
The CX-5 is covered by Mazda's three-year/unlimited kilometre warranty, which isn’t outstanding, but the service costs are low.
Servicing the diesel is recommended every 12 months/10,000km and is capped at $316 for the first, $386 for the second, $316 for the third, then $358 and $316 for the fifth service. The 2.5-litre petrol costs about $115 less over five years