Haval H9 VS Subaru Forester
- 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
- Interesting looks
- Excellent safety
- Good space and practicality
- Not interesting to drive
- Doesn't live up to 'Sport' name
- Bit pricey to own
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|
This is not the Subaru Forester Sport model they get in Japan, and it's therefore not the one most Aussies have been desperate to see launched here.
Nope, the giveaway is the 2.5i part of the name for this 2021 Subaru Forester 2.5i Sport model, which has just been added to the brand's range to add a bit more of an eye-catching variant to the line-up.
In Japan, the Sport gets a new turbocharged petrol engine, but this one instead soldiers on with the same powerplant as the rest of the Forester range, but there have been plenty of changes and additions besides.
|Engine Type||2.5L turbo|
|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 Subaru Forester Sport is an interesting new addition to the range, despite not really moving it forward in any other way apart from its eye-catching looks. It is a competitive counterpoint to the likes of the CX-5 and CR-V, but still doesn't quite reach the same levels of refinement and driving enjoyment of the RAV4.
There is no doubt the Forester Sport will add a level of appeal that Subaru has been needing in its family SUV range since launch, but we really think the thing that would get more customers excited would be a new turbocharged top-spec model, which would certainly be more deserving of the Sport name.
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.
If you've ever trawled the Subaru Japan website like me (high five, car nerds!), you might be thinking: "This Subaru Forester Sport model looks a lot like that Forester X-Break in Japan!". And you'd be right.
It is, essentially, the same car. Just with a considerably nicer looking set of wheels than the Japanese model. They aren't my favourite rims, but then again, I think the Forester's rims on the whole are pretty yuck.
Wheels aside, the flashes of orange around the car will no doubt catch your eye. There are plenty of them: the lower body protection has orange trim from the front bumper to the side skirts/sills and the rear bumper, too; plus there are orange bits as part of the roof rails, too.
The exterior also cops a bit of a blackout treatment, with new dark graphics front and rear, including a black garnish between the tail-lights. And of course, the rims are black, too.
Inside the style a bit more adventurous, with a smattering of orange trim highlights on the vent surrounds, the transmission tunnel, the stitching that runs on the dashboard, doors and seats, and even the eye-catching and intriguing mesh-look water-repellent trim on the seats that goes up to the doors, too. I guess Subaru assumes Forester Sport buyers will be spending a lot of time in the rain?
I really love the orange trim finishes - they really lift the ambience of the cabin and make it feel a bit more exciting than a regular Forester. In fact, it's like the Forester looked a bit further down the Subaru line-up to the XV and said, "Hey, how come you're getting all the attention?".
There are some inherently awesome SUV features that the Forester's interior design brings to the fore - we'll get to that in the next section.
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.
The Forester could be the most practical vehicle in its class. Against the likes of the Toyota RAV4, Mitsubishi Outlander, Mazda CX-5 and VW Tiguan, it stacks up pretty well for cabin practicality, space utilisation and accommodation.
It's a nice, bright and airy place to be, with a big glasshouse that makes it feel a bit more outdoorsy than its rivals. The benefits of that are two-fold - it's easy to see out of, whether you're the driver or if you're a kid in the back.
Looking up front first, the Forester's cabin presentation is much more eye-catching in this grade. The other models in the range are, well, a bit bland. The Sport, though, is a bit more - dare I say it - sporty. And I personally hate models called Sport, but that's a story for another day.
The orange stitching everywhere and the orange metallic look finishes on the dash and the centre console - it combines for a more special feeling cabin than any of the other Foresters available.
I really appreciate the media screen Subaru offers - it's easy to use and is bright and colourful, and also the flush finish design - not a floating tablet style screen - does make it just a little easier to use. However there is a secondary screen above it, which shows you a bunch of information about the car that you theoretically will never actually need to know.
That top pod also has a driver monitoring camera system which is looking at you all the time and will warn you if you take your eyes off the road for too long. Intriguingly, it flashes a warning onto another screen - the one on the instruments, which also makes you look away from the road...
It really is a button and screen overload. If you like minimalism, you're not going to like the number of things in front of you as the driver of a Forester. But they all have a purpose (sort of), and for me, it's better than everything being run through touch screens!
The front seats are quite comfortable, with electric adjustment for the driver and passenger. Both are electric adjusted and heated as well, which is nice, and the material used is genuinely really comfortable - it's like a good quality couch.
Even though those are nice elements, I couldn't find myself a perfect driving position – I feel like I sat just a little too high and I couldn't get the steering wheel in quite the right position for my preferences.
Storage is mostly okay up front: the cupholders between the seats are a little bit deep so small takeaway coffees might be hard to get out, and there are bottle holders in the doors, a small cubby in front of the gear selector for a wallet and/or phone, and that's also where you'll find 2USB ports. No wireless phone charging, though.
The overall space for a family of four is perfectly usable. There is no seven seater version of the Forester, nor any seven-set SUV in the brand's range at all in Australia, so it's strictly a smaller family affair, or a good option for grandparents on duty.
There's very good second row seat space, with a high seating position and hip point allowing for adults to easily slot in there (I'm 182cm/6'0" and I can fit behind my driving position with heaps of leg, toe and headroom to spare), but it's also a handy height for child loading, with dual ISOFIX and three top-tether points. Weirdly, though, Subaru has kept with the ceiling-mounted centre seatbelt, and the seat is flat and a bit uncomfortable for adults in terms of cushioning and support. Great for child seats, though.
There are plenty of smart features in the second row, including twin map pockets on the seat backs, one of which is sectioned and divided for smaller items. Plus there are those two USB ports for charging devices (again, perfect for a family of four), and there are rear directional air vents. There is a fold-down armrest with cupholders, plus bottle holders in the doors.
Weirdly there are LED lighting pods for the boot and the tailgate, and up in the front of the cabin there is LED lighting, too - but in the centre, the middle lighting pod is halogen. Weird.
The boot area offers 498 litres of cargo capacity (VDA) with the seats up, but hit the electric release levers (handy!) at the sides of the boot and you liberate a total 1740L of space - enough for a pair of mountain bikes or a few weeks' worth of camping gear for a couple.
Plus there are shopping bag hooks on the outer sides of the boot area and one on the tailgate,, plus four tie down points if you need to attach things and stop it from rolling around. There's a cargo blind, and a 12 V outlet in the boot, too.
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.
The new Subaru Forester 2.5i Sport model is a $41,990 proposition - that's the MSRP/RRP, or the price before on-road costs (you might find driveaway deals if you search Autotrader, though).
It slots in between the 2.5i Premium ($39,490) and the 2.5i-S ($42,990), but it stands out compared to both of those versions with a revamped design and a number of inclusions over the models below it, but most of them are visual differentiators which we'll detail in the next section.
Let's consider the standard equipment offered here: black 18-inch alloy wheels with a full size spare, an electric sunroof, water repellent cloth interior trim, electric front seat adjustment (driver's side with memory settings), heated front seats, electric tailgate, electric folding rear seats, smart key hands-free entry and push button start, auto headlights and auto wipers.
There's also a 8.0-inch touchscreen media system with Apple CarPlay and Android Auto smartphone mirroring tech, DAB+ digital radio, CD player, six speakers, Bluetooth phone and audio streaming, 4xUSB ports (2x front, 2x rear), a 4.2-inch digital driver info display with digital speedo, and a leather-lined steering wheel and shifter.
The safety story is a very strong one - see the section below for all the details.
Things missing from the 2.5i Sport that you might want for include an auto-dimming rear-view mirror, a proper surround-view camera, and leather seat trim.
Colours available for this spec comprise: Crystal Black silica, Crystal White pearl (as seen here), Dark Blue pearl (exclusive to Sport), Ice Silver metallic, Magnetite Grey metallic and Sepia Bronze metallic. The green and red options are not available on Sport, but no matter the colour you opt for, it won't cost you any extra.
Obviously though, you might want to choose carefully, as there are some orange highlights inside and out that might not match up with your preferred colour choice. Let's get to that next.
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.
Instead, the 2.5i part of the name indicated a carryover 2.5-litre four-cylinder horizontally-opposed 'boxer' engine producing 136kW of power (at 5800rpm) and 239Nm of torque (at 4400rpm). No turbo here.
The Forester is available solely with a continuously variable transmission (CVT) Lineartronic automatic gearbox, and as it's a Subie, of course it has the brand's "Symmetrical" all-wheel drive (AWD) system standard, too.
The Sport grade isn't available with the brand's hybrid powertrain, though that's no great loss. Read our review where we compared that version against the excellent RAV4 hybrid to see how it fared
The 2.5i models have seen a towing upgrade for 2021, with the unbraked rating set at 750 kilograms, while the braked towing capacity is now 1800kg (up from a meagre 1500kg in earlier models).
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.
The official combined cycle fuel consumption figure for the Forester 2.5i Sport is identical to the rest of the range: 7.4 litres per 100 kilometres, with emissions claimed at 168g/km CO2.
On test, we saw an at the pump fuel economy of 9.5L/100km across a mix of urban, highway, country and open road driving (plus a very short unsealed off-highway stint).
Fuel tank capacity is 63 litres. It can run on the more affordable 91RON regular unleaded.
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.
The Subaru Forester is a smooth and decent family SUV, one that doesn't necessarily do anything exceptionally well, but nor is it terrible at anything when it comes to on-road driving.
In fact, my biggest complaint is the noise intrusion - there's quite a bit of tyre roar through even normal road surfaces, and coarse chip roads are louder again. There's also wind noise up around the windscreen and mirrors, and the engine is noisy under acceleration because of the CVT automatic transmission, and it doesn't sound overly delightful, either.
That said, the 2.5-litre engine's response is pretty good, offering decent and linear power delivery. It's not fast, not overly fun, and the CVT auto does rob it some of the excitement you might want. However, it jumps away from a standstill pretty nicely, and if you can hit the sweet spot when you're accelerating you might be surprised by its brisk response.
There are paddle shifters to take matters into your own hands - though even if you use the SI drive mode selector (Sport or Intelligent drive modes), it's less thrusty than turbocharged competitors (Ford Escape) or even hybrid-powered rivals (Toyota RAV4).
The ride comfort is quite good, there's a nice supple attitude to the suspension and the way it controls itself over bumps, but it is quite soft and that means that there is some noticeable body roll in corners.
Thankfully the seats are really quite nice and offer good support, and while the steering is decently weighted and accurate enough it's hardly the last word in excitement for thrills. I'm also not much of a fan of the lane keeping system and how it affects the steering, as it interrupts the smoothness of your steering a little too much. There's a button you can hit to turn it off, but you have to do it every time.
And that driver-monitoring camera system really does make you realise how much you're not looking at the road ahead. I'm a constant glancer, looking at whatever is driving past or whatever I see parked in people's driveways, and the system really made me realise that.
Because it's a Forester with all-wheel drive, I took it for a brief light off road review expedition, where it lived up to the brand's adventure-focused persona.
The most impressive element was a combination of nice high ground clearance (220mm), plus the way that soft suspension rolled over rocks and bumps allows decent travel to the suspension, and good control to the driver's hands, too.
The drive mode selection system allows you to choose "snow/dirt" or "deep snow/mud", meaning soggy camping trips or drives to the snow should be pretty well catered for. Like most soft-roading vehicles and crossovers, though, the tyres will be your biggest letdown but also your easiest upgrade.
The hill descent control system worked really well, and while I wasn't pushing any boundaries of what to expect a SUV like this to do, it was pretty well sorted of the whole.
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.
That said, the Forester has an extensive safety technology specification list, starting with auto emergency braking (AEB) that works both in city and inter-urban settings up to 80km/h, and it features pedestrian and cyclist detection, too.
There's also lane departure warning with an active lane keeping assistance system that works from 60km/h to 145km/h, and there's adaptive cruise control that works through the brand's stereo camera EyeSight system. Blind spot monitoring and rear cross-traffic alert are standard, as is a rear AEB system to stop you bumping into cars or walls at low speeds, rear parking sensors, a reversing camera that is complemented by a front and front kerbside camera (not quite surround view, but close).
The Forester has seven airbags (driver's knee, dual front, front side, full-length curtain), and there are dual ISOFIX outboard child-seat anchors and three top-tether points.
Subaru Australia backs its cars with a five-year/unlimited kilometre warranty, which is on par with its main rivals but behind the likes of Mitsubishi (10 years if you service with them) and Kia (seven years).
The brand offers just 12 months of roadside assistance when you buy a new car, where some others offer seven years or more.
The company also has unusual service intervals of 12 months/12,500km, with a capped price servicing plan that spans five years/62,500km. The average cost per service over that period is high, at $476.50 per annum - and it'll be even higher if you do a lot of kilometres.
There are also three-year and five-year service plans available. If you sign up for those, you get three years roadside assist plus a loan car when you get your car serviced. The costs for those are $1281.81 (three years/37,500km), or $2382.52 (five years/62,500km).