Haval H9 VS Toyota Kluger
- 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
- Comfortable and easy to drive
- Hybrid is seriously fuel efficient
- $250 capped price servicing
- Not as modern looking as some rivals
- Interior feels a bit budget price
- Lacks cool in-car tech of some rivals
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|
The Toyota Kluger is an Aussie family favourite. It’s the Streets Viennetta ice cream of SUVs, the Hungry Hungry Hippos of transport, the Dunlop KT 26 equivalent of cars, and the new-generation model is here… and there’s a hybrid version now.
Not only did I attend the Australian launch of the new Kluger, I took one away with me and my family and I have been living with it – just like you will.
A test drive at a dealership might not tell you everything you need to know about the Kluger, but fear not, I’ve done the testing with my family for you. Here’s all you need to know, from what’s new and the practicality upsides and downsides, to what the hybrid is like to drive.
|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.
This new generation Toyota Kluger hasn’t gone as far as we’d expect in terms of modern styling, refinement and in-car tech. But there’s been a big improvement in how comfortable and easy it is to drive. And the arrival of the hybrid version is fantastic to see. This seven-seater SUV is as practical as ever and will continue to be an Aussie family favourite.
For us the sweet spot in the range is the GXL hybrid. The price is good, the powertrain adds to the smoothness of driving, and the fuel savings are outstanding.
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 Kluger is about as beautiful as its name, which isn’t very. Still, while it doesn’t have the elegant lines of a Mazda CX-9 or the futuristic face of the Kia Sorento it does look tough and serious.
This Kluger is totally new, but it’s instantly recognisable as a Kluger. But if you were expecting it to look cutting edge, I’m sorry, it doesn’t. If anything, the new Kluger looks like a larger version of the RAV4 with its moustache-like grille and blade headlights.
The Kluger isn’t as angular as its mid-sized sibling, and you can see the curves in the rear haunches which wrap around to the tailgate.
The GX and GXL have 18-inch alloy wheels, but only the Grande has 20-inch rims and they come with a chrome-effect paint which might be a bit OTT for some.
The new cabin is more functional than fashionable with a dashboard dominated by what appears to be one of those big pizza paddles which holds the media screen and climate control dials.
The entry-grade GX has black cloth-trimmed seats, leather wrapped steering wheel and shift lever; the GXL has synthetic leather seats and the Grande has actual leather upholstery.
There are soft touch surfaces with stitching, but all grades still have hard plastics galore and styling which lacks the premium look of some rivals.
The new Kluger is slightly bigger than its predecessor at 4966mm end-to-end (+76mm), 1930mm across (+0.5mm), and 1755mm tall (+25mm).
Please don’t take the Kluger too far off-road, that’s best left to Toyota's 'proper' four-wheel drives like the Fortuner, Prado and LandCruiser. But, for the record, the approach angle is between 17.9 and 18.2 degrees, while the departure angle ranges from 22.7-23.1 degrees, depending on whether your Kluger is front-wheel drive or all-wheel drive.
There are five new paint colours: 'Graphite Metallic', 'Atomic Rush Red Mica', 'Liquorice Brown Mica', 'Saturn Blue Metallic', and 'Galena Blue Metallic'. Carrying over from the previous model are, 'Crystal Pearl', 'Silver Storm Metallic' and 'Eclipse Black.'
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 Kluger is spacious for people, has great cabin storage, and a decent-sized boot. What’s missing is wireless charging for phones on all grades and there are no sunblinds for the rear windows on the GX and GXL.
I’m 191cm (6'3") tall with a 2.0m wingspan, so I never feel like I have too much room in most cars. But that’s not the case with the Kluger, where there’s so much space up front that my elbows don’t even reach the door armrests. The touchscreen also feels almost out of reach, even for me.
All Klugers come standard with seven seats – that’s two up front, a bench of three in the second row, and two in the third.
Legroom is excellent and I can arrange the seats behind my driving position so I can sit in the second and third rows without my knees touching any of the seatbacks.
Headroom in the second row is excellent and outstanding in the third (as far as third rows tend to go). Better than the CX-9's back seats.
Door pockets are on the small side, but there’s a giant centre console bin, shelves built into the dash for wallets and phones, plus two cupholders up front, two in the second row, and four in the third row.
As for the boot space, with the third row seats in place there’s 241 litres (VDA) of cargo capacity and with them folded flat into the floor the luggage room opens up to 552 litres.
These figures may seem small compared to capacities of other SUVs, but Toyota says these measurements are calculated up to the beltline of the Kluger which is the top of the rear seats, while other carmakers sometimes measure to the roof.
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.
There are three grades in the Kluger range: the GX, the GXL and the Grande. You can have them all with either a V6 petrol engine or petrol hybrid combination. You have a choice of all-wheel drive and front-wheel drive with the V6 engine, whereas the hybrid is exclusively all-wheel drive.
How much then? Well, for the front-wheel drives the GX lists for $47,650, the GXL is $56,850, and the Grande is $68,900. For the all-wheel drive versions just add $4000 to each of those prices.
The hybrids cost more. So, the GX is $54,150, the GXL is $63,350, and the Grande hybrid is $75,400.
Coming standard on the GX is, LED headlights, 18-inch alloys, fabric seats, an 8.0-inch media display with Apple CarPlay and Android Auto, a proximity key with push button start, leather steering wheel, a six-speaker stereo, and air con for the front and second row – or if you have the hybrid you’ll get three-zone climate control.
The GXL also scores roof rails, a power tailgate, sat nav, three-zone climate, plus heated driver and front passenger seats.
Leather seats don’t appear until you step up to the Grande, which also has ventilated front seats, an 11-speaker JBL stereo, head-up display, moonroof, gesture tailgate and 20-inch wheels, which are way too shiny.
Is the Kluger good value? Mainly yes, with a little bit of no here. The Kluger costs less than its Mazda CX-9 rival, but doesn’t get as many great features.
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.
The big news is there’s a hybrid Kluger now and it makes so much sense when you consider these seven seaters will spend most of their time in traffic and carparks where they can move silently along in electric vehicle mode.
The hybrid Kluger isn’t a plug-in type of hybrid, instead its batteries recharge when you apply the brakes when you’re driving. The battery then powers the electric motors. There are two motors on the front axle and one on the rear, which work together with a 2.5-litre, four-cylinder petrol engine.
The power output of the petrol engine is 142kW and the electric motors make 184kW. The engine torque is 242Nm. The front electric motors are able to produce 134Nm and 270Nm, while the rear can make 121Nm.
The hybrid Kluger is all-wheel drive.
As with the previous Kluger there’s also a V6 version which is more affordable than the hybrid variant, and comes with all-wheel drive or front-wheel drive.
The 3.5-litre V6 petrol engine makes 218kW/350Nm and shifting gears is an eight-speed automatic transmission.
The braked towing capacity for all Klugers is 2000kg (750kg unbraked).
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.
Toyota says that after a combination of open and urban roads the petrol V6 should use 8.7L/100km for the two-wheel drive and 8.8-8.9L/100km for the all-wheel drive. That’s not bad, although I didn’t have the opportunity to test this claim at the pump myself.
As for the hybrid, Toyota says you should get 5.6L/100km. I lived with the hybrid variant doing the school drop offs and shopping trips, with motorways thrown in, and after starting with a full tank and covering 179.2km, it took 14.18 litres to fill it back up.
That’s 7.9L/100km, which is excellent given I’d covered a lot of hilly urban terrain and at times the boot was fully loaded up.
The capacity of the V6 petrol’s fuel tank is 68 litres while the hybrid’s is 65 litres. The hybrid needs to run on 95 RON premium petrol while the V6 is happy with 91.
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 Kluger is one of the best driving large SUVs in this price range, up there with the CX-9, but less sporty feeling and more comfortable. So much better than the previous Kluger, this new-gen SUV has an outstanding, composed and comfortable, ride.
My pick is the hybrid variant. The electric motors make the driving experience even smoother and more enjoyable, allowing the Kluger to move around silently at lower speeds while providing little electric shoves when you dab the accelerator.
The V6 provides a more ‘old-school’ driving experience, which suited the twisty country roads I piloted it along. Two-wheel drive didn’t feel hugely different from all-wheel drive, but on a wet road those front wheels will struggle to maintain traction under harder acceleration. Steering is super light, accurate and direct.
All-wheel drive isn’t vital, but I’d get it for extra traction and stability if you can afford it. If you’re concerned about the fuel usage of the all-wheel drive compared to the two-wheel drive then you might surprised by the mileages in the section below.
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.
At the time I wrote this review the new Kluger hadn’t received it’s ANCAP score, but we’ll update this once the rating has been announced.
All Klugers come standard with AEB, including pedestrian and cyclist detection. There’s also blind spot warning, lane keeping assistance, rear cross traffic alert, and adaptive cruise control, as well as front and rear parking sensors.
For child seats there are three top tether anchor points and two ISOFIX locations in the second row.
It’s disappointing to see, however, that the Kluger’s curtain airbags don’t cover the third-row occupants.