Haval H9 VS Volkswagen Tiguan
- 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
- High tech overhaul
- Subtle, refined looks
- Spacious and practical
- Getting pricey
- Minimal drivetrain enhancements
- Touch interfaces won't be for everyone
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|
First there was the Beetle, then there was the Golf. Now for the first time in history, Volkswagen is most associated with its mid-size SUV, the Tiguan.
It’s high stakes, but Volkswagen hopes rolling updates will keep it fresh for at least a few years to come, as it (globally) marches towards electrification.
There’s no electrification for Australia this time around, but has VW done enough to keep such an important model in the fight? We’ve taken a look at the whole Tiguan range to find out.
|Engine Type||2.0L turbo|
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 Tiguan moves a smidge further upmarket with this facelift, now with an entry cost higher than ever, and while that might rule it out for some buyers, no matter which one you pick you’d still be getting the full experience when it comes to safety, cabin comfort, and convenience.
It's up to you to choose how you want it to look and drive, which are ultimately subjective areas anyway. On that basis I have no doubt this Tiguan will keep its buyers happy for years to come.
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 Tiguan was already an attractive car, with many subtle angular elements which added up to something suitably sophisticated for a European SUV.
For the update, VW has mainly made changes to the Tiguan’s face to keep it in line with the incoming Golf 8’s tweaked design language.
I think it has only served to make this car look better, with more integrated light fittings swooping out of its now more gentle grille treatment. There was a pugnacious toughness about the outgoing model’s flat face that I will miss, though.
The side profile is near identical, the new car only identifiable by subtle chrome touches and new wheel choices, while the rear is freshened up with a new lower bumper treatment, contemporary Tiguan lettering across the rear, and in the case of the Elegance and R-Line, impressive LED light clusters.
The inside, which has had a significant digital overhaul is what will get buyers salivating. Even the base car scores the amazing digital dash, but the larger multimedia screens and sleek touch panels will be sure to impress.
It’s important to note that while pretty much any car can have massive screens today, not all have the processing power to match, but I’m glad to say everything in the VW is as slick and fast as it should be.
The new wheel is a really nice touch with the embedded VW logo and cool looking surrounds. It feels a bit more substantial than the outgoing unit, too, and all the functions on it are nicely laid out and ergonomic to use.
I will say that the colour scheme, no matter which variant you pick, is pretty safe. The dash, while nicely finished, is just one big slate of grey, detracting from the flashy digital overhaul.
Even the inserts are plain and subtle, perhaps a missed opportunity for VW to make the interior of its pricey mid-sizer feel a bit more special.
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.
Refined and digitised it may have been, but is this update still practical? One of my big worries when hopping in was that the abundance of touch elements would make it distracting to operate while driving.
The touch panel climate unit from the previous car was starting to look and feel a little old, but there’s still a part of me that will miss how easy to use it was.
But the new touch climate panel not only looks good, it’s pretty easy to use too. It just takes a few days of getting used to it.
What I really missed was a volume dial and tactile shortcut buttons on the R-Line’s massive 9.2-inch touch-only screen. It’s a little usability gripe that will get on some people’s nerves.
The same goes for the touch elements on the R-Line’s wheel. They look and feel super cool with odd vibrating feedback, although at times I did fumble things that should be simple like cruise functions and volume. Sometimes the old ways are the best.
It sounds like I’m complaining about the Tiguan’s digital overhaul, but most of it is for the best. The instrument cluster (once an Audi exclusive feature) is one of the best on the market in terms of its look and usability, and the large multimedia screens make it really easy to jab at what function you’re looking for while remaining concentrated on the road.
The cabin is also excellent, with a tall but suitable driving position, big storage bins in the doors, big cupholders and cutaways in the tidy centre console, as well as a small centre console box and odd little pop-open tray atop the dash.
The new Tiguan is USB-C only in terms of connectivity, so bring a converter.
The back seat offers excellent amounts of room for my 182cm (6'0") frame, behind my own driving position. It’s super practical back there, too, with even the base car scoring a third adjustable climate zone with movable vents, USB-C outlet, and a 12V outlet.
There are pockets on the back of the front seats, big bottle holders in the door and drop-down armrest, and weird little pockets atop the seats, too. It’s one of the best rear seats in the mid-size SUV class in terms of amenities for passengers.
The boot is a large 615L VDA regardless of variant. This is also great for the mid-size SUV class, and it fit our entire CarsGuide luggage set with space to spare.
Every Tiguan variant also has a space saver spare under the boot floor, and little cutaways behind the rear wheel arches to maximise storage space.
The power tailgate is a boost, too, although it remains odd that the R-Line misses out on the gesture control.
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 updated Tiguan doesn’t look wildly different from the outside. We’ll get to design in a second, but don’t underestimate it based on looks alone, there are a lot of significant changes under this mid-sizer's skin which will be key to its ongoing appeal.
For a start, VW has dumped its corporate titles of old. Names like Trendline have been dumped in favour of more friendly titles, with the Tiguan range now consisting of just three variants, the base Life, mid-grade Elegance, and top-spec R-Line.
To make it more simple, the Life is the only grade available as a front-wheel drive, while the Elegance and R-Line are all-wheel drive only.
As with the pre-facelift model, the updated Tiguan range will become more expansive in 2022 with the stretched seven-seat Allspace variant returning, and for the first time the brand will also introduce a go-fast Tiguan R performance variant.
In terms of the three variants which arrive for now, though, the Tiguan has notably taken a price hike, now technically more expensive than ever before, even if it is only by $200 over the outgoing Comfortline.
The base Life can either be chosen as a 110TSI 2WD with an MSRP of $39,690, or as a 132TSI AWD with an MSRP of $43,690.
While the price has increased, VW notes that with the tech onboard the current car, it would represent at least a $1400 discount on the Comfortline with the required option pack to meet it like-for-like.
Standard equipment on the base Life includes an 8.0-inch multimedia touchscreen with wireless Apple CarPlay and Android Auto connectivity, a 10.25-inch fully digital instrument cluster, 18-inch alloy wheels, keyless entry with push-start ignition, full auto LED headlights, cloth interior trim, a new leather bound wheel with the brand’s updated aesthetic touches, dual-zone climate control (now with a fully touch interface), and a powered tailgate with gesture control.
It’s a tech heavy package, and feels nothing like a base model. A pricey $5000 'Luxury Pack' can upgrade the Life to include leather seats, a heated steering wheel, power seat adjust for the driver, and a panoramic sunroof.
It’s a significant price-jump from the Life, and adds adaptive chassis control, 19-inch alloy wheels, chrome exterior styling touches, interior ambient lighting, upgraded ‘Matrix’ LED headlights and LED tail-lights, standard ‘Vienna’ leather interior trim with power adjustable front seats, a 9.2-inch touch-only multimedia interface, heated steering wheel and front seats, and privacy tint on the rear windows.
Finally, the top-spec R-Line is available with the same 162 TSI ($53,790) and 147 TDI ($55,290) all-wheel drive powertrain options, and includes massive 20-inch alloy wheels, a more aggressive body kit with blacked-out R touches, bespoke R-Line leather seat trim, sports pedals, black interior headliner, variable ratio steering, as well as a sportier steering wheel design with haptic feedback touch control panels. Interestingly the R-Line loses the gesture control tailgate, making do only with a powered one.
The only options on the Elegance and R-Line aside from premium paints ($850) is the panoramic sunroof which will set you back an additional $2000, or the ‘Sound and Vision’ package, which adds a 360-degree parking camera, head up display, and harman/kardon nine-speaker audio system.
Every variant also comes with the full array of active safety features, which is a huge boost to value for buyers, so make sure to take a look at that later in this review.
Regardless, the entry-level Life now competes with mid-grades of rivals like the Hyundai Tucson, Mazda CX-5, and Toyota RAV4, the latter of which has a key fuel-sipping hybrid variant, which many buyers are searching for.
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 Tiguan maintains a relatively complex engine line-up for the class.
The entry level Life can be chosen with its own set of engines. The cheapest of which is the 110 TSI. It’s a 1.4-litre turbocharged petrol engine producing 110kW/250Nm driving the front wheels via a six-speed dual-clutch automatic. The 110 TSI is the only front-drive option left in the Tiguan range.
Next up is the 132 TSI. It’s a 2.0-litre turbo-petrol producing 132kW/320Nm driving all four wheels via a seven-speed dual-clutch automatic.
The Elegance and R-Line are available with the same two higher-powered engine choices. This includes the 162 TSI 2.0-litre turbo-petrol which produces 162kW/350Nm, or the 147 TDI 2.0-litre turbo-diesel which produces 147kW/400Nm. Either engine is mated to a seven-speed dual-clutch automatic and drives all four wheels.
Missing from the picture for this update is the word seemingly on every buyer’s lips at the moment – hybrid.
There are hybrid variants available overseas, but due to ongoing issues with Australia’s relatively poor fuel quality, VW has been unable to launch them here. Things could change in the near future, however…
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.
Whiz-bang dual-clutch automatics are meant to make for lower fuel numbers, and it certainly seems to be the case for the Tiguan, at least on its official figures.
The 110 TSI Life we tested for this range review has an official/combined consumption figure of 7.7L/100km, while our test car saw around 8.5L/100km.
Meanwhile the 162 TSI R-Line also sampled has an official figure of 8.5L/100km, and our car returned a dash-reported 8.9L/100km.
Keep in mind these tests took place over only a handful of days rather than our usual weekly test, so take our numbers with a grain of salt.
Either way, they are impressive for mid-size SUVs, particularly in the case of the all-wheel drive 162 TSI.
On the downside, all Tiguans require a minimum of 95RON as the engines are incompatible with our cheapest entry-level 91.
This is due to our particularly poor fuel quality standards, which look set to clean up if our fuel refineries get an upgrade in 2024.
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.
Given that so much is similar across the Tiguan range in terms of its spec and fitment, which variant you choose primarily influences the experience behind the wheel.
It’s a shame, for example, that the entry-level 110 TSI hasn’t been tweaked for this facelift, as our gripes with this variant still stand.
The 1.4-litre turbo is efficient and reasonably punchy for its size, but has an annoying power lull when it comes to a stop which can work with the dual-clutch to make for some laggy, glitchy moments.
Where the base car shines, though, is its ride. Like the Golf below it, the 110 TSI Life strikes a fine balance between ride quality and comfort, proving to insulate the cabin well from bumps and road impurities, while giving it enough driver engagement in the corners to feel a little like a giant hatch.
If you want to read more about the 110 Life, we have a variant review of the new one here.
We weren’t able to test the mid-grade Elegance, nor did we sample the 147 TDI diesel for this test, but we did have a chance to drive the top-spec 162 TSI R-Line.
Straight away it’s evident there's a strong case for paying the extra for more grunt. This engine is excellent in terms of the power on offer, and the way it's delivered.
The big boost in these raw figures helps it deal with the extra weight of an all-wheel drive system, and the extra low-down torque makes it an even better match for the snappy dual-clutch automatic.
This has the effect of removing most of the annoying jerky moments from stop-start traffic, while allowing the driver to make the most of the benefits of the instantaneous dual-clutch shifts when accelerating in a straight line.
The all-wheel drive system, more aggressive tyres, and a sharper steering tune in the R-Line make it an absolute pleasure to turn into corners at speed, offering a handling prowess that betrays its shape and relative heft.
Certainly then, there’s something to be said for splashing out on the larger engine, but the R-Line isn’t without its downsides.
The huge wheels conspire to make the ride a tad harsh when bouncing off suburban road imperfections, so if you’re primarily plodding around town and not seeking thrills on the weekend it may be worth considering the Elegance with its smaller 19-inch alloys.
Stay tuned for a future variant review with driving impressions for the 147 TDI, and of course the Allspace and full-fat R when they become available next year.
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.
Great news here. For this update, the entire VW safety suite (now branded 'IQ Drive') is available even on the base Life 110 TSI.
Included is freeway-speed auto emergency braking (AEB) with pedestrian detection, lane keep assist with lane departure warning, blind spot monitoring with rear cross-traffic alert, adaptive cruise control with stop and go function, driver attention alert, as well as front and rear parking sensors.
The Tiguan will carry across its maximum five-star ANCAP safety rating as awarded in 2016. The Tiguan has a total of seven airbags (the standard six plus a driver’s knee) and the expected stability, traction, and brake controls.
Volkswagen continues with a competitive five year/unlimited kilometre warranty, the industry standard when it comes to its primarily Japanese rivals.
Servicing is covered by a capped price program, but the best way to keep the cost down is to purchase the pre-paid service packs which cover you for three years at $1200, or five years at $2400, regardless of variant.
Doing so brings the cost down to very competitive levels, although not to the absurd lows of Toyota.