Honda CR-V VS Haval H6
- Great practicality
- Good value
- Walk away locking
- Advanced safety kit only on top-spec
- Sunroof limits rear headroom
- CVT drones on
- A good looker
- Nice space inside
- Good equipment for expenditure
- Disappointing to drive
- Expensive servicing
- No AEB
Honda's CR-V is one of the original compact SUVs, and when it appeared in Australia in 1997 its only real rival was the Toyota RAV4, so it didn't leave us with much choice. It was a case of that one or the other one.
Now that's all changed, and there are currently more than 20 different mid-sized SUVs under $60k on sale in this market.
All that could change with the arrival of the fifth generation CR-V. We went along to the Australian launch to see if the CX-5 has anything to be afraid of, and found out a lot more in the process, including that it might be worth waiting before you buy one.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
If you’ve not heard of the Haval H6, you’re probably not alone. In fact, if you didn’t even know that Haval was a thing, you’re still probably in the majority.
The Chinese maker and its medium-sized H6 SUV are here to compete with the big players. The H6 fights in the largest segment of the SUV market, against the likes of the Mazda CX-5, Toyota RAV4, Hyundai Tucson, Honda CR-V, Nissan X-Trail and all of those other very impressive, family friendly offerings.
With two trim levels available, and aggressive pricing on both the entry-grade Premium and top-spec Lux tested here, the Haval H6 seemingly has something to make it stand out in the Australian market, offering customers who want a lot of car for their cash an alternative to the entry-level grades of the mainstream Korean and Japanese players.
But in the midst of fierce competition, ever-sharpening prices and the continually expanding equipment lists of base model SUVs, is there really a place for this Chinese model? Let’s see…
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
In the mid-sized SUV world the X-Trail is known for being super practical, the Mazda CX-5 for its looks and the way it drives, and now the new CR-V slides into the gap between them. Great value, practical and good to drive, the sweet spot in the range is absolutely the VTi-S; well equipped, with the option of AWD. Keep your eyes peeled though for when Honda updates the base grades with advanced safety kit. We'll let you know when it does.
Is the CR-V going to steal you away from the Mazda CX-5? Tell us what you think in the comments below.
This is a hard sell. I mean, you could look at the Haval H6 and think to yourself, “that’s quite a handsome thing - I think that’d look good in my driveway”. I’d understand that, especially when it comes to the high-spec Lux.
But buying one of these over a Hyundai Tucson, Honda CR-V, Mazda CX-5, Nissan X-Trail or Toyota RAV4 - even in base model trim - would arguably be a mistake. It simply isn’t as good as any of those vehicles, despite its best intentions, and no matter how good it might look.
Would you roll the dice and choose a Chinese SUV like the Haval H6 over a mainstream competitor? Let us know in the comments section below.
This fifth-generation CR-V looks like it found a gym and reappeared as a beefed-up version of the last model. The dimensions don't lie – the new CR-V is 11mm longer at 4585mm end-to-end, it’s 6mm taller at 1679mm for the FWD and 4mm more in the 1689mm AWD.
At 1820mm across, it's 35mm wider and the wheelbase is 40mm longer. Ground clearance is also up by 28mm in the FWD at 198mm, and 38mm in the AWD, with its 208mm.
Just look at the pictures, there are those swept back headlights, that huge black and chrome grille, adorned with an oversized Honda badge, the muscular front wheel guards, which seem to push up and make the bonnet bulge.
From the back the CR-V looks wide and planted, but busy with all those creases and angles. While the profile isn't as sleek as others, such as the CX-5, it’s designed for practicality.
You might not have noticed, but the A-pillars either side of the windscreen are super thin to improve visibility.
It doesn’t look very much like the other models in Haval’s range, and that’s a good thing. The H2, H8 and H9 all have the rounded edges of yesteryear, where the H6 is sharper, smarter, more sophisticated. It looks more European than Chinese, to my eye.
The proportions of the Haval H6 are quite fetching - the brand, cheekily, labels it the H6 Coupe in its home market. It has lines in the right places, a shapely silhouette and a pert backside, all of which combine to give it a certain presence on the road. It is more stylish than a few of its class compatriots, that’s for sure. And the Lux model rolls on 19-inch wheels, which certainly help in that regard.
The interior, though, isn’t as amazing, despite looking inviting. There’s a lot of fake wood and hard plastic, and it doesn’t have the ergonomic intelligence of the better SUVs in the class. The swooping roofline makes for difficult rearward vision, too, with a letterbox rear windscreen and thick D-pillars.
While the new CR-V misses out on a sleek profile, it gains in practicality. Tall, wide doors which open at almost 90 degrees to the side of the car make getting kids (and yourself) in and out a lot easier.
The tailgate opens high enough for me at 191cm to just walk under, and the low load lip means you don't have to hammer throw your shopping over the bumper into the boot.
Cargo space is 522 litres in the five seater and 472 litres in the seven-seat CR-V, an LED light which can be flicked on and off is great for when you're fumbling for gear in the dark.
That auto tailgate can sense if there are fingers in the way and will stop just as it touches them but before it crushes them – I know I tested it myself, with my own fingers, and all of them are still on my hand.
The increase in wheelbase means more legroom in the second row and I can sit behind my driving position with about 10cm of space - that's verging on limo territory.
The third row in the seven-seat VTi-L is cramped for me, and my knees are tucked under my chin, but your kids will love it - unless they're giants.
Climbing into the third row isn't too much of a challenge – the footpath-side seat slides and flips forward to open up a little pathway through to the back.
Each row has two cupholders (yup, even in the VTi-L's back seats) there are small bottle holders in the rear doors and bigger ones up front.
The centre console storage bin is excellent – you can configure it several ways.
The lock and go function is excellent, too – walk two metres away from the car for more than two seconds and it will lock itself. You only have to touch the handle to unlock it again.
The Haval H6 doesn’t set any new standards in terms of cabin space and comfort, but nor is it a bottom-feeder in the segment - there are some older cars from better-known brands that assume that mantle.
The good bits include decent storage - four door pockets that are big enough for water bottles, a pair of cupholders between the front seats and two in the back in the flip-down arm-rest, and the boot is decent, too. Plus you’ll easily be able to fit a stroller in the back if you have kids, or pushbikes if you’re that way inclined, and the opening is wide, if a little high when you’re placing heavy items in. There is a space-saver spare wheel under the boot floor, a 12-volt outlet in the boot and a pair of netted cubbies. The rear seats fold down almost flat in a 60:40 fashion.
The rear seat is comfortable, with a long seat squab making for good under-thigh support, and plenty of space - even for taller adults there is plentiful legroom and decent headroom. Because it is a front-wheel-drive vehicle, it doesn’t have a big transmission tunnel eating into floor space, making sidewards slides pretty simple. The back seats recline, too.
Up front, the button placement isn’t as logical as you might find in some of the other SUVs. The large volume wheel between the seats, for instance, and the array of buttons that reside down there, are out of your line of sight.
The digital information screen between the dials in front of the driver is bright and has a fair few things to look at, but crucially - and annoyingly - misses out on a digital speedometer. It will show you the set speed on cruise control, but not your actual speed.
And the chimes. Oh, the dings and dongs, the bings and bongs. I don’t need the cruise control to do a warning beep every time I adjust the speed by 1km/h… But hey, at least there are six mood light colours to choose from, using a rather innocuous button between the seats (the colours are: red, blue, yellow, green, pinkish purple and orange).
If the tech were more user-friendly and the plastics a little more special, the H6’s cabin would be a much nicer place to be. For roominess, it ain't bad.
Price and features
Prices have gone up… and down, depending on which grade of CR-V we're talking about. The entry-level VTi lists for $30,690 (a $900 increase), the front-wheel drive (FWD) VTi-S above it is $33,290 (a $1000 jump) while the all-wheel drive is $35,490 (up $200). The VTi-L has dropped by $300 to $38,990 and the top-of-the-range VTi-LX is down $1500 at $44,290.
Honda says it's added between $2600-$4350 of value across the range with this new model, which sounds awfully nice of them, and going by the healthy standard features list, and in comparison to its rivals such as the Mazda CX-5, Nissan X-Trail, and Toyota RAV4, the value for money is good.
Standard on the base-spec VTi is a 7.0-inch touchscreen with Apple CarPlay and Android Auto, multi-angle reversing camera, Bluetooth connectivity, an eight-speaker sound system, dual-zone climate control, 17-inch alloy wheels, push-button ignition and proximity unlocking.
Stepping up to the VTi-S adds front and rear parking sensors, power tailgate and 18-inch alloy wheels.
The VTi-L is the FWD seven-seater and gets all of the VTi-S's features and adds a panoramic sunroof, auto wipers, and heated front seats with the driver's being power adjustable.
King of the range is the VTi-LX, which picks up all the VTi-L's gear and adds leather-appointed seats, LED headlights, tinted windows and an advanced safety equipment package which includes AEB.
Until recently, the Haval H6 definitely offered truly good value for money. At launch it arrived with a base price of $31,990 drive-away for the entry-level Premium and $34,990 drive-away for this Lux version. But since then, there has been a lot of new model activity in the medium-SUV segment, and some hallmark players have added kit and dropped prices to boost sales and maintain relevance.
The Premium comes with 17-inch alloy wheels, fog-lights, auto headlights and wipers, laser puddle lights, heated auto-folding side mirrors, tinted glass, roof-rails, cruise control, mood lighting, stainless-steel scuff plates, electric driver’s seat adjustment, fabric seat trim, dual-zone climate control, keyless entry and push-button start, and an 8.0-inch touchscreen multimedia unit with Bluetooth phone and audio streaming and USB input.
The Lux adds a panoramic sunroof, heated front and rear seats, power-adjustable passenger seat, fake leather trim, its sound system gains a sub-woofer, and it has better headlights - xenon units with auto levelling - plus 19-inch wheels.
There are seven colours to choose from, six of which are metallics that attract a $495 premium. Buyers can even choose between a range of different coloured interiors; the Premium has the choice of black or grey/black, while the Lux has black, grey/black or brown/black, as you see here.
And there are deals to be had. The H6 Premium can now be had at $29,990 drive-away with free sat nav (usually $990 more) and a $500 gift card. You’ll get the Lux for $33,990 drive-away.
The H6 doesn’t have sat nav fitted as standard in any spec, and Apple CarPlay/Android Auto phone mirroring technology isn’t available at all.
Safety kit is respectable, if not class-leading, with a reversing camera, front and rear parking sensors, six airbags, dual ISOFIX child-seat attachment points (and three top-tether hooks), and blind-spot monitoring included in both variants.
Engine & trans
Simple. One engine for the whole range. It's a 1.5-litre four-cylinder turbo-petrol which makes 140kW/240Nm. That's not a great deal of grunt, but it’s more than the same engine makes in the Honda Civic, and at no point did it feel like it needed more oomph during our hilly drive.
The automatic transmission is a CVT. They're prone to making the engine drone loudly without producing much in the way of acceleration. Honda's CVT is one of the best I’ve encountered, though.
Do you need an AWD CR-V? Well, the CR-V is not an off-roader, the on-demand AWD is really for a bit of extra traction and stability in the wet or on dirt and gravel. My advice is to get it if you can afford it and not worry about the fuel bills. The CVT is so good at being economical the difference is almost zilch. Read on to find just how much zilch.
There is only one engine available in the Haval H6 line-up - a 2.0-litre turbocharged petrol four-cylinder with 145kW of power and 315Nm of torque. Those figures are good for its competitive set - not as strong as a Subaru Forester XT (177kW/350Nm), but more than, say, a Mazda CX-5 2.5-litre (140kW/251Nm).
It has a dual-clutch automatic transmission from Getrag, but unlike plenty of its competitors, the H6 only comes in front-wheel drive.
Despite my gripes with CVTs, they are super fuel efficient. In the FWD VTi Honda says it'll consume 91RON at a rate of 7.0L/100km (we recorded 8.9L/100km) then step up to 7.3L/100km in the VTi-S FWD, then 7.4L/100km in the AWD version. The seven seat VTi-L is also officially 7.3L/100km (we recorded 8.3L/100km) and the AWD VTi-LX is 7.4L/100km.
Haval claims fuel use of 9.8L/100km, which is high for the segment - in fact, it’s about 20 per cent more than most of its rivals’ stickers suggest.
In our testing, we saw even higher than that - 11.1L/100km over a mix of urban, highway and commuting. Turbocharged engines in some rival models find a better balance of performance and frugality, which the Haval just doesn’t quite have yet.
We drove three of the four grades of CR-V at its Australian launch – the base spec VTi, and the VTi-L seven seater, which are FWD, and the AWD only VTi-LX.
Honestly, there is next to no perceptible difference in the way any of them drives, apart from the AWD being more sure-footed on gravel roads.
That engine is a good thing. It's small, but delivers a decent output. Our drive route included hilly country, and it didn't feel underpowered, at all.
The CVT drones on and is joined by quite a bit of road noise from the tyres filtering into the cabin, but the ride is comfortable and the handling impressive for an SUV in this price range.
Visibility is excellent around those super thin A-pillars, but the curvy bonnet limits vision in car parks.
Front seating is comfortable, but the chairs feel too large, and lack bolstering to hold you in place in corners. The back seats are flatter and harder.
All models have excellent brake response, thanks to and electronic brake booster system. And steering is quick compared to the old model, with fewer turns of the wheel required to turn the same distance.
I could just leave this review at that. But here's the justification.
The engine is decent, with a nice amount of zing once you’re off and running - particularly in the Sport mode, which ekes the most out of the turbocharged mill.
But getting away from the line is sometimes a stumble, with a bit of hesitation from the transmission, coupled with mild turbo lag, making for frustrating motoring at times. Cold starts aren’t its friend, either - at times it feels as though there's something wrong with the drivetrain, such is the chug factor. The refinement on offer just isn't what it should be.
That’s not the worst part, though, I also found the steering to be very hard to judge. At times the electric power steering system would load up, almost for no apparent reason, making roundabouts and intersections a bit of a guessing game. On the straight-ahead it is lacking meaningful feel, too, but it is easy enough to keep in its lane. When you're getting around back alleys and the like, the slow steering rack makes for plenty of arm-work - at least at really low speeds the steering is light enough.
It's hard to get a comfortable driving position for six-foot-ish tall adults, too: the reach adjustment doesn't quite reach far enough towards the driver.
The front-drive underpinnings struggle to harness the torque of the engine at times, with notable slip and squeal in wet conditions and some torque-steer under hard throttle.
The brakes lack the progressive pedal travel we’ve come to expect of a modern-day family SUV, with a woodenness at the top of the pedal, and they don’t pull up as strongly as you might hope, either.
The 19-inch wheels and confounding suspension setup makes for unsettled progress in many situations - on the freeway the suspension can rebound a little abruptly, while around town it isn't as comfortable as it could be. It isn't harsh or uncomfortable, but nor is it plush or well resolved.
Okay, first up, the new CR-V isn't fitted with Takata airbags, which are the ones at the centre of the current worldwide recall.
The new CR-V has not been given an ANCAP rating yet, but the previous model did score the maximum five-stars.
What you should know, too, is that only the top-of-the-range VTi-LX grade comes with advanced safety equipment such as AEB, lane departure warning, lane keeping assistance, and adaptive cruise control.
Honda told us at the launch that the advanced safety tech would soon be available on all grades, but could not tell us when. So, you might like to wait until it arrives on more grades.
You'll find two ISOFIX points and three top tether mounts for child seats across the second row, and all grades of CR-V have a full sized spare wheel.
As for safety items, the bare essentials are there, such as six airbags, a reversing camera, parking sensors and electronic stability control with brake assist. Daytime running lights are standard, as is blind-spot monitoring.
It also has hill-start assist, hill-descent control, tyre-pressure monitoring and a seatbelt warning system - in our early build test car, the rear-seat warning lights (housed in the bottom of the auto-dimming rear-view mirror) stayed illuminated at all times, which was really annoying at night. Apparently that has been fixed as part of a running change.
Haval says further safety tech is on its way, with an update due in the third quarter of 2018 set to bring the addition of forward-collision warning and auto emergency braking. Until then, it’s a bit behind the times for its segment.
Haval hit the market with a five-year/100,000km warranty, which didn't redefine the class, and it backs its buyers with the same duration of roadside-assist cover.
Your first service is due after six months/5000km, and from then on the regular interval is every 12 months/10,000km. The brand’s Service Price Menu runs out to 114 months/95,000km, and the company’s average cost per service over that entire period works out to be $526.50 - which is expensive. I mean, it’s more than what a Volkswagen Tiguan costs to maintain (on average).