Lexus Gx550 vs Haval H2

What's the difference?

The new Lexus GX 550 Sports Luxury looks fantastic and has enough mod cons to satisfy a family but it’s not as luxurious as you’d expect from a premium brand and the fuel economy and driving range will turn off some. But if you’re still interested, there’s a lot here that will make you happy and it’s one of the smoothest 4WDs I’ve driven.

How you define value will determine whether the Haval H2 City is the right small SUV for you. In terms of metal for money it delivers heaps of space, a reasonable standard features list and adequate safety. But it's let down by mediocre performance, sub-par dynamics and a surprising thirst for (premium) unleaded. Brand Finance may rank Haval high on the power index, but the product needs to climb a few rungs higher before that potential's realised.

The new GX 550 looks massive and while it shares the same platform as the Toyota LandCruiser 300 series, it doesn't share all of its bulk. They both stand at 1980mm wide but differ on length (5015mm vs 4980mm) and height (1670mm vs 1950mm), respectively.

The new design is fabulously rugged but each body panel looks meticulously crafted and is just the right size. This just means the proportions look right and your eye sort of glides over the big body rather than stopping on any one feature.

But having said that, there are a lot of nice features to focus on, like the long LED headlights and rear strip light, auto-folding side steps, 22-inch alloy wheels and sharply styled rectangular side mirrors.

The tailgate window can also be opened if you need to pop something into the boot but don't want, or have the space, to open the tailgate itself.

The styling takes a minor nose dive once you hit the cabin, though, because it doesn't look as sumptuous as you'd expect in a premium SUV.

I love the utilitarian and military vibe of the vertical dashboard, chunky air vents and relatively small windscreen. It looks great but some trims are plasticky and the touchpoints, while soft, are not Lexus-plush.

However, the technology looks gorgeous with an integrated 14-inch multimedia display and a 12.3-inch digital instrument cluster. The fixed sunroof with its two settings (clear or opaque) is also a lovely feature.

But on a whole, the GX 550's European rivals outclass it with their flashier cabins.

Inoffensive but uninspiring is a blunt yet fair summation of the Haval H2 City's exterior design, especially when you think about rivals like the dramatic Toyota C-HR, edgy Hyundai Kona, or funky Mitsubishi Eclipse Cross.

The nose is dominated by a huge, slatted and chromed grille with bright metal mesh behind it, and vaguely Audi-of-10-years-ago shaped headlights either side.

The lighting treatment is elaborate with projector halogen main beams and reflector halogen high-beam units surrounded by a dotted-line string of LEDs looking uncomfortably like aftermarket inserts available via your online auction site of choice.

Standard fog-lights are recessed into a blacked-out area under the bumper, with another line of LEDs, functioning as DRLs, below that. And just to complicate matters, the upper LEDs only illuminate with the headlights, while the lower units come to life when the headlights are off.

A sharp character line runs along the H2's flanks from the trailing edge of the headlights to the tail, with an equally distinct swage line running from front to back, narrowing the car's mid-section and accentuating the bulge of its wheelarches, filled adequately by standard 18-inch multi-spoke alloy rims.

The rear is similarly reserved, the only hint of flash confined to a roof-top spoiler, cool typeface chosen for the prominent Haval badging across the hatch door, and a diffuser with chrome exhaust tips poking through either side.

Inside, the look and feel is early noughties plain, The dashtop is a nice soft-touch material, but there are lots of buttons and old-school analogue instruments combined with a media and ventilation interface that might have been acceptable on a mainstream model 20 years ago.

Don't even think about Android Auto or Apple CarPlay. The tiny LCD screen (sitting below a CD slot) wins the smallest, most basic graphics award. A miniscule scale reflecting the manual air-con's temperature setting is a particular low-light.

A small 3.5-inch screen between the tacho and speedometer displays fuel economy and distance information, but frustratingly no digital speed read-out. Standard cloth trim has a distinctly synthetic but tough feel, while the polyurethane plastic steering wheel is another throwback.

Sure, we're at the budget end of the market here, but be prepared for low-tech design combined with cheap and cheerful execution.

The cabin of the new GX 550 is fairly practical with plenty of head- and legroom in each row (yep, even the third!). When you first hop in, it can feel a big snug on elbow-room but this feeling quickly dissipates.

Despite a 215mm ground clearance, access is pretty good for the front and middle rows due to the wide door apertures and side-steps. Third row access is a bit awkward for an adult but my eight-year old loved scampering back there this week.

The electric front seats are comfortable with their extra functions and I like the way the massage feature extends to the seat cushion as it limits fatigue on longer journeys. However, you sit on top of them rather sink into them which makes it feel a little trucky at times.

The wide middle row has a bench seat that will be comfortable for kids but an adult might get a sore behind on a long trip. The transmission tunnel also compromises foot room for adults but the seat is wide enough to make use of all three top-tether anchor points (there are ISOFIX mounts too).

It was a little bit of an effort to lift my big booster seat into the back because the GX 550 sits so tall but otherwise, there's plenty of room around a child seat for them not to feel like a sardine.

Individual storage is made up of a glove box that fits an owner's manual, a small shelf in the dashboard and a middle console that doubles as a cool box (mini fridge) and can fit up to four cans or bottles in it.

Each row gets four drinkholders and two USB-C ports but the front also enjoys a 12-volt socket and wireless charging pad. There's a 220V domestic plug port in the boot for larger appliances, too.

It's sometimes awkward to use the wireless charging pad because it's easy for your phone to slide around on it and it quite often disengaged from charging.

My son enjoyed all of the other amenities in the middle row, like the reading lights, climate control, two USB-C ports and retractable sunblinds and I applaud carmakers when they position rear directional air vents in the pillars and/or roof. It just makes it so much easier to cool down sweaty kids!

The 14-inch multimedia display has clear graphics and a responsive touchscreen. The layout is easy enough to get used to after spending some time with it and the sat nav is simple to use.

I like that the sat nav directions can be pulled into the 12.3-inch digital instrument cluster and head-up display.

There is a Lexus connected services app, which you get a three-year subscription to. It's easy to connect to the wireless Apple CarPlay and there is also wireless Android Auto.

The system also has Bluetooth and digital radio, which is a delight to use through the 21-speaker Mark Levinson sound system.

The cabin is rounded out by the well-shaped boot which has a massive 1063L of capacity when the third-row is folded. That's been more than enough for my family's needs this week and my German Shepherd was pretty comfy back there, too. The powered tailgate has a kick-function and there is a full-size spare wheel underneath the car.

At 4.3m long, 1.8m wide, and just under 1.7m high the Haval H2 is a big small SUV, and there's plenty of room inside.

Up front, storage runs to a bin (with sliding top) between the seats, two large cupholders in the centre console and a lidded oddments tray in front of the gearshift, as well as a sunglass holder, average-sized glove box and door bins with room for bottles. You'll notice the pennies saved with non-illumination of the sunvisor vanity mirrors.

Rear seat passengers pick up generous head, leg, and importantly, shoulder room. Three large adults across the back will be tight but do-able for short trips. Kids and young teenagers, no problem.

A centre fold-down armrest houses neatly integrated dual-cupholders, there are bins with space for bottles in each door and map pockets on the front seat backs. No adjustable air vents for backseaters, though.

Connectivity and power runs to two 12-volt outlets, a USB-A port and an 'aux-in' jack, all in the front.

Although a strong seller in the small SUV segment, the Mazda3's Achilles heel is its modest 264-litre boot, and while the H2 exceeds that number, it's not by much.

The Haval's 300-litre capacity is way less than the Honda HR-V (437 litres), Toyota C-HR (377 litres) and Hyundai Kona (361 litres). But it's enough to swallow the bulky CarsGuide pram or three-piece hard suitcase set (35, 68 and 105 litres), and (as with all contenders in the segment) a 60/40 split-fold rear seat increases flexibility and volume.

If you're into towing, the H2's limited to 750kg for an un-braked trailer and 1200kg braked, and the spare tyre is a full-size (18-inch) steel rim shod with narrower space-saving (155/85) rubber.

At the time of publication, the Haval H2 City was carrying a drive-away price tag - $19,990 for the six-speed manual version and $20,990 for the six-speed auto (as tested here).

So, you're getting a lot of metal and interior space for your money, but what about the standard features taken for granted in the H2's main competitors?

Included in that drive-away price are the 18-inch alloys, keyless entry and start, reverse parking sensors, (manual) air-conditioning, cruise control, front and rear fog lights, LED daytime running lights, ambient interior lighting, heated front seats, rear privacy glass, and cloth trim.

But the headlights are halogen, the audio is four-speaker (with Bluetooth and single CD player), the safety tech (covered in the Safety section below) is relatively basic, and 'our' car's 'Pewter' (silver metallic) paint is a $495 option.

Equivalent entry-level competitors from Honda, Hyundai, Mazda, Mitsubishi and Toyota will set you back between five and $10k more than this H2. And if you're happy to live without features like a media touchscreen, digital radio, leather accented wheel and gearshift, rear air vents, reversing camera, etc, etc, etc, you're onto a winner.

All GX 550 grades share the same 3.5L V6 twin turbo-petrol engine which produces up to 260kW of power and 650Nm of torque.

This 4WD has high- and low-gearing, as well as a bunch of driving modes to suit most occasions, like 'Eco', 'Comfort', 'Sport' and 'Sport+'.

The 10-speed automatic transmission shifts through its gears smoothly and it always feels like it's engaged in the right gear. Which isn't always the case for a big SUV!

The Sports Luxury is fitted with a towing hitch and cover but unlike the base Sports grade which has a 3.5-tonne braked towing capacity, this model only has a 3130kg capacity which might not appeal to families with big toys to tow. 

The Haval H2 City (as tested) is powered by a 1.5-litre direct-injection, turbo-petrol, four-cylinder engine driving the front wheels through a six-speed automatic transmission.

Peak power (110kW) arrives at 5600rpm, with maximum torque (210Nm) delivered at 2200rpm.

I didn’t have high hopes for fuel economy because the official combined (urban/extra-urban cycle figure is a hefty 12.3L/100km but after mostly open-road driving, with some urban stuff mixed in, my real-world average came in at 11.8L.100km! This figure is based on my actual km travelled (358km) and litres of fuel used (42.41L).

While I’m surprised by the fuel usage result, I wouldn’t say this car has good fuel economy compared to its diesel-powered counterparts but it’s not terrible!

The GX 550 has a relatively small fuel tank compared to its Toyota cousins at 80L and based on the combined fuel cycle, you’ll get a theoretical driving range of up to 650km.

Not all that great. Not for a big family mover and not if you’re typically driving in the city, where fuel usage will be a lot higher.

The GX 550 only accepts premium unleaded petrol (95 RON), too.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 9.0L/100km, the 1.5-litre turbo four emitting 208g/km of CO2 in the process.

Not exactly outstanding, and over roughly 250km of city, suburban and freeway running we recorded 10.8L/100km (at the bowser).

Another rude surprise is the fact the H2 requires 95 RON premium unleaded fuel, of which you'll need 55 litres to fill the tank.

Oh my goodness the Sports Luxury is a masterclass on 4WD refinement! You never feel the bulk or weight of this massive SUV when you’re driving it. The power delivery is effortless and there’s lots of grunt available when you hit hills.

The handling is also very good with responsive steering and enough road feedback as a driver to make you feel comfortable with what the car is doing. There is some roll in corners but it can tackle more corners at speed than I thought it would. 

The high driving position makes me feel like I can see a long way ahead yet while visibility is mostly good, it can be compromised when you have the side window shades and the third row headrests up. Which is why I love the digital rear view mirror.

Overall, ride comfort is good with forgiving suspension and low cabin noise, even at higher speeds. It’s pretty easy to chat with all rows and there’s not a lot of engine noise which adds to the refinement. I do like hearing a V6 rumble but that’s just a personal preference. 

I was a little worried about hitting my local Westfield car park but this is a nimble SUV to manoeuvre and parking it is a breeze with the 360-degree camera system and parking sensors. 

Cold weather and internal-combustion engines are usually firm friends. Lower ambient temperature means denser air entering the cylinder (even under the extra pressure of a turbo), and as long as more fuel arrives at the same time, you'll have a bigger bang and more power.

But the H2 City's 1.5-litre four must have missed the memo, because cool morning start-ups result in a distinct reluctance to proceed at normal pace.

Sure, there's forward motion, but pinning the right-hand pedal to the floor won't shift the speedo needle much above a brisk walking pace. Unsettling.

Even after a few minutes, when things settle into a more predictable pattern, this Haval hovers at the sluggish end of the performance spectrum.

Not that any of the compact SUVs it competes with are rocketships, but you can generally expect a turbo-petrol engine to serve up a decent dose of low-down grunt.

However, with a maximum output of 210Nm delivered at a relatively high 2200rpm the 1.5-tonne H2 won't be threatening the land speed record anytime soon.

Suspension is strut front, multi-link rear, with the H2 City riding on (235/55x18) Kumho Solus KL21 rubber, and on typically pock-marked and bumpy urban roads ride quality could be better.

The steering displays some nervousness on centre, which combines with a lack of road feel and a mildly disconcerting top-heavy sensation in cornering. It's not that the car lurches or suffers from too much body roll; more that something isn't quite right in the front-end geometry.

On the upside, although firm, the front seats are comfortable, the exterior mirrors are nice and big, overall noise levels are moderate, and the brakes (vented disc front / solid disc rear) are reassuringly progressive.

On the downside, the media system (such as it is) is woeful. Plug your mobile device (mine's an iPhone 7) into the car's single USB port and you'll be met by a 'Loading-USB error' message, the heating and ventilation read-outs on the letterbox slot screen are a joke, and to top it all, select reverse and the audio cuts out altogether.

In terms of active safety the H2 City ticks the 'cost-of-entry' boxes, including ABS, BA, EBD, ESP, rear parking senors, tyre-pressure monitoring and emergency brake hazard lighting.

But forget about more recent systems like AEB, lane keeping assistance, blind spot monitoring, cross traffic alerts or adaptive cruise. And you don't get a reversing camera.

If a crash is unavoidable the airbag count runs to six (dual front, dual front side, and dual curtain). And there are three child restraint/baby capsule top tether points across the back seat, with ISOFIX anchors on the outer two positions.

The Haval H2 scored a maximum five-star ANCAP rating in late 2017, a rank it would not replicate when assessed against 2019's more challenging criteria.

Lexus offers the GX 550 with a five-year/unlimited km warranty, which is fairly standard compared to its Euro rivals.

You get five years capped-priced servicing which costs $5950 but the servicing schedule is a bit of a bear at every six months or 10,000km, whichever occurs first.

Haval covers all new cars it sells in Australia with a seven year/unlimited km warranty with 24-hour roadside assistance provided for five years/100,000km.

That's a strong statement from the brand, and well ahead of the major players in the mainstream market.

Service is recommended every 12 months/10,000km, and no capped-price servicing program is currently in place.