Despite the relatively small nature of the Australian new car market, it hasn't stopped a multitude of new brands making their debut in recent years, including a number of Chinese manufacturers.
Taking advantage of trade agreements between Australia and China, these new arrivals are offering high levels of standard equipment at seemingly bargain-basement prices, and winning plenty of converts along the way.
One of the bigger, and longer serving, nameplates is HAVAL, who are looking to expand their footprint with an expanded range, covering a variety of energy sources, including petrol and hybrid options.
In recent times we have tested the Jolion and the newer H6 models, and it has been quite the experience, observing first hand as the brand has worked to improve itself and the cars it is delivering.
Australia is historically a tough market to break into, on the one hand buyers expect good value for money, more so than many other markets, but this is couple with a desire for Euro-levels of ride comfort and handling, despite a road network that in many places can be described as 'Second World' at best.
The HAVAL story echoes that of many other start-up brands over the decades, the first generation is of the 'rough and ready' variety, with more faults than the San Andreas region, but successive launches close the gap to the rest of the world.
A good example of this is the global juggernaut that is Hyundai/KIA, with less than 40 years in Australia it has transformed from cheap, buy at your own risk, transport, with a limited lifespan, to being one of the leading nameplates in the country, with an enviable spread of vehicles including a range of 'must have' high performance models providing a significant halo effect to the brand.
While HAVAL still has a long way to go before it approaches this level of acceptance, an examination of the Jolion and H6 provides a fair insight into what the future holds.
Arriving here in mid-2021, the Jolion was a midway point for HAVAL, providing a step up from the original 'H' models, the H2, H8 and H9 which launched in 2015, to great indifference from the motoring media, with supply exceeding customer demand.
While the fundamentals were in place - the doors opened and shut, kept the rain and wind out, and the car started and stopped on demand - the dynamics were far below the expectations of the market, and sales were not great.
The Jolion showed a definite improvement, build quality was better, interior options were more in line with Australian tastes and demands - often an issue for new brands entering the market - and driving dynamics took a big step forward.
Despite this, the Jolion is best described as a 'Mark 1.5' for HAVAL, while it is better than what came before, it still feels underdone compared to its opposition, cars like the Hyundai Kona, KIA Stonic and Seltos, Ford Puma, even the Nissan Qashquai.
On paper, it looks good, the 1.5-litre four cylinder petrol-electric hybrid producing a peak output of 139kW and a decent 375Nm of torque, matched to a clever two-speed, six-mode 'Dedicated Hybrid Transmission'.
Inside, the designers went to town on the standard equipment list, with even the base model getting air-conditioning as standard, electric driver's seat, four speaker stereo with Apple CarPlay and Android Auto, 'one touch' auto driver's window, 10" infotainment display, halogen headlights, multi-function steering wheel, keyless entry and plenty more.
Equally, the safety list is comprehensive, to say the least, with more acronyms than the CIA for devices like Lane Departure, Smart Cruise Control, Hill Start Assist, Automatic Emergency Braking, Tyre Pressure Monitoring, Reverse Park Assist, with camera, and plenty more.
Clearly, HAVAL are putting a lot of effort into building a better car, and just like those that came before it, I do believe they will get there, just not with the Jolion.
It feels like an also-ran on Master Chef, they have been given all of the ingredients to make something substantial, they just lacked the required skills and experience to make a coherent whole with this model.
Dynamically, it lacked the refinement and poise of its opposition, while it wasn't terrible, and it would be unfair to describe it that way, it just feels underdone.
As an example, the hybrid system was clunky, compared to other systems in the marketplace, especially Toyota and Mitsubishi, who have refined their hybrids to the point of seamless transitions between energy sources.
Instead, you could feel the switch between the petrol engine and the electric drive, and the integration of the two drives for peak power was harsh.
This was symptomatic of the larger driving experience, the individual parts were greater than the whole, with the ride also just 'off' enough to leave you feeling disappointed in the final result.
Similarly the steering was less than precise, with a lack of driver 'feel' and feedback, while the car never baulked at turning corners, again, it was the feeling that everything could be done better that left you disappointed.
While there is an argument that 'you get what you pay for', and the buy-in on the Jolion is less than other marques, the general expectation of the market is for a better overall driving experience, even at the 'bargain' end of the price spectrum.
There is, however, light at the end of the tunnel for the brand, and it is represented by the H6 range, which use many components from the same parts bin as the Jolion, but they feel a more cohesive unit in the H6.
A size larger than the Jolion, it goes up against from well-established and well-credentialed nameplates like the RAV4, Kia Sportage, Volkswagen Tiguan, Mazda CX5 and many more, but it does well to hold its head up in this exalted company.
The H6 is a 'Gen 2' model for HAVAL, and it has entered one of the most hotly contested market segments in Australia, with a well-informed customer base, with high expectations of their prospective purchase.
That HAVAL is proving popular with buyers is evident in the Year To Date (YTD) sales figures, which has the combined sales of the H6 and H6 GT at over 6,400 units, placing it in the top five for the category, and well ahead of established models like the Subaru Forester, Nissan X-Trail and Ford Escape.
While there are still supply chain issues impacting the market, the simple fact is buyers are choosing the H6 range, even if it may be initially motivated by availability.
Like the Jolion, the H6 is well equipped, carrying much of the same equipment, and also available as a Hybrid, as well as in straight internal combustion versions, but the key difference is the H6 feels more 'sorted'.
While it still lags behind the Toyota and Mitsubishi hybrids, for example, it is at least on a par with Subaru and Mazda, and having made this much progress, it is easy to anticipate more improvements with the next model release.
As mentioned, the HAVAL build quality is reasonable, and the H6 continues this, while it still feels a little 'plasticky' compared to other cars in the category, there is no complaint in how it is put together.
The body panels line up well, with consistent gaps that are not massive, which boosts the passenger experience, there is less outside noise and airflow intruding into the cabin, making it a pleasant place to be.
Also impressing is the quality of the paint, it looks and feels to be the same, or within the same ballpark as its competition, with a good colour palette that suits the body shape.
While beauty is in the eye of the beholder, and what I like doesn't always appeal to others, I think the H6 is a good looker, but I am a sucker for angular design, over the more rounded 'fluidic' design language used by some other manufacturers.
The 'cliff face'-style grille, with its vertical, drop from the bonnet's leading edge, complete with a 'wave' design, makes an impressive opening statement, with the daytime running lights embedded in the outer edges.
Following modern design trends, the headlights are LED projectors in the top of the grille, while there are miniature, but powerful, driving lights in the lower section of the chin spoiler.
This is probably one trend HAVAL, and others, should perhaps buck, the increasingly deep spoiler under the front bar.
While it doesn't detract from the car's looks, and can assist with aerodynamic effects to help reduce drag and make an improvement in fuel efficiency, the tradeoff is the reduction in approach angles to any kind of obstacle, including car park stoppers.
It doesn't take many run-ins with solid objects to start scraping material off the spoilers, and with the inclusion of parking sensors and radar units for the Adaptive Cruise Control, it can get very expensive.
Bulged wheel arches, much in the vein of Jeep, place the wheels outside the main cabin space, while this adds an extra degree of stability courtesy of the wider track, does leave the cabin narrower than it could otherwise be, even if only by about 150mm.
The angular design continues down the car's flanks with scalloping in the lower halves of the doors creating a look akin to hollowed cheeks, like I say, I like that kind of approach, but it is a mark of how far HAVAL, and parent GWM, have come.
These are the sorts of design features that drive production managers crazy, with a straight, flat, surface, panels can be a touch out of alignment, and no one really notices unless they look really closely.
But when you have a prominent body line that crosses two or more panels, every one of them has to be in perfect alignment, or it is obvious for all to see.
While low volume, hand-built vehicles can cope with this by spending as long as it takes to make everything fit perfectly, this is not possible in volume manufacturing, where each operation must be completed in minutes, otherwise the whole factory will come to a halt.
So when a company that is producing hundreds of cars each day goes down this path, it is a mark of faith in the manufacturing processes that they can be trusted to hit the mark, each and every time.
It is also a confidence in the overall build quality and longevity, as it doesn't take long for a poor quality hinge or mount to begin to sag, creating the same out-of-balance look as a poorly fitted panel on the production line - something Australian built cars struggled with as recently as the 1980s.
Interior space is good, it is line ball with others in the class, I had no issue with head or shoulder room, for those who don't know me, 186cm tall, and my teenage sons aren't much smaller, so we take cabin space pretty seriously...
Seats were comfortable without being excessively plush, offering good support for back and shoulders, while the headrest has enough vertical movement to remain functional even when extended.
The seat base is also broad enough that I wasn't falling off the edges, I would have liked greater length to provide more support under the thighs towards my knees, this is actually a good way to combat driver fatigue on long drives, the longer the seat base, the less tired the driver feels.
One bugbear I have, and again, this is not something HAVAL has a mortgage on, but I find the seatbelt rides high, even when I have lowered it, and you feel as though you are being held by the neck.
Being taller than most, I have the driver's seat at its lowest level, so I am not sitting up in the roof, but with the seatbelt doing an anaconda impersonation, I find I have to raise the seat to make the overall position comfortable, which then impacts on the steering wheel position and adjustment.
The upside to all of this was that it revealed the amount of adjustability in the H6 seating and steering wheel, so that I was able to find a comfortable compromise, although the seatbelt position could be reviewed to prevent the situation from occurring in the first place.
HAVAL, like most other manufacturers, have made the move to digital dashes, embracing LED technology to create their own take on the once-humble instrument cluster.
While there is a certain romanticism attached to a dash full of Stewart Warner or Smiths gauges, the classic E-Type Jaguar instrument panel is a great example, by doing a (Bob) Dylan and going electric, HAVAL has created their own version.
The display panel sits behind the top half of the steering wheel, and offers good visibility, even with my own, highly personalised, seating position.
Along with basic speed displays, the H6 dash can be personalised to present the driver's specific information needs, including proximity settings for the Adaptive Cruise Control, nacho for engine speeds, navigation, and many more options.
I also liked being able to vary the intensity of the display, my personal choice, especially for night, is for a subdued display that retains visibility but without creating a glaring pool of light right in my eyeline, while the unavoidable reflection in the driver's window is also significantly reduced, so that my all-round vision was not greatly impacted.
Dynamically, the H6 and GT are reasonable, up from 'under done' in the Jolion.
The Hybrid, providing a peak combined power of 179kW, may not be a world beater, but it certainly isn't a slouch, and as the first hybrid many people will have owned, it is a fair introduction to the new world of mixed energy driving.
While the powertrain management and integration is still not quite to the level of 'senior' players like Mitsubishi and Toyota, it is a big step up from the Jolion, and points to further improvements in the upcoming Ora range.
The 1.5-litre turbo four cylinder in the hybrid is throaty without being harsh, again, expect more refinement in future versions, but power delivery is good, it won't win a lot of 'streetlight Grand Prix', but a) that's illegal, and b) that is not the core skillset.
Instead, you get a decent amount of usable power, the bulk of what is generated is available through the mid-range of the rpm band, so that you don't need to wring its neck to extract maximum performance.
This is reflected in reasonable fuel economy, again, not necessarily class-leading, but not the worst either, across about four weeks of mixed driving in both cars we were averaging around 8 litres per 100km, with the hybrid slightly ahead.
Taking into account this is a mid-sized SUV, with a 4WD option in the H6GT, and the additional weight penalty of the hybrid system in the H6, these are good returns, and seem to be sustainable in different applications, although constant stop-start traffic will see the GT AWD suffer at the fuel pump.
The hybrid comes to the fore in this situation, with the constant on-off nature of heavy traffic allowing the electric drive to shoulder most of the burden, with the petrol motor only cutting in as battery levels drop low, and providing a top-up to the system.
Steering and handling are also much improved, again, still not at the levels of Hyundai/KIA or Mitsubishi, but showing definite upgrades over previous versions.
The driver feels more 'connected' to the car, there is better feedback on where the wheels are pointing, you aren't spinning the wheel and hoping for the best, you won't apex every corner, but you are at least in the same postcode.
Again, in fairness to GWM/HAVAL, these are not marketed as high-riding sports cars, they are an honest family car, with more emphasis on interior comfort than lap times at Lakeside or QR, while I expect to see organic development and improvement, I am not expecting a tarmac-eating monster, now or in the immediate future.
Braking is good, strong without being Herculean, although the Hybrid does have the advantage of regenerative braking and energy capture to provide an extra degree of stopping power, despite the penalty of extra mass from the batteries making the system work a bit harder.
One complaint do have is the Intelligent Cornering Control, which works in conjunction with the Adaptive Cruise Control.
I am generally a big fan of combined systems, and letting the computers sweat the small stuff, but this one was a real drama, especially in traffic, and I was still searching for the off-switch when we handed it back.
The ICC (yeah, that should have been a give away, cricket fans will understand...) intervenes at just the wrong moment, cutting road speed mid-corner, if it thinks you are travelling too far ahead of the yellow and black recommended speed signs.
The system uses the street sign recognition function of the camera to identify the 'recommended' sign, for example a slightly tight corner might be recommended at 70km/h in a 100km/h zone.
If you are using the smart cruise, and enter the corner at 100km/h, which is perfectly fine, just a little more turn-in on the steering, no issues for competent and road-aware drivers, the ICC will brake mid-corner to bring you back to the recommended speed.
Not. Happy. Jan.
Even less happy were the cars behind me each time it performed its little party trick, they were probably even more surprised than I was to find the H6 applying the brakes mid-corner, and I suspect at least a couple of drivers may have questioned where I obtained my driver's licence.
Unlike many of the safety systems in modern cars, I couldn't find an 'off' button for this fiendish little sub-routine, giving the choice of using the smart cruise, and then trying to accelerate each time the power was cut mid-corner, or going without cruise control entirely.
Interior NVH (Noise, Vibration and Harshness) levels are reasonable, you are well insulated from road and wind noise, while the general bumps and thumps experienced driving on Queensland roads are kept substantially at bay, although there is still some suspension noise, but nothing excessive.
Engine noise is audible, without being intrusive, and what you do hear isn't too unpleasant, while it is not the mechanical symphony of an Alfa Romeo in full voice - one of driving's greatest pleasures! - there is no harshness, even as the revs climb towards peak numbers.
So, dear and gentle reader, what is the final verdict?
I admit, I am not about to go buy one, but that is as much because I don't need a mid-sized SUV as any other reason, but in the greater scheme of things, the HAVALs aren't quite where I would need them to be to part with my own money.
That said, plenty of people are, and the number is climbing each month, and I neither begrudge nor ridicule them for it, the value proposition is in the top 50 percent of the market, there are just a few areas, as discussed above, I would like to see improved before I put it on my personal shopping list.
But, as I have seen with many other manufacturers, I fully expect GWM/HAVAL to address these issues over the next five to seven years, making them a more attractive proposition.
Powertrain development and refinement will likely be chief among these improvements, closely followed by ride and handling, and this will lead to a greater uptake at a consumer level, combined with the ongoing reduction of brand loyalties over the next 10 years or so, which will see greater acceptance of new brands into the Australian market.
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