Haval H7 Vanta Full Video Review
I want to start with the elephant in the room: the looks. The Haval H7 is not pretty. It just isn’t. It makes up for its imitation Jeep exterior with a very comfortable interior full of gear.
Outside
The front fascia is a mix of design inspiration from Jeep, some Japanese brands, old European models and a bar napkin full of suggestions.
Check the spec sheet for full details.
The kick-to-open tailgate can be moody, but luggage space is generous. The doors cover the door sills, so sir’s strides will not receive a thorough schmutzing every time sir exits in damp conditions. There is nothing worse than having to step out of a car over the sills because they’re caked in half the campground’s driveway.
The side view is, again, a mix of inspirations, and the rear end with its circle-and-slash tail lights looks like at least two different cars mixed by AI and spat out as a clay model. Somehow, the final shape was approved even though it looks somewhat orphaned sitting against the cute ORA, the utes, the conservative Jolion and H6, and the boxy Tanks.
Hallelujah, there are proper door handles and auto lock/unlock when the key is sensed on approach or departure.
Let’s move briskly on.
Download spec sheet HERE
Above: Haval H7 Vanta Review: Luxury Cabin, AI Styling
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Inside
Keeping in mind the current $43,990 drive-away offer, the Haval H7 has the cabin of a much larger and much more expensive brand. It is a complex series of angles and surfaces, with a 14.6-inch centre screen, a 12.3-inch driver screen, and a large colour head-up display. The head-up display projects customisable data onto the windscreen and, once used, is hard to live without.
The odd pistol-grip gear lever is a strange move in a world where electronic shifters have increasingly become steering-column mounted. The centre console has a few sundry buttons such as seat heating, but the front-seat cooling is hidden in the HVAC menu, which is itself hidden under the permanent air-conditioning controls along the lower edge of the display.
The Coffee operating system, written over Android Open Source Project software, was smooth and fairly glitch-free. CarPlay also ran well, and the system generally did what it said on the box. The problem is what is buried in menus and where those menus are located. It probably makes sense to developers, but punters will need to develop adept spelunking skills.
Rear-seat space is nothing short of miraculous. The main legacy competitors are the RAV4 and the Kia Sportage. See the tables below for more detail.
The Drive
This may surprise you, but the Haval H7 has an exceptionally good ride, although the handling is merely on par with others in the segment.
Power gets the front wheels chirping, and during our test week it rained much of the time. The DHT uses the electric motor in a way that feels very much like a Honda or Nissan hybrid. Although it feels similar to the Honda in operation, the Nissan never connects the engine directly to the wheels. Both the Honda and the Haval H7 do. The other legacy brands are more like the Toyota planetary gear eCVT hybrid that they prioritise the engine, but none uses a conventional transmission.
Most of the time the H7 feels like an EV. The are clutches that connect the petrol engine above 35kph, and above 65kph when needed, where petrol engines are most efficient. Like the Honda e:HEVs, the Haval HEV has the full torque feel of an electric motor versus the slightly soggy feeling from Toyota’s planetary gear eCVT
The ADAS features such as smart cruise and lane assist work very well, though they take a little getting used to. We left the steering in Comfort mode because, like most new cars, the electric steering offers no real feel beyond programmed resistance.
It is not exciting by any means, nor does the Haval H7 pretend to be an off-roader. Very few SUVs of this size are.
The audio system is more than adequate and, at any speed and with some tunes playing, cruising is bliss. It is a shame the odd but rugged looks do not match the driving experience, which feels more like a high-riding hatchback.
Fuel use was as expected, though not as good as a RAV4. The drive feels much nicer than most of the segment, with the exception of other Chinese brands. That is one of the many reasons legacy brands are in so much trouble.
The Haval H7 is a comfortable drive with screens that try to strike a balance between virtual and physical controls.
The ADAS features such as smart cruise and lane assist work very well, though they take a little getting used to. We left the steering in Comfort mode because, like most new cars, the electric steering offers no real feel beyond programmed resistance.
It is not exciting by any means, nor does the Haval H7 pretend to be an off-roader. Very few SUVs of this size are.
The audio system is more than adequate and, at any speed and with some tunes playing, cruising is bliss. It is a shame the odd but rugged looks do not match the driving experience, which feels more like a high-riding hatchback.
Verdict
Fuel use was as expected, though not as good as a RAV4. The drive feels much nicer than most of the segment, with the exception of other Chinese brands. That is one of the many reasons legacy brands are in so much trouble.
The Haval H7 is a comfortable drive with screens that try to strike a balance between virtual and physical controls.
Powertrain Integration: Features a dedicated hybrid transmission (DHT) that prioritises the electric motor over the engine, delivering an instant, smooth, EV-like drive response.
Power Output: Delivers a substantial system performance of 179 kW and 530 Nm of torque as standard.
Second-Row Accommodation: Provides class-leading space via a 2,810 mm wheelbase, creating a flat rear floor and maximum legroom.
Pricing & Inclusions: Undercuts traditional legacy hybrid rivals with an entry price point around $43,990 drive-away while standardising high-tier inclusions like heated and ventilated leather seats and a panoramic glass sunroof.
Warranty Coverage: Backed by a 7-year/unlimited km vehicle warranty alongside an 8-year battery warranty.
Mid-Size SUV Specification Comparison
| Vehicle Model | Drive-Away Price Range | Total Power Range | Engine Types Available |
|---|---|---|---|
| GWM Haval H7 | $43,990 promo $46,990 full | 179 kW | 1.5L 4-cylinder Turbo Hybrid (HEV) |
| Toyota RAV4 | $44,500 – $64,000+ | 143 kW – 227 kW | 2.5L Hybrid (HEV) / 2.5L Plug-in Hybrid (PHEV) |
| Hyundai Tucson | $40,990 – $61,490 | 115 kW – 172 kW | 2.0L Petrol / 1.6L Turbo Petrol / 1.6L Turbo Hybrid |
| Kia Sportage | $38,490 – $58,000 | 115 kW – 169 kW | 2.0L Petrol / 1.6L Turbo Petrol / 2.0L Turbo Diesel / 1.6L Turbo Hybrid |
| Mazda CX-5 | $39,990 – $59,000 | 115 kW – 170 kW | 2.0L Petrol / 2.5L Petrol / 2.5L Turbo Petrol |
| Nissan X-Trail | $41,500 – $62,500 | 135 kW – 157 kW | 2.5L Petrol / 1.5L 3-cylinder Turbo Hybrid (e-Power) |
| Honda CR-V | $44,900 – $60,500 | 140 kW – 152 kW | 1.5L Turbo Petrol / 2.0L Hybrid (HEV) |
Haval H7 Value vs. A Similarly Priced Legacy SUV
| Feature Category | GWM Haval H7 (Vanta Hybrid) | Legacy Competitor (at ~$44k) |
|---|---|---|
| Powertrain Tech | Advanced Hybrid System (179kW) | Standard Petrol Engine (No hybrid tech) |
| Infotainment Screen | 14.6-inch touchscreen | Small 8.0-inch or 10.25-inch display |
| Seating & Comfort | Heated & ventilated leather front seats | Standard cloth or basic vinyl seats |
| Roof Design | Panoramic glass sunroof | Solid metal roof (Sunroof restricted to $55k+ trims) |
| Driver Display | Head-up display (HUD) + 10.25″ cluster | Analogue dials or basic digital cluster |
| Parking Assistance | Semi-autonomous self-parking system | Basic parking sensors and rearview camera |
| Warranty Package | 7-Year / Unlimited km warranty | 5-Year warranty (Typical for Toyota/Honda) |
Real-World Fuel Efficiency Breakdown
| Vehicle / Category | Claimed Fuel Use | Real-World Fuel Use | Verdict / Notes |
|---|---|---|---|
| Toyota RAV4 Hybrid | 4.7 L/100km | 4.8 – 5.2 L/100km | Holds very close to its lab results. |
| GWM Haval H7 Hybrid | 5.7 L/100km | 6.9 – 7.1 L/100km | Still highly efficient compared to a pure-petrol vehicle of its large size. |
| Nissan X-Trail e-Power | 6.1 L/100km | 6.5 – 6.8 L/100km | Uses its petrol engine purely as a generator for smooth electric-like driving. |
| Kia Sportage / Hyundai Tucson (1.6T Hybrid) | 4.9 L/100km | 5.5 – 6.0 L/100km | Very competitive, providing punchy turbo power. |
| Honda CR-V e:HEV | 5.5 L/100km | 5.8 – 6.2 L/100km | Highly refined dual-motor system that balances city driving and highway cruising well. |
| Legacy Standard Petrol Variants | 7.0 – 8.0 L/100km | 8.5 – 10.0 L/100km | Pure petrol models consume far more fuel in heavy daily stop-and-start traffic. |
Boot Space & Family Practicality
| Vehicle Model | Boot Volume (Seats Up) | Spare Tyre Type | Family Practicality Notes |
|---|---|---|---|
| GWM Haval H7 | 483 Litres | Tyre Repair Kit Only | Excellent rear legroom and wide cabin. No spare wheel may be a dealbreaker for regional family road trips. |
| Toyota RAV4 | 542 Litres | Space Saver / Full Size | Segment benchmark for cargo layout. Flat load lip makes sliding heavy prams and groceries in very simple. |
| Kia Sportage | 543 Litres | Full-Size Alloy | Massive boot with clever dual-level floor. Very family-friendly rear-seat air vents and USB-C ports built into the front seats. |
| Hyundai Tucson | 539 Litres | Full-Size Alloy | Matches the Sportage’s excellent cargo capacity. Fold-flat rear seats create a completely flat floor for large items. |
| Honda CR-V | 589 Litres | Space Saver | Largest boot capacity in the class with low floor height. Rear doors open to a wide 90-degree angle for easy baby capsule loading. |
| Nissan X-Trail | 465 Litres (Hybrid) | Space Saver | Slide-and-recline second row allows you to trade rear passenger legroom for extra luggage space when needed. |
5-Year Capped-Price Servicing Costs
| Brand / Model | Per-Service Cost | 5-Year Total Cost | Ownership Edge |
|---|---|---|---|
| Toyota RAV4 Hybrid | $270 | $1,350 | The cheapest in the segment. Toyota Service Advantage ensures highly predictable, low-cost maintenance. |
| GWM Haval H7 Hybrid | ~$312 – $350 | ~$1,650 – $1,750 | Backed by a strong 7-Year / Unlimited km warranty, plus a dedicated 8-year warranty protecting the hybrid battery pack. |
| Kia Sportage / Hyundai Tucson (Hybrid) | ~$450 – $520 | ~$2,300 – $2,500 | More expensive to service per year, but Kia provides a 7-Year warranty to match GWM. |
| Honda CR-V e:HEV | $199 (First 5 services) | $995 | Exceptional value via Honda’s low flat-rate service program for new vehicles. |
Second-Row Rear Legroom Measurements
| Vehicle Model | Wheelbase Length | Official Rear Legroom Metric |
|---|---|---|
| GWM Haval H7 | 2,810 mm | Largest in Class (Allows a 186cm+ adult to completely stretch out) |
| Kia Sportage | 2,755 mm | 1,050 mm (Excellent; current long-wheelbase Aus model) |
| Hyundai Tucson | 2,755 mm | 1,050 mm (Identical platform layout to the Sportage) |
| Nissan X-Trail | 2,705 mm | Highly adjustable due to a sliding rear bench |
| Toyota RAV4 | 2,690 mm | 960 mm (Functional, but noticeably tighter for tall adults) |
| Honda CR-V | 2,701 mm | 1,041 mm (Cleverly packaged to mimic a larger vehicle) |
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Alan Zurvas is the founder and editor of Gay Car Boys, Australia's leading LGBTQI+ automotive publication. Before launching GCB in 2008, Alan's automotive writing was published in SameSame.com.au and the Star Observer. With over 16 years of hands-on car reviewing experience, Alan brings an honest, irreverent voice to every review — championing value and innovation over brand loyalty.
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