GWM Haval H7 Vanta PHEV AWD 2027 Review

The 2027 GWM Haval H7 range comprises four models priced from $45,990 to $53,990 drive away. Two are hybrids and two are plug-ins.

All four are all-wheel drive, with Lux and Vanta grades offered for both powertrains. At launch, the Lux models get a $1000 discount, which is officially due to expire November 30.

Here we’re testing the most expensive model, the Vanta PHEV.

Still, expensive is a relative term. Its pricing places the H7 among the most affordable all-wheel drive PHEV medium SUVs offered in Australia today.

It’s in the mix with the Jaecoo J7 SHS and the Geely Starray EM-i, and easily undercuts legacy-brand stuff such as the new Toyota RAV4 PHEV (although a cheaper RAV4 GXL 2WD PHEV is coming in 2027).

The new H7 PHEV is powered by a 1.5-litre turbo-petrol engine paired with an electric motor on each axle, a 33.7kWh LFP battery pack and a four-speed automatic transmission for a hefty 320kW/670Nm output. It is among the most powerful mainstream medium plug-in hybrid SUVs in Australia. It makes 93kW more than the Toyota RAV4 GR Sport PHEV and beats the Jaecoo J7 SHS-P Summit AWD by 60kW and 180Nm.

Claimed fuel economy is an entirely theoretical 0.9L/100km if you’re sucking up juice and a more realistic 7.49L/100km when the battery is at its lower operating charge. GWM claims 137km of electric range and 844km of combined range.

The H7 PHEV charges at up to 6.6kW on AC, and GWM claims a 30–80 per cent DC charge in about 18.6 minutes. It doesn’t quote a peak DC charge rate.

As per the Chinese norm, the equipment level is generous. Both models roll on 19-inch alloy wheels with a full-size spare bolted to the side-opening tailgate. Big tick for that. There’s a panoramic sunroof, dual screens for infotainment and instrumentation, a crystal-clear 360-degree camera, leatherette-accented seat trim, 6kW vehicle-to-load capability and a 220V, 2200W power outlet in the boot.

For an extra $4000 at launch and $3000 normally, the Vanta adds nice items like a heated steering wheel, a nine-inch head-up display, a powered front passenger seat, heating and ventilation for both front seats and a better stereo. There’s plenty more, but you get the drift.

Apple CarPlay and Android Auto are standard on all H7s with wired or wireless connection, and their navigation can be displayed on the instrument cluster.

Safety gear includes LED headlights, seven airbags, intelligent cruise assist, lane change assist, traffic sign recognition, rear cross-traffic alert, front collision warning and traffic jam assist (among much more). There’s no ANCAP rating yet.

The H7 comes with the usual GWM seven-year/unlimited km warranty, seven years of capped-price servicing at $460 per dealer visit (the first at 10,000km, then every 15,000km), seven years of roadside assistance if you service with GWM and an eight-year/unlimited km battery warranty.

There are five pretty muted colour choices and two interior trim choices, including the searing Apricot.

OK, we’ve already mentioned the pricing and equipment of the 2027 GWM Haval H7 Vanta PHEV AWD, so let’s deal with other positives.

This new H7 looks a lot better than its predecessor. There are suggestions of both Jeep and Haval’s in-house relation Tank in the boxy exterior. The more derivative interior tries to keep the theme going with some fake hex-head bolts in the dashboard and graphics that could have come from a Wrangler.

But it’s all pleasant enough, and the cabin does more than look the part by offering plenty of space for passengers in both rows. There’s a decent amount of storage on offer, too, including the increasingly common bridge-style centre console.

The powertrain is impressive. It’s got tonnes of snot, even if it doesn’t feel quite as overwhelming as the power and torque numbers suggest. GWM claims 0–100km/h in 4.9 seconds using launch control – this thing has launch control? Jeepers, that will be handy in the Woolies car park!

The system is cleverly versatile. In Normal and Eco modes, it prefers to drive via the rear e-motor alone to save electricity.

In the other on- and off-road modes (there are eight in total), it readily uses both e-motors. The engine charges the battery, drives the wheels or does both at the same time, depending on the conditions.

In hybrid mode, you can set a battery charge target between 20 and 80 per cent, saving charge for electric driving around town or to power gear at camp. Of course, the car can also run purely as an EV, with the petrol engine dormant.

On smoother bitumen, the H7 PHEV drove nicely enough. Its steering has been tuned by GWM’s local ace Rob Trubiani and responded promptly to inputs.

It was also noticeable that the H7 wasn’t overly prone to the bing-bong disease. Not blissful, but not manic like some cars.

Sadly, if you find the lane-keeping, driver monitoring or speed limit warnings too intrusive, there’s no easy way to switch them all off in one go. It takes multiple menus and swipes to do the job.

Some other brands offer a one-stop shop. It would be nice if GWM could make the start-up procedure that little bit less laborious each time you fire up the H7.

It’s a small example of the complexity of the menus in the H7, which uses GWM’s latest Coffee operating system.

There’s a lot to adjust and select across several layers of menus. You can personalise the widgets on the touchscreen, add or remove shortcuts and choose from four instrument display layouts.

The two-spoke steering wheel has buttons and rollers for various functions, including the only physical audio control. There’s also a permanent digital volume button on the touchscreen and more buttons in the centre stack. Of course, there’s an app, too.

It’s a lot to absorb.

And while there’s no doubt Rob Trubiani’s influence on GWM has been positive since he arrived, the H7 could still be better.

His influence on the independent suspension has apparently been pretty minimal. That shows up in some grumbly low-speed ride intrusions. The substantial rubber also produces a fair amount of noise on coarser surfaces.

On gravel, there’s also a bit of skatiness when you apply the throttle and all that e-motor torque comes rushing at you. That’s especially true in Sport, when the full powertrain is being unleashed. It’s tamer and more manageable in Normal mode, where the traction control is restrictive.

There’s also no manual control of the transmission. Select Drive or Reverse via the stalk behind the D-cut steering wheel and away you go.

GWM says the H7 is more of an off-roader than most mid-size SUVs. It has a decent 210mm of ground clearance unladen, a 580mm wading depth and a lockable rear differential, but we didn’t get the chance to give it any sort of test. Maybe later.

All four H7s are rated to tow 1500kg braked or 750kg unbraked, with a 500kg nominal payload and a dedicated towing mode.

And while the interior is generously spacious for passengers, it’s less practical in the boot, where the load height is high and there’s no underfloor storage. Surely somewhere to stow your sweaty or wet gear after a ride, surf or run is in keeping with the H7’s purpose.

The claimed space is pretty good at 586 litres, expanding to 1404 litres with the rear seats folded.

The GWM Haval H7 is undoubtedly a step forward from its predecessor. So that’s to be applauded.

It delivers the usual Chinese positives of good pricing, long equipment lists and impressive presentation. No problem with perceived quality here.

The powertrain is quite startling in its sophistication. The drive experience is still not quite sorted, but it’s close enough that for most people it’s not going to be much bother.

All-up, it’s a combination that GWM thinks could make the H7 its biggest-selling mid-size SUV ahead of the Haval H6, H6GT and the incoming Jolion Max and Ora 5 Plus. It could be right.

2027 GWM Haval H7 Vanta PHEV AWD at a glance:
Price: $53,990 (drive-away)
Available: Now
Powertrain: 1.5-litre four-cylinder petrol-electric
Output: 110kW/240Nm (Electric motors: 80kW/170Nm front and 150kW/260Nm rear)
Combined output: 320kW/670Nm
Transmission: Four-speed automatic
Battery: 33.7kWh LFP
Range: 137km EV/844km combined (WLTP)
Energy consumption: 24.2kWh/100km (WLTP)
Fuel: 0.9L/100km (WLTP)
CO2: 19g/km (WLTP)
Safety rating: Not tested

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