Jumping out of a Range Rover Sport V8 Supercharged straight into a GWM H5 was always going to require considerable acclimatisation. It was also always going to represent a stern test for any motoring journalist’s ability to remain objective. I’ve now done almost 1 000 km in my new long-term GWM H5, and I must say, yes… acclimatisation will take a while longer still.
As if the memory of the superb Range Rover Sport isn’t enough of a problem, the GWM H5 is also, at first glance, it’s own worst enemy. You see, the H5 (or Hover as it was known before), has always been one of the more attractive Chinese vehicles. In fact, it looks suitably upmarket and though I’m not sure the new Mazda CX-7 copied nose is an improvement over the more distinctive, chrome-jawed front-end it had before, it remains easily among the best-looking of the Chinese. But this upmarket appearance also writes cheques that the interior and driving experience can’t quite cash.
Now it’s time to remember objectivity and perspective. In the H5’s case, both of those are provided by the vehicle’s price. At just over R200 000, the H5 4×2, as pictured here, offers a helluva lot. It is a big machine (think Toyota Fortuner), and offers massive space inside (rear legroom and boot space, particularly). The standard specification list also reads like a fairytale considering the price and the size of the vehicle – included are dual airbags, Isofix anchorages, ABS with EBD, power steering, electric windows/mirrors, leather upholstery, remote audio controls and a touch-screen infotainment system that also doubles as the screen for the reverse park system (with camera), amongst other items.
Although the steering wheel is only adjustable for rake, there’s enough adjustment (also electrically) from the driver’s seat to make a comfortable seating position reasonably simple to find. The seats themselves are also fine. The design of the facia is neat and the layout is tidy (GWM has always been one of the better Chinese car makers when it comes to this), and quality looks good too. It is only really the grade of plastics used that gives the game away – but remember the very low price!
On the road, however, I’m struggling to get used to a few things. The transmission feels strong, but it certainly requires a firm hand. There’s also some transmission whine and as the revs pick up, the vibration from the gearlever becomes quite noticeable. Power (not a lot, though) comes from a Mitsubishi-based 2,4-litre, four-cylinder engine that develops 100 kW and 200 N.m of torque. That’s below-average for such a big vehicle and this is reflected in the performance. GWM claims a top speed of 160 km/h, but venturing over 120 km/h (besides the fact that it is not legal) isn’t comfortable, particularly because of the noise levels and some vibration. There doesn’t appear to be much underfloor sound deadening material, I think, because I’ve driven it on most types of surfaces by now and I’m still surprised at the amount of noise that comes through – compared with other vehicles. It is far more comfortable at lower speeds and appears to actually be geared for town use, rather than the highway.
It does feel robust. I’ve taken it on some rough, muddy, and rocky roads and it felt strong. Say what you want about the interior plastics, but there’s hardly a rattle – which is more than what I can say about some upmarket German and Japanese vehicles after the same treatment.
So, there’s 19 000 km to go and plenty can still happen. But that’s the point of long-term testing. I’ll keep all of you updated on how it settles in. And kudos to GWM for being the first Chinese car importer to make a long-termer available. It shows confidence in the product.
Thus far:
Pros: Space, value for money, standard kit, feels tough
Cons: Drivetrain vibration, cabin noise
Fuel economy: GWM claims between 10 and 11 L/100 km, I’m getting around 12,0 L/100 km
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