2027 GWM Haval H7 Vanta PHEV AWD Review

A boxy family SUV with a locking rear differential, a properly comfortable cabin and acceleration that gets surprisingly close to five seconds. At $53,990 drive-away, the GWM Haval H7 Vanta PHEV makes a fairly aggressive opening argument.

This is a substantial change from the outgoing H7, not simply a tougher-looking nose and a bigger touchscreen. The new model brings all-wheel drive across the range, a much more convincing interior and a plug-in hybrid option with 320kW and 670Nm. Even the entry Hybrid gets the rear differential lock.

The appeal goes beyond the numbers. The H7 looks distinctive, accommodates rear passengers generously and manages to feel more expensive than its asking price in several important ways. It also has a few irritating habits that become obvious once the showroom appeal wears off.

On our first drive of the Vanta PHEV AWD, the question was less whether the H7 represents good value and more whether the rest of the car can keep up with that unusually strong sales pitch.

The H7 is sharply priced even before the introductory discounts. At launch, $45,990 drive-away buys the Lux Hybrid AWD, while the Lux PHEV costs the same $49,990 as the better-equipped Vanta Hybrid. That makes the cheaper plug-in a particularly compelling place to start.

Those Lux offers run until 30 November 2026 and reduce the regular prices by $1000. The tested Vanta PHEV sits at $53,990 drive-away, with its premium buying additional comfort and convenience rather than more power.

Against the 2027 Toyota RAV4 PHEV XSE AWD at $63,340 before on-road costs, the H7 has a substantial price advantage. The precise on-road difference depends on location, but the Toyota's list price alone is $13,350 above the launch-priced Lux PHEV. The 2027 Kia Sportage Hybrid AWD SX and 2027 Hyundai Tucson Hybrid AWD Elite also start above the entry H7, at $49,450 and $50,600 respectively, before on-road costs.

Hamilton White is standard, with optional paint costing $595. Mystic Grey satin is exclusive to Vanta grades, while Velvet Black and Emerald Green Vantas offer the two-tone Black/Apricot cabin treatment. We'd start with the Lux PHEV unless heated and ventilated seats, the head-up display and upgraded audio are must-haves.

2027 GWM Haval H7 Pricing

• Lux Hybrid AWD $45,990 drive-away launch offer; normally $46,990
• Vanta Hybrid AWD $49,990 drive-away
• Lux PHEV AWD $49,990 drive-away launch offer; normally $50,990
• Vanta PHEV AWD $53,990 drive-away

The H7 leans heavily into upright, squared-off SUV design, and it works. The broad grille, sculpted bonnet and distinctive LED lighting give the front end genuine presence without needing an enormous badge to explain what you're looking at.

It is also a sizeable five-seater. At 4800mm long, 1950mm wide and 1843mm tall, with a 2738mm wheelbase, this sits towards the substantial end of the medium-SUV shopping list. The tall roof and near-vertical rear bodywork make that bulk particularly obvious in person.

The 19-inch wheels are a sensible size for ride comfort, although their design is less convincing than the bodywork around them. On the Vanta, the relatively ordinary-looking alloys don't quite match the attitude of the black exterior detailing. Some decorative fasteners and glossy bumper surfaces also undermine the suggestion that every exterior detail exists for hard work.

There is useful thinking beneath the styling. The doors cover the sills to help keep muddy surfaces away from your trousers, the rear doors open wide, and a full-size spare lives on the side-hinged tailgate. The elaborate rear lights contain 230 LEDs apiece, but the spare wheel is arguably the more valuable detail for anyone travelling beyond the suburbs.

We reckon the shape will bring plenty of buyers into dealerships. Just remember that the high roof also makes loading bikes or other bulky gear overhead less convenient.

The front cabin makes a strong first impression through materials and comfort rather than screen size alone. Soft-touch surfaces cover most of the areas you regularly contact, the upright dashboard suits the exterior, and the revised steering wheel sits at a more natural angle than before. There are still harder plastics, but they don't dominate the experience.

The front seats are particularly good. Generous under-thigh support and comfortable cushioning make them suitable for longer trips, while the Vanta adds heating, ventilation, driver memory and more extensive lumbar adjustment. You get the substantial, relaxed seating position that the exterior promises.

A 15.6-inch touchscreen runs GWM's Coffee OS, accompanied by a 12.3-inch instrument display and, in the Vanta, a head-up display. The main screen is responsive and visually polished, with detailed vehicle graphics, useful camera views and an off-road page showing information such as altitude and differential-lock status. Wireless Apple CarPlay and Android Auto are standard.

Thankfully, a physical row of climate controls prevents complete touchscreen dependence. The logic isn't consistent elsewhere, though: heated-seat buttons don't also operate ventilation, and the tested car's sunroof shade requires screen or voice interaction rather than a conventional overhead switch. Blank switches nearby make those omissions harder to excuse.

Storage is thoughtfully handled. There is a ventilated wireless charging pad, USB-A and USB-C connectivity, an air-conditioned centre storage compartment and adjustable cupholders. Straps in the door pockets secure larger drink bottles, although very small bottles fit less effectively.

The Vanta's 10-speaker audio system sounds genuinely good, too. Overall, we'd call this a convincing cabin upgrade with a handful of control decisions still waiting for common sense to catch up.

Rear-seat space is one of the H7's clearest strengths. Legroom is generous, there is useful space for feet beneath the front seats, and the tall roof leaves plenty of headroom. Adults aren't being asked to tolerate the second row simply because this is a family SUV.

The cushioning is softer than it is up front, giving the rear bench a relaxed, lounge-like feel. The backrests offer a modest three degrees of recline, and the seating position keeps your legs at a comfortable angle rather than forcing your knees upwards.

Rear occupants get air vents, USB-A and USB-C connections, map pockets and a folding centre armrest with cupholders. The Vanta adds integrated window sunshades, a worthwhile inclusion for families rather than another item to buy and attach later.

The bottle-retaining door straps also extend to the rear seats, and the door trims maintain much of the front cabin's soft-touch finish. Wide-opening doors help access, although the vehicle's overall height is still worth considering for smaller passengers climbing aboard.

This is a five-seat SUV, and that focus pays off here. We would put rear-seat comfort high on the reasons to choose an H7, rather than treating it as a pleasant extra.

GWM quotes 586 litres of boot space with the rear seats upright and 1404 litres with them folded. Those figures apply to both Hybrid and PHEV versions, so choosing the larger battery doesn't bring a quoted luggage-capacity penalty.

In practice, the boot feels less generous than that first number suggests. The floor is fairly high, underfloor storage is limited, and the overall usable space doesn't look exceptional for a 4.8-metre-long five-seater. The Vanta's subwoofer also occupies part of the luggage area's side packaging.

The side-hinged tailgate carries a full-size spare, which is welcome, but it is a substantial door to swing open. It needs space behind the car, and its weight is noticeable. A hold-open mechanism helps stop it moving when you don't want it to.

There are useful details inside, including shopping hooks, storage netting, a 12-volt outlet and a household-style power socket in the tested PHEV. The rear seats split 60:40, allowing a mix of passengers and longer loads rather than an all-or-nothing arrangement.

Payload is 500kg, while braked towing capacity is 1500kg, with 750kg permitted unbraked. That towing limit is below the 1900kg offered by the 2027 Kia Sportage Hybrid AWD, so we'd check the loaded trailer weight carefully rather than assuming the H7's tougher appearance means greater towing ability.

The H7 PHEV drives with more cohesion than its size and shape lead you to expect. It feels comfortable and substantial in ordinary use, yet it doesn't become immediately untidy when the road tightens. There is more to this chassis than simply containing a powerful hybrid system.

Steering calibration has received Australian attention under former Holden engineer Rob Trubiani, alongside work on the driver-assistance systems. The suspension does not receive the same comprehensive local retune, and that distinction matters. It is a generally agreeable setup rather than a completely polished one.

Larger bumps are absorbed with an impressive degree of softness. Smaller, sharper imperfections can be more noticeable, leaving a slightly firm secondary ride over surfaces such as tram tracks. The result is an odd contrast: a substantial pothole can feel less disruptive than a much smaller edge.

Through tighter corners, the all-wheel-drive system gives the H7 a more responsive character than expected. Power delivery from the rear helps it turn rather than simply pushing the front tyres wide under every application of throttle. At 2150kg, it remains a heavy SUV, not a sports car, but its composure is a genuine positive.

Acoustic laminated glass helps keep wind noise subdued, though there is a low-frequency boom from the rear over some surfaces. During our drive, it was difficult to separate tyre noise from suspension-related resonance, but the sound was noticeable in an otherwise relatively quiet cabin.

The broader result is impressive for the money. Against the comfort-oriented positioning of the 2027 Hyundai Tucson Hybrid AWD, the H7 adds a surprisingly lively powertrain and enjoyable responses, although its small-bump behaviour still leaves room for improvement.

The H7 is not yet rated by ANCAP. That means there is no independent ANCAP crash-test result to put alongside its equipment list, and a generous list of electronic systems should not be mistaken for an established crash-protection score.

Standard equipment includes seven airbags, including a front-centre airbag, autonomous emergency braking, adaptive cruise control, traffic jam assistance, lane-keep assistance and emergency lane keeping. Blind-spot monitoring, rear cross-traffic alert with braking, safe-exit warning and traffic-sign recognition are also included.

Driver fatigue and attention monitoring, tyre-pressure monitoring, a 360-degree camera and front and rear parking sensors round out the package. The core safety suite is standard across Lux and Vanta, rather than requiring an upgrade to the most expensive version.

The camera system is particularly clear, which is useful in a vehicle this wide. Lane centring and adaptive cruise generally manage their basic jobs well, and the local calibration work is apparent in the car's ability to follow the lane and traffic without constant correction.

Driver monitoring is the weak point. On our test, it repeatedly interrupted intelligent cruise assistance, requiring the system to be switched off and re-engaged. That is more than an occasional unnecessary warning: it disrupts a feature intended to reduce workload, and it deserves further calibration.

Both H7 powertrains combine a 1.5-litre turbocharged four-cylinder petrol engine with electric motors, a four-speed dedicated hybrid transmission and Hi4 all-wheel drive. The engine itself produces 110kW and 240Nm. Combined outputs are 182kW and 670Nm for the Hybrid, or a much more substantial 320kW and 670Nm for the PHEV.

The plug-in's acceleration is properly startling. GWM claims 0–100km/h in 4.9 seconds, and our timed run returned 5.06 seconds. That's close enough to establish the point: this is an unusually quick box-shaped family SUV, with immediate overtaking performance as well as an entertaining standing start.

The regular Hybrid uses a 1.53kWh LFP battery, while the PHEV increases capacity to 33.7kWh. GWM claims 137km of electric range on the WLTP cycle and 844km combined range for the plug-in. The electric-range claim remains unverified in a full depletion test, but it creates the potential for substantial everyday driving without using petrol if charging becomes part of your routine.

Charging is useful by PHEV standards. AC charging is rated at 6.6kW, while CCS2 DC charging brings a claimed 30–80 per cent time of 19 minutes. Vehicle-to-load output is rated at up to 6kW, adding a practical reason to choose the plug-in beyond its extra performance.

Official consumption is 7.0L/100km for the Hybrid and a weighted 0.9L/100km for the PHEV, with claimed electricity use of 24.2kWh/100km. The plug-in's petrol figure needs the usual caution: it is not a promise of near-zero fuel consumption on a long trip without recharging. During predominantly engine-supported driving while preserving charge for testing, the display averaged 6.1L/100km; encouraging, but not a controlled empty-battery result.

The standard Hybrid has not been driven here, so the recommendation rests on the PHEV's demonstrated performance and versatility rather than an assumption that both feel alike. At the Lux launch price, the plug-in is particularly difficult to overlook if you can charge regularly.

The H7 is a monocoque SUV with MacPherson strut front and multi-link rear suspension, not a body-on-frame off-roader. That is the starting point for setting realistic expectations, regardless of how convincing the square bodywork looks outside a campsite.

Still, the hardware is more serious than the average styling exercise. Every grade gets all-wheel drive and an actual locking rear differential, supported by 210mm ground clearance and a quoted 580mm wading depth. Approach, breakover and departure angles are 25, 20 and 32 degrees respectively.

The eight driving modes cover Normal, Eco, Sport, 4WD, Snow, Sand, Mud and Towing. Hill descent control is standard, while the camera system offers helpful views around and beneath the car. The off-road display also makes it easy to see what the drivetrain is doing.

The limits of this first drive matter. Our brief rough-surface running showed useful comfort and composure, but it did not establish how the H7 handles sustained difficult terrain, deep water or demanding recovery situations. The published hardware deserves recognition without turning a light test into proof of heavy-duty ability.

For gravel roads and sensible trail work, the package is promising. The full-size spare is a practical advantage, although the glossy exterior surfaces and considerable width are reminders that this remains primarily a family road car with extra capability.

GWM covers the H7 with a seven-year, unlimited-kilometre vehicle warranty. The high-voltage battery has separate eight-year, unlimited-kilometre coverage, providing a useful degree of reassurance for buyers moving into an electrified drivetrain.

Servicing prices have not yet been announced. Before committing, it is worth getting a clear picture of scheduled maintenance costs from the dealer rather than judging the ownership equation on purchase price and warranty alone.

For the PHEV, running costs will depend heavily on how it is used. Regular home charging gives the large battery a chance to replace petrol consumption on everyday journeys; treating it solely as a petrol-powered SUV leaves much of the plug-in system's purpose unused.

The observed 6.1L/100km during predominantly engine-supported driving is encouraging, especially for something this large and quick. It remains a first-drive observation, however, rather than a long-term fuel bill or a controlled comparison with the Hybrid.

We'd choose the PHEV most confidently for a household with straightforward access to charging. Without that, the cheaper Lux Hybrid deserves consideration, even if its driving character still needs a separate assessment.

Lux Hybrid AWD

• 182kW/670Nm hybrid system with 1.53kWh LFP battery
• Hi4 all-wheel drive and locking rear differential
• 19-inch alloy wheels and full-size spare
• Automatic LED headlights with automatic high beam
• Heated, power-folding exterior mirrors
• Proximity entry and push-button start
• 15.6-inch touchscreen with GWM Coffee OS
• Wireless Apple CarPlay and Android Auto
• 12.3-inch digital instrument display
• Eight-speaker audio, DAB+ and wireless phone charging
• Front and rear USB-A and USB-C connectivity
• Leatherette upholstery
• Six-way power driver's seat with two-way power lumbar adjustment
• Tilt-and-reach steering-wheel adjustment
• 60:40 split-folding rear seats
• 360-degree camera and front and rear parking sensors
• Hill descent control and electronic parking brake with auto hold
• Seven airbags and the standard active-safety suite

Vanta Hybrid AWD

• Adds rear privacy glass, gloss-black exterior trim and matte-black badging
• Head-up display
• Heated steering wheel and auto-dimming rear-view mirror
• Eight-way power driver's seat with memory and four-way power lumbar adjustment
• Four-way power passenger seat
• Heated and ventilated front seats
• Ambient lighting
• 10-speaker audio with an eight-channel amplifier
• Rear window sunshades

Lux PHEV AWD

• Lux equipment with 320kW/670Nm plug-in hybrid system
• 33.7kWh LFP battery
• Machine-finished two-tone 19-inch alloy wheels
• CCS2 DC charging and 6.6kW AC charging
• Vehicle-to-load capability up to 6kW

Vanta PHEV AWD

• Combines the PHEV drivetrain and charging equipment with Vanta comfort and convenience features
• Heated and ventilated power-adjustable front seats
• Driver's seat memory and four-way power lumbar adjustment
• Head-up display and heated steering wheel
• Upgraded 10-speaker audio and rear window sunshades
• Two-tone Black/Apricot interior available with Velvet Black or Emerald Green exterior paint

The new Haval H7 is a convincing step forward because the improvements reach beyond its appearance. The cabin is comfortable, rear-seat accommodation is excellent, the PHEV is genuinely quick, and the equipment list makes the drive-away pricing look unusually sharp.

It also manages to be more than a straight-line novelty. The on-road package is cohesive, the larger bumps are well absorbed, and the all-wheel-drive system gives it useful composure through corners. Standard rear differential locking adds substance to the outdoors-oriented image, even if a tougher off-road assessment is still needed.

The unfinished details are worth taking seriously. Driver monitoring can interfere with cruise assistance, some small bumps feel unnecessarily sharp, and the rear-end booming takes the edge off otherwise good refinement. Boot packaging is also less impressive than the car's footprint suggests, while an ANCAP result remains outstanding.

We'd buy the Lux PHEV at its $49,990 drive-away launch price unless the Vanta's comfort upgrades were essential. The tested Vanta PHEV still represents strong value at $53,990, particularly if ventilated seats and better audio matter on every journey.

For buyers who can charge regularly and want a spacious five-seat SUV with a bit of character, the H7 belongs firmly on the shortlist. It doesn't get everything right, but the important parts are good enough that the established alternatives now have a much harder price premium to explain.