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<\/a><\/p>\nSECRETS OF ATTRACTIVENESS<\/strong><\/p>\n The first secret was quickly unraveled, it is on the surface: a frame SUV-foreign car with a cost of just over a million, it is uncompetitive. Even for a crossover by today's standards it is inexpensive, even for a sedan it can be acceptable, but here is a whole SUV!..<\/p>\n To unravel the second secret, H5 had to be seen “live”. Many are disappointed by the decision of the Chinese to revive the model in our market in such an ancient body. “And with such an appearance, can someone like him today?” – We asked ourselves a question, considering the Internet pictures of this machine. “Maybe!” – The answer was formed during face-to-face acquaintance.<\/p>\n For some reason, in real life, the H5 looks different than in the virtual. Yes, not brutal, as it is now fashionable in this segment; yes, not aggressive – which is also visible in design<\/a> trends. But not repulsive either. Disposing to itself and quite pleasant exterior. Maybe a little cloying, but from the word “pleasant”. It's just that the H5 is not very photogenic – the way it turns out in the pictures, and the way it is perceived in reality – two, albeit small, but differences. And while driving, you generally forget about appearance…<\/p>\n The third secret was discovered under the hood – on the engine cover of the Mitsubishi logo – the power unit, well, not directly from there, but through a license, but still our motorist has more confidence in the Japanese. And there is more trust in cast iron, from which the block of this ex-Japanese is cast, than in silumin: it is more reliable, more durable. And to the 62-ampere-hour battery, which will have to work in our frosts…<\/p>\n And, finally, the main secret was considered on the lift – I don't remember such a serious anti-corrosion protection in the factory version when I saw it, and if I ever saw it at all. Bottom, frame, bridge, suspension… Even the metal tank protection is covered with a thick layer of water-repellent composition.<\/p>\n But even here there were some disappointments – the engine protection is plastic, the box is generally bare defenseless, in the wheel arches there is a reduced parody of lockers… All this will have to be decided for yourself in a serious way.<\/p>\n Read more about getting to know the Haval H5 in static mode, about the luxurious cabin space and decent cockpit ergonomics in our previous article about the model. It's time to move on to the actual test impressions.<\/p>\n LET'S GO TO LANDING<\/a><\/strong><\/p>\n The degree of comfort of landing in the cabin depends on several factors. When I first met the revived Chinese SUV, I thought that people of average height and below would need a step. On a test car, the dealer implemented this secret idea, and it turned out that the footrest interferes with a comfortable fit for people of average height and above.<\/p>\n This is the number one factor – growth and additional equipment. Factor number two – complexion and status. Citizens of very respectable dimensions in the status of second-row passengers may have to take their seats sideways – the rear doors swing open at an angle very far from a straight line.<\/p>\n But having taken seats in the cabin, it does not cause any special problems for either pilots or passengers, regardless of height and build. The driver of the electric steering wheel has a chair, a comfortable retractable armrest, a hundred millimeters of space above the back of the head. Passengers have comfortable seats, and also an armrest, and also hundreds of millimeters of freedom in all directions, and even in the knees.<\/p>\n ATTENTION TO START<\/strong><\/p>\n For a driver accustomed to automatic transmission, the start of the Haval H5 can cause racing associations. These are not inventions – these are the real emotions of potential buyers who freed up a seat for us behind the wheel after their test drive. In fact, the H5 has nothing unusual in starting off, it\u2019s just that all versions of the car are on the “mechanics”, and the manual gearbox, unlike the “automatic”, does not “slow down” absolutely! People are already accustomed to the peculiarities of the operation of an automatic transmission, they consider even a slight natural “thoughtfulness” of the automatic transmission to be the norm, and what is actually the norm is already adrenaline for them.<\/p>\n In general, the H5 does not have anything racing either at the start, or even more so in the subsequent acceleration – an ordinary car. We have a 2-liter engine, 150 hp. (a little later, a version is expected to be on sale with a power that is not strangled for our comfort – 177 hp), a torque of 250 N.m. Why so many? – Turbocharged. Consumption of 8.9 l \/ 100 km in the combined cycle. Moreover, not the most expensive, and even permissible 92nd gasoline. However, since in our region there is, alas, no confidence in the standard quality of gasoline, the dealer advises refueling with the 95th – it\u2019s more true.<\/p>\n The H5 accelerates with noticeable turbo lags, that is, not ideally cheerfully. According to the manufacturer's measurements, from zero to hundreds takes less than 18 seconds of time. How much less? According to our measurements – for 3 – 5 seconds with two passengers and an empty trunk. The time depends very much on the correct operation of the 6-speed manual gearbox lever. The moves are not very short, but the gears are switched clearly and clearly.<\/p>\n A DISAPPOINTING ROUTE<\/strong><\/p>\n We are already on the same “Road of Disappointment”, which is in the title. This is not a metaphorical, but a very real road, which received such a nickname from our test group because there was not a single tested car that would not disappoint at least something on it: dynamics, stability, suspension, cross-country ability…<\/p>\n At the city limits, this road begins with asphalt quite smooth, elongated into a thread (for measuring accelerating dynamics), then it passes into the day before yesterday, pitted with potholes (here, the energy intensity of the suspension is well estimated). Then we cross the village with speed bumps lurking almost at every step (also a test of energy intensity) and leave for the former concrete road. Further on, the soil, the lake shore, and finally the healing (for real jeepers) mud, where auto and motorcycle extreme people periodically come for relaxation procedures. It is clear that not everyone will get to the mud, and it is almost impossible to get out of there on your own. Everyone has their own level of disappointment. How did the Haval H5 turn out to be?<\/p>\n A little disappointment can be caught even on smooth asphalt – non-linear acceleration with turbo lags and not very frisky pickup – but the H5 is not a sports car, is it? Perceptible roll during high-speed maneuvering, and dubious directional stability when driving in modes close to the maximum permitted kilometers per hour. – But the H5 is not just an SUV, but almost a real SUV with a dependent rear suspension, as it should be by status – it is it that drives slightly on the asphalt, and this is how it should work in the “greenhouse” as close as possible to urban conditions.<\/p>\n So these “asphalt disappointments”, if they arise, are for those who change to an SUV from a crossover or even worse. Who is used to the “urban” types of cars and has not yet felt the taste of an all-terrain vehicle.<\/p>\n The energy intensity of the Haval H5 suspension is beyond praise – it swallows without a trace all the bumps in our city and village roads, and even the “speed bumps” allows you to quite comfortably “fly” almost without slowing down. A slight discomfort was felt only on the ripples of the “washboard” – the primer on which the tracked vehicles move. On the steering wheel, vibrations are perceptible, but this is already in the area of \u200b\u200b\u200b\u200bresponsibility of the steering.<\/p>\n And, by the way, the “shumka” of the H5 is very good – it is quiet in the cabin and during acceleration, and at speeds, and on chipped asphalt, and on the “vibroground”.<\/p>\n OFF-ROAD<\/strong><\/p>\n So, we are on the ground – where the “fifth” will often have to be with hunting and fishing luggage on board. Therefore, it does not hurt to check the anti-dust talents of the car. Several times at a decent speed they swept back and forth along the field road – both with the wind in a race, and in a cloud of just raised dust themselves. And when the atmosphere became transparent again, we carefully studied the routes of dust penetration into the cabin.<\/p>\n In the cabin itself, everything remained as it was – the driver did not find anything suspicious, and even the original gloss of the plastic did not have to be restored with a napkin. But in the doorway it was possible to detect attempts to penetrate. Unsuccessful attempts: Haval H5 doors have double seals, and it was not possible to penetrate beyond the second dust – its progress was stopped.<\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n