Great Wall Motors (GWM) has been in the Philippines for quite some time now; it’s mostly flown under the radar and has managed to coexist (and survive) in the very cutthroat local industry. The fact is, the previous-generation GWM models have largely been “unremarkable” apart from the quirky Ora EV and the imposing Tank SUVs.
Having not really made a dent in the past, the new GWM management decided 2026 would be the start of their reinvention. Recent times have seen the launch of newer models, and one of them is the Haval H9, which I just recently sampled.
In terms of design, the H9 takes cues from the blocky and boxy world of rugged SUVs. It’s predominantly square and resembles older SUV designs but adds a smattering of modern touches like LED DRLs, headlights, and taillights. You’d think at first that the H9 looks plain, but I was shocked at how many people were giving it second looks in the parking lot and on the road; it seems to have presence, which is a plus for an SUV. A remarkable fact about the H9 is its overall size; it is bigger than PPV rivals like the Fortuner, Montero, Terra, and Everest. In fact, it sits between the PPVs and the larger, more expensive SUVs like the Prado in terms of size, meaning the H9 has the space.
I can confirm that it indeed has the space; the interior feels expansive, and the high roofline is apparent inside, giving a sense of “airiness”. No passenger in the H9 can say they’re lacking space; even the 3rd row is decently sized for adults. I do have to point out that the trunk space is ample but not huge; I think GWM prioritized the seating for passengers. Nonetheless, the 2nd and 3rd row seats do fold to allow for longer cargo to be stored in the back.
Equipment-wise, the H9 is packed by today’s standards. It has a decent-sized digital instrument cluster and a 14.6-inch touchscreen infotainment screen, which is responsive to the touch and very clear in terms of graphics. It also comes with a vented wireless charging pad, and Apple CarPlay plus Android Auto. The infotainment also has usable voice commands that enable you to open the windows and crank up the climate control. I also have to mention the 8-speaker Arkamys sound system, which provides a very premium-sounding listening experience.
In the second row, you’ll notice that the H9 doesn’t come with a massive panoramic sunroof; it still has one, but on the smaller side, which only covers the front passenger and driver area. You do get AC controls for the second row, with vents found near the controls and above the passengers’ heads. I do have to say that there are a lot of missing buttons in the H9, which reminds you of possible features they omitted for our local spec. I can forgive the few buttons, but looking at the empty spaces found near the gear lever, you can see just how many features were removed.
I have only one gripe with the H9: the signal stalks. They’re designed in a way that they don’t stay in place when used. To engage them, you flick them up or down depending on whether you want to go left or right, but the stalk goes back to the default middle spot like some older BMW and Lexus models. I don’t understand why GWM felt the need to keep the stalk stuck in the middle; sometimes, after signalling, the self-cancelling wouldn’t work, leaving me to do it myself. Nobody asked for this feature before and even now, and I hope it disappears soon.
Powering the H9 is a 2.4-liter turbocharged diesel engine that makes 183 horsepower and a healthy 480 Nm of torque. The transmission is a 9-speed automatic with paddle shifters that sends the power to the BorgWarner Torque-On-Demand 4WD.
There are seven different terrain modes that can be selected in the H9, but what confused me at first was the lack of a 2WD button. Upon research, the BorgWarner Torque-On-Demand 4WD acts as the decider of whether the H9 is driven in 2WD or 4WD, depending on the amount of traction loss or slippage the system detects. You do get the choice to keep the car in 4L during real terrain trekking, and the H9 also comes with mechanical locking differentials.
In terms of safety, the H9 doesn’t come with ADAS, but it has interesting features that automatically unlock the doors after an accident and cut off the fuel supply to avoid unwanted fires. It also has terrain cruise control, which allows the vehicle to crawl on less ideal surfaces, plus a rollover mitigation system that can detect if the car is about to tip over and will prevent it by applying the brakes.
On the road, the H9 reminded me of old-school 4WD SUVs like the Pajero and Patrol. The H9 feels absolutely solid; you immediately feel the heft and the build of the H9, but GWM did such a good job of giving it modern comfort. The NVH levels are low; the ride comfort is very good for something built to take on tough trails. I also have to commend the engine and transmission for being well-tuned in the sense that the H9 didn’t feel slow or sluggish.
Despite the size, it moved well and progressed up to speed without the need to mash the throttle. Also, for something this big and not electrified, it managed to be efficient. In the city, I would get around 8-10 km/L in heavy traffic, but on the highway it climbs up to around 14 km/L; the computer told me that the full-tank range is around 700 km.
You’d think that driving this hulking SUV would be tough in the city, but GWM gives you the option to select comfort steering in the H9, making it effortless to move and park. The visibility is also top-notch, and the 540-degree camera is clear and helpful in tight situations. I didn’t get to take the H9 off-road, but I do have experience; back in January of this year, I went with the brand to Baoding, China, where GWM is from. While there we were taken on an extreme off-road showcase, and I have to say that the H9 performed well and without issue. Mind you, the trail they took us on was extreme, yet the H9 showed no signs of difficulty.
This leads me to build quality; any person buying an SUV expects it to be built well, and the H9 is no exception. The test unit I had already showed 15,000 kilometers on the odometer, and as we know, test units live very hard lives. I can safely say the H9 still felt brand new: no unwanted noises or creaks, no broken features; everything was working well and in tip-top form.
Which brings me to the best part about the GWM Haval H9: the price. The Philippines only gets a single variant, which is the Lux 4x4 9AT that retails for just P 1,998,000. This means that the H9 severely undercuts all of its 4x4 competitors by a huge margin without compromising on anything; it’s just as comfortable and practical, but the H9 might be even more capable as a real off-roader—a true bargain.
Words and Photos by Pablo Salapantan
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