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The 2023 Haval H6 range now has a new, sportier looking model as part of it.
Meet the new coupe-style 2023 Haval H6 GT - a model that certainly has some eye-catching appeal to it.
So, being more dynamic to look at, is it any more exciting to drive? And how much of an impact has that raked roofline had on the practicality for this Chinese-made GWM Haval SUV?
In this review I’ll let you know all the things that separate the GT version from the standard H6 - there’s more to it than meets the eye. Let’s get into it.
GWM Haval H6GT 2023: LUX (2WD)
| Engine Type | Turbo 4, 2.0L |
|---|---|
| Fuel Type | |
| Fuel Efficiency | 7.5L/100km (combined) |
| Seating | 5 |
| Price From | $30,140 - $36,300 |
| Safety Rating |
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Does it represent good value for the price? What features does it come with?
8 / 10
You could think of it as a cut-price take on a BMW X4 or X6, given its design.
And if you’re thinking about buying the Haval H6GT, you’ve got two choices - at least for now. There could be additional models later on, including a hybrid version like in the regular H6 SUV wagon range. But to kick off, there are two highly specified grades to pick from.
The entry-level model is called the Lux, which lists at $40,990 drive-away at launch.
From the outside you’ll be hard pressed to pick it from the top-spec model, as both score 19-inch black alloy wheels, LED headlights and tail-lights, a sporty body kit with twin rear spoilers, and an electric tailgate.
There’s also fake leather and suede trim inside, heated front seats, electric driver’s seat adjustment, a pair of 10.25-inch digital displays (one for media including Apple CarPlay and Android Auto, the other for driver info), keyless entry, push-button start and more.
It seems good value for the Lux, if you can deal with two-wheel drive (2WD / FWD).
If you step up to the Ultra at $46,490 drive-away, you score all-wheel drive (AWD) and the system includes multiple drive modes - and plenty of other items to justify the price hike.
Ultra models add a panoramic sunroof, electric tailgate with hands-free functionality, wireless phone charging, electrically adjustable front passenger seat, ventilated/cooled front seats, a heated steering wheel, a larger 12.3 inch media screen, a head-up display and a tyre upgrade to Michelin Primacy rubber. There’s also an automated parking system, mood lighting and more.
Colour choices - yes, thankfully there are other options beyond this Crayon Grey optional finish (all premium paint choices are $495 extra) - include the no-cost Hamilton White, and optional Golden Black and Atlantis Blue. If you’ve noticed there’s a red H6 GT on the company’s site, that colour option is coming soon. But silver, brown, green or orange options aren’t available.
Competitors? It doesn't have many natural ones, aside from the Renault Arkana coupe-style SUV, which starts at less than $35K - but it's a lot smaller inside and out. The Audi Q3 Sportback is another almost-match in terms of intent, but it costs from $54K and is also smaller than the H6GT; likewise the Cupra Formentor, which kicks off at just under $54K.
Size-wise, you'd more likely be shopping it against a BMW X4, Mercedes GLC Coupe or Audi Q5 Sportback.
Is there anything interesting about its design?
7 / 10
I don’t usually like the way coupe-style SUVs look. This car isn’t exactly changing my mind on that front, but I can see why some people might really dig the exterior design of the GT.
Obviously it gets a more streamlined, coupe-inspired roof with a bit of a ducktail rear-end, and of course, the back end of the car looks different to the standard, wagon-style H6. There are model-specific tail-lights, and while I don’t love the fake exhaust chrome bits at the bottom of the bumper, I really find it frustrating for this new model that these ugly little plugs in the tailgate stick out so much. And the badges? Way too big, and way too many of them - I’d be getting rid of those to help clean up the look.
There are some sporty touches, like the second spoiler up at the top of the tailgate, interesting little aero flics on the side skirts that are pretty out there.
But I still feel as though Haval could fill the wheel arches a bit better - the 19-inch black wheels could do with a bit more width, and while this top-spec model gets Michelin tyres, they’re not the most aggressive sporty rubber going (Primacy 4, 235/55/R19).
Up front is where the H6 GT arguably offers up its most interesting and most agreeable angle. It scores a much more aggressive bumper and grille than the standard H6 SUV, and it really does look pretty smart and even a bit menacing.
Our videographer quipped that it looked like a Lamborghini Urus from Wish.com - and look, that might seem like a backhanded compliment, but it’s kinda true.
Inside there are some sporty design flourishes thanks to part leather and fake suede trim emblazoned with GT badges stitched on the seats (thankfully nicer looking than the Haval embroidery on other models).
The dashboard and console design isn’t very different to the regular H6, which is to the GT’s benefit. But there are still some serious ergonomic and user interface concerns, which we’ll get to shortly.
How practical is the space inside?
8 / 10
The cabin is bigger than you’d think. But then again, the car is larger than it looks. For a bit of context, it’s bigger than the regular H6 SUV wagon in everything but the wheelbase - it spans 4727mm long, 1886mm wide and 1724mm tall.
If that all just looks like numbers to you, consider this - it’s bigger than a Mitsubishi Outlander or Honda CR-V, both of which offer seven seats and bigger boot space. But you’re hardly buying a sporty looking coupe SUV if you want the most practical version, right?
So, with that in mind, the boot space - 392 litres (VDA) with the seats up - isn’t terrific, but managed to fit our three CarsGuide suitcases, and the biggest consideration (as with all coupe-style SUVs) is the height of things that may not fit in. Fold down the rear seats and there’s a flat load space of 1390L (VDA). Under the boot floor is a temporary spare wheel, and to the sides of the load floor there are small storage nooks.
Moving to the back seat, there’s more space than you might expect. The H6 GT’s roof line doesn’t rake down too dramatically. So unlike, say, the Renault Arkana, there’s enough space for a six-foot adult to fit in - not to mention get in and out - without any real fuss.
I’m that tall (182cm) and easily fit behind my own driving position with ample headroom, shoulder space and toe room. The rear seat is comfortable - maybe a little too comfy, in fact, as it’s quite spongey at the edges, meaning it might lack some support for heavier occupants.
Looking to fit a child seat? There are ISOFIX attachment points for the window seats, and three top-tether restraint points. You’ll be able to fit a rearward facing seat and still have a bit of room in front, though the dashboard does intrude quite a bit on the front passenger side.
Storage for the second row is fine - there are bottle holders and storage nooks in the doors, a pair of cupholders in the fold-down armrest, and two map pockets on the seat backs. Rear riders get directional air vents and a pair of USB ports, too, but the tops of the doors feature cheaper hard plastics rather than the cushier finishes seen up front.
The front row scores more USB ports, though they’re placed down out of view, meaning you might find some issues with trailing cables. One of them is just for charging, the other handles media mirroring - now, let’s talk screens.
The 12.3-inch central screen in the Ultra is a good display, but the menus are a mess. More to the point, the lack of control buttons, dials and switches means you have to do more through the screen than you should.
For instance - say you want to adjust the air conditioner to be on recirculation because there are smelly trucks outside. Some cars offer you a button to do that. Job done. The Haval? You need to hit the screen at least three times.
And likewise, the lack of a fan speed toggle or temperature adjustment controls mean you have to jump through menus on the screen to make changes there, too.
The reality here is that software and screens are cheaper than buttons and knobs, so that’s why so many brands are moving to this user interface. And, unfortunately for GWM Haval, their menus and screen systems aren’t as easy to learn or intuitive to use as some other brands.
As for the other elements of the cockpit? The storage is good up front, with big door trenches including bottle holders, a pair of cup holders with adjustable holsters in the centre, a wireless phone charger in front of the gear selector dial (Ultra only), a decent middle console box, and a second shelf below which is great for additional stowage.
One personal gripe for me was that I struggled to get into a comfortable position while driving. The seat has electric adjustment but not for the pitch of the seat squab - the bit under your thighs - which meant I ended up feeling like I was facing downhill all the time.
What are the key stats for the engine and transmission?
7 / 10
Nothing different under the bonnet compared to the regular H6 - and you’ll have to be the judge as to whether you think that’s acceptable or not for this “sportier” model.
However, it still has a 2.0-litre turbo-petrol four-cylinder engine, with identical power and torque figures to the wagon model (150kW and 320Nm), and those numbers aren’t far off some most other midsize SUVs. A mid-spec Tiguan SUV has 132kW/320Nm, for instance, while a Mazda CX-5 turbo will grant you 170kW/420Nm.
GWM Haval claims the H6 GT can do 0-100km/h in 7.5 seconds (AWD) or 7.8 sec (2WD). Top speed is stated at 200km/h.
The Ultra model’s drive modes include one called Race - which is as silly as it sounds - and it makes the car much more punchy feeling and even jerkier to drive. But I still spent a bit of time in that mode, because it also makes the exhaust system open up to offer a bit more of a “sports SUV” drive experience.
As mentioned earlier, the base model Lux is front-wheel drive, while this Ultra grade is all-wheel drive. Both versions run a seven speed dual-clutch automatic gearbox - a bit like what you’d find in a Skoda or Volkswagen... but not nearly as good. More on that in the driving section.
How much fuel does it consume?
7 / 10
The official combined cycle fuel consumption figure depends on the spec you choose. The Lux base model’s claim is lower than this Ultra all-wheel drive model by almost a litre per hundred kays.
We’re talking official numbers of 7.5L/100km for the Lux 2WD and 8.4L/100km for the Ultra AWD.
During my drive time in the H6 GT Ultra, I saw a return of 10.0L/100km. Maybe because I indulged in Race mode a bit too much?
One interesting point - it can run on 91RON regular unleaded, unlike most other turbo-petrol cars.
Warranty & Safety Rating
What safety equipment is fitted? What safety rating?
9 / 10
Just like the, er, normal Haval H6, the H6 GT has been awarded the same five star ANCAP safety rating based on testing in 2022.
So - a very fresh score, which means it has a heap of high-tech equipment fitted, including auto emergency braking (AEB) with pedestrian, cyclist and junction detection, low-speed front and rear auto braking, lane keeping assistance with lane departure warning, traffic sign recognition, blind-spot monitoring, adaptive cruise control with start and stop, a 360-degree surround view camera (which, anecdotally, is one of the clearest displays I’ve sampled), and parking sensors front and rear.
You also get hill descent control, hill start assist, driver drowsiness monitoring and tyre pressure monitoring.
All that is standard on both grades, while the Ultra further adds “full auto parking” which can park the car semi-autonomously, and rear cross-traffic with rear AEB.
The reason the car isn’t getting a 10/10 is because, while it has a lot of the tech and systems you’d want, they’re really not calibrated very well. I repeatedly had the Emergency Lane Keep system kick in despite me driving on a straight road within the line markings at 50km/h. And switching that system off is a must, but annoyingly requires you to delve through multiple menus to do so.
Some fine tuning of these systems wouldn’t go astray, and nor would a button to switch them off.
What does it cost to own? What warranty is offered?
9 / 10
One of Haval’s big selling points is the on-paper ownership experience. It’s up there with the best on the Aussie market, with a seven-year unlimited kilometre warranty plan, five years of roadside assistance, and a five year servicing plan, too.
The service intervals are a bit unusual - your first visit to the maintenance department is due at 12 months or 10,000 kays, then it's every year or 15,000km after that.
And the service price varies a bit between the 2WD and AWD models. Based on the H6 SUV, the Lux 2WD works out at an average of $312 per year to maintain, while the AWD Ultra model works out at $352 per year.
What's it like to drive?
6 / 10
If you’re expecting a “sporty” drive, you’re going to need to define what “sporty” means to you. Because to me, this isn’t sporty to drive. In fact, it’s not even much fun.
That isn’t to say that it’s bad to drive. Just that there are other SUVs out there for similar money that aren’t so overtly styled that are, frankly, lots better to drive, and even more fun.
For instance, a Mazda CX-5 will tick all the boxes this car can’t - especially a turbo-petrol model. A Honda CR-V - hardly the most dynamic thing - has nicer steering, a better ride and a smoother powertrain. And anything from VW, Skoda or newcomer, Cupra, will leave the H6 GT in the shade for driveability.
So, what could have been done better here? The easiest step would be for GWM Haval to follow the path laid by Hyundai and Kia in Australia, and have engineers tune the cars for our unique tastes and road conditions. Aussie drivers are more demanding and enthusiastic, and our roads are nothing like what China has.
And, as mentioned above, the assertive and interruptive safety systems really do get in the way of enjoyment. There are constant bings and bongs, warnings on the screen and the overly assisted steering that just make it hard to settle into a comfortable drive in normal use, let alone if you wanted to take it on a twisty tour on a sunny Sunday.
Twisty bits would showcase another shortcoming - the steering is really slow and lacks feel, meaning you’re left guessing as to what the front wheels are doing at times. Even with the most dynamic driving modes and settings selected, it should be tighter and offer more feel. Further, the steering slowness exacerbates the big 12.0m turning circle.
The suspension? Well, not too bad actually. There’s a bit of pitter-patter and some noisy bump absorption to contend with, but it generally rides quite nicely. It is a bit soft, so there’s some body roll and pitch fore/aft to contend with under hard braking or acceleration, but again, these are things that could be tuned out of it.
The engine is pretty punchy, especially in Race mode. There’s definitely a bit of grunt on offer, though it is hampered by the often dimwitted dual-clutch automatic gearbox.
The transmission often fails to upshift when expected, slurs on downshifts, and can be lurchy at low speeds and in traffic. It’s downright jolty in Race, but doesn’t respond quickly enough if you try and take matters into your own hands with the paddle shifters.
Verdict
Does the Haval H6 GT do enough for you to consider buying one? That’s going to depend on your priorities.
If you want a pretty spacious, interesting looking and aggressively styled SUV with that love-or-loathe swooping roof - and you don’t want to spend a hundred grand or more to get it - then it could be just right for you.
If your priority is driving fun, or refinement, or actual sportiness? It might not be quite right for you.
Pricing Guides
Range and Specs
| Vehicle | Specs | Price* |
|---|---|---|
| LUX (2WD) | 2.0L, 7 SPEED AUTO DUAL CLUTCH | $30,140 - $36,300 |
| Ultra (4WD) | 2.0L, 7 SPEED AUTO DUAL CLUTCH | $33,220 - $39,600 |
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