2020 Audi Q3 vs 2023 GWM Haval H6GT

What's the difference?

I hate how this car has challenged my long-held belief that coupe SUVs are silly. Even more so than other notable examples I’ve driven, like Mercedes’ GLC 53.

It’s so sleek and stylish, drives beautifully, and is so packed with immersive technology that I had to triple check the price. The Sportback takes everything good about the Q3 and makes it even better looking with barely a penalty to practicality. Bravo.

The Haval H6 GT offers something the mainstream competitive set can't quite match – a unique bodystyle.

But underneath the heavily stylised sheet metal, there is little to differentiate it from the standard Haval H6 – for good and bad.

Those after an affordable, well-equipped and comfortable daily driver with a unique aesthetic touch will be pleased with the H6 GT, but if the styling isn't your cup of tea, there's always the H6 wagon and myriad other mid-size SUV choices.

This is the best-looking coupe SUV I’ve seen. Do you agree?

You could argue the Porsche Macan is up there alongside it, and I’d agree, but it’s also at least $20K more expensive.

Volvo’s XC40 maybe comes close in terms of exterior appeal, but it isn’t a coupe.

You can see elements of Lamborghini Urus (an Audi subsidiary) in the air dams and roofline, and there’s a complexity to it which hints at the tech within.

In fact, I’d say this Audi is so swish I kind of understand now. This is what coupe SUVs are meant to be about. Redefining the ‘SUV look’, inside and out.

Why pretend SUVs are about off-roading anymore? They’re really about comfort and convenience in the confines of a city.

Of course, the ‘inside’ bit comes naturally to the Q3, which has a swish, simplistic, but wonderfully advanced cockpit.

The design is upright, but not imposing, spacious, but not barren. The slight driver focus of the vents, touchscreen, and controls is noted and appreciated.

Both screens are ultra-high resolution, sharp and crisp to look at, and it adds so much to the lustre of everything you use, fitting seamlessly with the sharp and detailed lines in the dash. The fully adjustable LED interior ambient lighting is wholly unnecessary but does make it a nice place to be at night, and changing the colours entertained my family members no end.

Virtual Cockpit is still unrivalled for its aesthetics and ease of use, too. The wheel is even notable for its neat proportions and comfortable shape.

What don’t I like? The tall plasticky shift-knob still looks like it belongs in a base-model VW Polo, and some padding around the centre tunnel for the knees would be appreciated.

Beauty is, of course, in the eye of the beholder. And for this beholder, at least, the H6 GT is not a beautiful car.

Don't get me wrong, there's nothing overtly egregious with the styling, but there's no cohesion to the disparate elements that, to me, makes it look like a grab bag of design trends rather than the vision of a design team come to life.

Let's start at the front.

The H6 GT wears a unique fascia thanks to a new grille and bumper, which emphasises sportiness, stance and aggression.

I like the new front-end treatment, especially the bumper cut-outs found above the Haval badge, but the lower elements are too fussy for my tastes.

The profile is heavily informed by the sloping roofline and prominent wheel arch cladding, which – to my eye – looks just fine.

But my biggest problem with the aesthetics is also, unfortunately, the GT's biggest differentiator, the rear end.

The heavily-raked rear windscreen melds into a boot lip spoiler and flat tailgate for a very upright and boxy appearance.

Haval has tried to spice things up a bit with a roof-mounted spoiler, faux carbon-fibre trimmings and a cool LED tail-light design, but it comes across as Maroon 5 edgy, rather than Nirvana edgy.

The rear bumper also features two exhaust outlets and a far-too-large plastic diffuser element, adding to the awkward look.

Inside the cabin, the design largely carries over from the H6, but my test car is also fitted with a number of upmarket touches like suede, fake carbon-fibre and brushed metal-like surfaces.

And while the interior looks nice, things start to unravel when you interact with it.

The steering wheel, for example, is great in hand, but the indicator stalks are positioned a tad too low, meaning your hands are closer to an unnatural-feeling four and eight o-clock position for operation.

Likewise, the touchscreen looks wonderful, but can sometimes not register touches, swipes and presses, necessitating multiple inputs that can be especially annoying while on the move.

We even had the system freeze on multiple occasions at start-up.

At least the multimedia menu layout is easy to understand, and when it does work, it's a breeze to run through and change settings or climate functions.

We like the practicality in the regular Q3, but is the Sportback too compromised? Let’s take a look

The front two passengers are treated to a spacious and airy cabin, with loads of glass and space for your elbows. You can adjust the height of the centre box to suit your driving position, and there are no complaints when it comes to leg- or headroom.

Tech spills out of the dash and into your hands. USB-A, USB-C and wireless connectivity are available to you. In fact, wireless Apple CarPlay is as revolutionary as keyless entry.

You set it up once and that’s it. Just turn the car on, leave the phone in your pocket and the media system does the rest. The cost is a slight input lag, but the payoff of just being able to throw your phone in the charging bay or simply leave it in your pocket and forget about it is well worth it.

Storage areas are abundant for front passengers with big cupholders with a large centre slot for a phone or wallet perhaps, the large wireless charging bay and a small but useful centre console box.

There are also small bottle holders in the doors and a decently-sized glove box.

A small annoyance comes from the high-resolution screen. Some items become too fine to accurately jab at without taking your eyes off the road, particularly in Apple CarPlay mode. Thankfully all essentials, like the climate and volume controls have physical dials.

Visibility out the front and sides for the driver is fantastic, although there’s no denying the smaller rear aperture in the Sportback’s design makes seeing out the rear a bit more difficult.

Rear passengers are treated to a customizable area. The rear seats are on rails, and I found my legroom to be more than adequate in the standard, furthest-back position. I could have moved the seat about 20 per cent further forward without running into issues.

Height is a different story. I’m 182cm (6.0ft) tall and fit okay with maybe a couple of centimetres space above my head. My slightly taller brother (around 185cm) had his head pretty much up against the roof. The standard Q3 had no such issues, but it’s worth considering if you plan to regularly transport taller family or friends.

The back of the rear seats are clad in plastic which looks nasty but will be good for those with kids, and rear passengers can make use of two USB-C ports, a 12V outlet and dual adjustable air vents on the back of the centre stack.

Boot space comes in at 530 litres (VDA) with all seats in their default positions which proved more than enough for our largest CarsGuide suitcase, some duffel bags, and camera equipment.

It can be adjusted up to 1400L with all the seats stowed. Apparently, this is no less than the regular Q3, which would make sense as the space is meant to be measured to the parcel shelf, before the more aggressive roofline starts to cut its shape.

Measuring 4727mm long, 1940mm wide, 1729mm tall and with a 2738mm wheelbase, the GWM Haval H6 GT is on the larger end of the mid-size SUV spectrum – bigger even than a seven-seat Mitsubishi Outlander in all areas barring height.

And as a strict five-seater, this means the H6 GT is afforded a capacious interior and boot.

Front passengers have plenty of room to stretch out, with storage options littered throughout, encompassing door pockets, a deep underarm cubby and cut-outs in the centre console for drinks, wallets and phones.

However, there's also another storage area underneath the centre console, right where your knee would sit, which houses charging ports and is useful for items you want to keep out of site.

Move into the second row and space is also generous, even in the middle seat that could totally work for adults over short distances.

The legroom in particular is very good, and with a mostly flat floor it means ergonomics in the back are top notch.

Open the boot and you will find the H6 GT can swallow a sizeable 392 litres of volume despite the more aggressively-sloped roofline. Fold the seats down and the figure swells to 1390L.

The 2023 GWM Haval H6 GT is available in two flavours, known as the Lux and Ultra, priced at $40,990 drive-away and $46,490, respectively.

This means the GT version commands a $4000 (Lux) and $3500 (Ultra) price premium over the standard H6 equivalents, but aside from the styling tweaks that we will come back to in a bit, what do you get for the spend?

On test, I have the top-spec Ultra grade, which is actually the most expensive mid-size SUV in GWM Haval's stable, positioned even higher than the H6 Hybrid ($45,490), but its Ultra designation denotes a top-spec model that comes loaded with a lot of fruit.

Standard equipment includes 19-inch alloy wheels, LED headlights, dual-zone climate control, a powered tailgate, synthetic leather and suede interior, a panoramic sunroof, push-button start, keyless entry, a wireless smartphone charger, heated steering wheel, heated door mirrors, a head-up display, interior ambient lighting, and powered front seats with heating and cooling.

There's also a massive 12.3-inch multimedia touchscreen (up from the 10.25-inch unit found in the more affordable Lux) with Apple CarPlay/Android Auto functionality, outputting to an eight-speaker sound system.

It's a comprehensive list of equipment to be sure, but especially at this price point, it makes the H6 GT Ultra a bit of a bargain for those needing all the modern conveniences.

Take for example, the top-spec petrol-powered Toyota RAV4 Edge ($54,520), Hyundai Tucson Highlander N Line ($52,400) and Cupra Formentor V ($49,990) that offer similar levels of equipment at higher price points.

Powering 35 TFSI variants is a 1.4-litre turbocharged four-cylinder petrol engine, producing 110kW/250Nm. It’s mated to a six-speed dual-clutch automatic transmission and powers the front wheels only.

An all-wheel drive version with a 2.0-litre engine is available further up the range.

Powering the Haval H6 GT is a 2.0-litre turbo-petrol four-cylinder engine, outputting 150kW/320Nm, which is paired to a seven-speed dual-clutch automatic transmission.

This is the same powertrain configuration for all non-electrified Haval H6 and H6 GT grades, regardless of price point or which axle/axles are driven, but our test car being an Ultra, it scores all-wheel drive grip.

While the H6 GT is more potent than non-hybrid rivals like the soon-to-be-replaced Kia Sportage, Honda CR-V, Hyundai Tucson, Mitsubishi Outlander, Subaru Forester and Toyota RAV4, a unique engine would help stand the GT apart from the standard H6 line-up.

After all, the GT has sporting intentions, so it shouldn't be out of the question to expect a racier powertrain.

The 35 TFSI has a claimed/combined fuel consumption figure of 7.3L/100km, against which I scored 8.4L/100km on my weekly test.

That number's very good for something this size, probably helped along by the 35 TFSI's relatively light 1545kg kerb weight.

Oddly, and unlike most VW Group vehicles with similar drivetrains, the Q3 35 TFSI does not have a stop/start system.

The 35 TFSI requires 95 RON premium unleaded petrol and has a 60-litre fuel tank.

Official fuel consumption figures for the H6 GT Ultra are pegged at 8.4 litres per 100km, however, in our time with the car we managed a real-world figure of 10.9L/100km thanks largely to remaining in the inner-city.

This lines up more closely with the official urban cycle fuel consumption number of 10.2L/100km.

And while our fuel economy figure isn't too far off the claim, there's no getting around the fact that the H6 GT is a little thirstier than some rivals that have smaller displacement engines.

The caveat, though, is the H6 GT's outputs are higher than those rivals.

The H6 GT requires only 91RON petrol to fill up and features a 60-litre tank, enabling a theoretical maximum driving range of 811km.

Carbon dioxide emitted is measured at 193 grams per kilometre travelled.

The Q3 offers a slick, modern, and comfortable drive, but not one without its flaws.

The ride is superb. A great balance of sportiness and damping, the Q3 keeps it stable in the corners, but comfortable over bumps. This was helped along by comfort-spec Hankook tyres on our car, and the 19-inch wheels proved to be a sensible size.

The only thing which seemed to transmit unpleasantness into the cabin was the dampers going out of frequency on rutted roads. I couldn’t help but note the similarity of the Q3’s ride characteristics to those of the new VW T-Roc, a size under.

Inside is quiet and refined, and all of the Q3’s features are ergonomic and easy to use to the point where you take it for granted. But with the Sportback’s cropped rear window, seeing out the rear isn’t as easy as it is in the regular Q3.

The engine has sufficient power when the boost, and subsequently peak torque, sets in, the trouble is this can all happen very suddenly.

There’s a delay when stomping on the go-pedal, which is replaced a full second thereafter with a surge of torque. It takes a bit of getting used to working in a moment of restraint while you wait for power to arrive.

Get impatient, and the Q3 will simply spin its wheels off the line. It’s not a problem isolated to this car, but one I also found in other VW Group vehicles with similar drivetrains. The Tiguan comes to mind.

A neat trick is setting the Q3 into the sportier ‘Dynamic’ mode and then switching the transmission from ‘S’ to the regular Drive. This gives you the best of a more responsive powertrain without having the transmission hang around in gears for too long.

The six-speed can still be caught out fairly easily as it tries to be ‘smart’ about its changes to a fault. I wonder how well its computer would go about learning your driving patterns long-term.

All up, the Q3 offers a nice balance of SUV comfort and hatch-like sportiness thanks to its light frame. The turbo engine has its small issues, but there are no red flags here for urban commuters.

Just because the Haval H6 GT has an aggressive look and sporting intentions, don't expect fireworks out on the open road.

GT might mean Gran Tourer and elicit excitement in Audi, Ford and Porsche buyers, but in the Haval H6 it's more in line with Good Times.

With the same platform and engine as the H6 mid-size SUV, the up-rated Brembo brakes and Michelin tyres were never going to be enough to turn the GT into an enjoyable corner carver.

Does it brake and handle better than standard H6? Yes, the extra performance bits help in this regard.

But there is pronounced body roll when turning the car with some speed, jostling occupants as it resettles itself after a bend.

However, this is a family SUV, which means those moments will be few and far between.

In regards, to hauling the family, the H6 GT is comfortable enough, but, again, the suspension feels a little wobbly.

Going over bumps and humps can transmit jolts into the cabin, and if you accidentally come at a speed bump too fast, passengers are in for a rocky time.

I'd like to see a tauter, better resolved suspension set-up in a future update that could dial in the sportier characteristics of the GT to match its styling.

But as it stands now, it's definitely not a deal breaker for those after a daily family runabout that is most comfortable in daily activities.

The engine and transmission do a fine job when behind the wheel, but its only just adequate.

The 150kW/320Nm outputs are fine when puttering around town, especially at speeds below 80km/h, but this H6 needs a bit more steam when travelling at freeway speeds.

The seven-speed dual-clutch is also a competent one, suffering the same foibles as most other DCTs with jerkiness at low speeds but is smooth enough when things get moving along.

But let's talk safety systems, because the H6 GT has all of them and they are invasive and annoying.

Even think about straying from a lane, and the lane-keep system will kick in with a big bong.

I also had the front collision avoidance system kick in when there was ample room between the car and a bollard, jerking the car to a complete stop.

Look, these systems could use some refinement and fine-tuning, but it is much better that these safety systems are there and overly cautious than not there at all.

The 2023 GWM Haval H6 GT wears a maximum five-star safety rating from ANCAP, despite not being specifically assessed by the independent body.

ANCAP did however, crash-test an H6 (which features a different front fascia and roofline) and says the results are applicable to the H6 GT.

ANCAP notes that, “Safety ratings do not automatically extend to variants that have different body styles, engine configurations, driven wheels or occupant restraint systems” but “considers technical evidence submitted by manufacturers before deciding on the extension of a rating to additional variants of a model."

Therefore, the GWM Haval H6 carries over the same scores as the H6; 90 per cent for Adult Occupant Protection, 88 per cent for Child Occupant Protection, 73 per cent for Vulnerable Road User Protection and 81 per cent for Safety Assist.

Standard safety equipment includes autonomous emergency braking (AEB) with pedestrian and cyclist detection, lane keep assist, traffic sign recognition, blind-spot monitoring, adaptive cruise control, rear cross-traffic alert and a surround-view monitor.

And while the H6 GT ticks all the boxes in terms of safety features, the implementation of some of these features could use some polishing.

For example, the AEB front and rear can be a little aggressive, and stopped the car suddenly a few times when we were slowly manoeuvring into a parking space or backing out from our driveway.

The lane-keep assist was also overly keen in warning us that we were straying from the lane.

However, despite these niggly things, it is much better that these systems are included and are too aggressive, than not there at all.

Audi’s standard warranty offer of three years and unlimited kilometres is annoyingly short, but not unexpected from a premium brand.

The pressure is on though, with Mercedes-Benz and newcomer, Genesis, now offering five years of warranty coverage, as well as Japanese stalwart Lexus offering four years.

Audi was even considering making a promotional five-year unlimited kilometre warranty permanent at the time of writing, so hopefully that has come to pass by the time you’re reading this review. Time will tell.

Where Audi makes ground back though is its very competitive service pricing. We’d strongly recommend bundling in an Audi ‘Genuine Care’ service plan at the time of purchase which will make your servicing much cheaper.

Three years of servicing for the Q3 under this scheme is $1610, while five years is $2630 it’s worth it. All Q3s require servicing once every 12 months or 15,000km.

Like all new GWM models, the H6 GT comes with a seven-year/unlimited kilometre warranty – matching Kia but falling short of Mitsubishi's conditional 10-year offering.

However, this still affords it a longer assurance period than that offered by big name brands like Ford, Hyundai, Mazda and Toyota.

Scheduled service intervals for the H6 GT are every 12 months or 15,000km, barring the first one, due at 10,000km.

Pricing for the first service is $225, the second is $280, the third is $500, the fourth is $550 and the fifth is $225 for a five-year total of $1780.

For comparison, that's higher than a Toyota RAV4 ($1300 for five years), but lower than the Mazda CX-5 ($2115).