GWM Haval H6 2026 review: Ultra PHEV AWD

Let’s face it. Few recent models have felt more alien on Australian roads than Havals.

Distracting touchscreens with strange graphics, intrusive ‘safety’ systems breaking the flow of motion, choppy suspension undermining comfort and odd steering feel have been just some of their challenges.

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Early days yet, but six months in, the benefits are palpable, with the MY26 facelift of the H6 mid-sized SUV bearing the first fruit of the collaboration.

Among other items, the changes include the arrival of a substantially upgraded plug-in hybrid electric vehicle (PHEV) system known as 'Hi4' (Hybrid Intelligent 4WD) in the newly-offered Ultra all-wheel drive flagship from $50,990, drive-away, while there’s now a cheaper PHEV 2WD front-wheel drive model in base Lux guise from $44,990, drive-away.

For the MY26 H6 range period, Australian-initiated upgrades run to steering calibration and damper revisions, ushering in profound improvements that are immediately felt on the road.

But they also serve to highlight the work that still needs to be done at the fundamental design and engineering level.

Let’s start with the main exterior changes for all MY26 H6s, including a revised grille and headlight treatment, the switching out of a full-length light bar for bisected tail-lights and prominent ‘GWM’ badging.

As with all modern-era Havals, the interior is pleasingly pared back, and is now even more minimalist thanks to a column shifter with cruise-control activation and elegant two-spoke steering wheel.

Comfortable front seats, clear instrumentation, heaps of storage, excellent fit and finish, quality materials and a tasteful presentation that is now a brand trademark are further plus points. But too bad the cabin reeks of cheap plastic. The under-the-hot-sun off-gas smell can be overpowering.

GWM’s newly-revamped 'Coffee' operating system is one of China’s better efforts, in that there are now faster responses and permanently-displayed shortcuts to multimedia, climate and audio settings, which are appreciated. But they are tiny icons that remain distracting to decipher and fiddly to press on the move.

Other annoyances include an odd driving position, due to the angle of the steering wheel that necessitates a more-upright driving position to feel comfortable for some people. And it’s too easy to knock the transmission out of Drive when disengaging the cruise control, since the selectors are on the same stalk.

Further back, the rear seat area offers space aplenty, the backrest and cushion feel comfortable and most expected family-friendly amenities are present. USB-A and USB-C ports, door storage, cupholders, map pockets, reading lights and even single-press down/up power-window activation are present. The Ultra’s sunroof does a great job flooding the otherwise sombre black cabin of the test vehicle with brightness.

An interesting experience, the H6 PHEV AWD’s driving experience, too, is enlightening.

There’s so much power (268kW combined) and torque (760Nm combined) on tap that it, while jack-rabbit instantaneous off-the-line in the dry (a claimed 4.8 seconds to 100km/h was Porsche 911 territory not too long ago), damp, wet or gravel roads invariably elicit the traction nannies to cut power abruptly, and sometimes longer than momentarily. This is a two-tonne SUV, after all.

Once on the move, especially in 'Sport' or AWD and aided by a very slick-shifting dedicated-hybrid transmission and a hefty 135kW/tonne power-to-weight ratio, mid-range acceleration is stirringly strong and linear, with speed increasing at quite an unexpected rate of knots.

Perhaps too much so for such a top-heavy SUV, since the steering, while better than in any previous GWM thanks to it being nicely weighted and progressive, still feels numb and disconnected. This means that, at speed, the H6 can seem lumbering and top heavy. Granted, this is not what the Hi4T PHEV is designed for, but with such immense power comes responsibility. Better than ever, but still far from balanced or resolved. Most rival mid-sized SUVs are more satisfying.

The brakes feel finely modulated, thankfully, and once you learn how to easily switch between driving modes without needing to dive into the menus (via steering wheel access buttons), it all gels together well – on smooth surfaces at least.

Best to enjoy the Haval for its significant, 80km-plus all-electric range capability. Driven gingerly around town, the mechanical silence is quite addictive.

Bumpy roads, however, show up the stiffness of the suspension tune (understandable given how roly-poly the car could have been otherwise), but a bit more ride compliance is required. Plus, the mechanical components still sound loose and rattly down there, as most Havals do. And there’s still quite a bit of road noise to further disturb the peace.

The ADAS tech is much better than previously, though. When the steering assist intervenes (still all too regularly), there’s a stickiness to the wheel as the driver then tries to correct the input. Ford engineers would regularly call this unpleasant phenomenon ‘stiction’. Switching these systems off is a solution but only temporary.

And the adaptive cruise control’s infernal 'accel pedal intervened' warning drove us up the wall. Sheer stupidity. Again, more work needs to be done.

At least the Haval proved economical, averaging 6.7 litres per 100km over a very broad range of driving conditions, including hard acceleration.

As we said at the H6 PHEV brief launch drive earlier, the steering’s weighting, feedback and feel are light years ahead of what came before, breaking new ground for a Chinese SUV. We’re impressed with the fuel economy and glad a seven-year/unlimited kilometre warranty applies.