Gac Aion V vs GWM Haval H6GT

What's the difference?

Candidly, I questioned the logic behind GAC entering the Australian market, especially now given the seemingly non-stop influx of other brands. How could it really hope to stand a chance against so many similarly priced and similarly equipped rivals?

Well, the answer is by providing a better product. The Aion V is simply a better package than many of its rivals, Chinese and otherwise, at least based on our initial impressions.

It combines value and practicality but also adds a level of driving comfort and manners its Chinese rivals can’t match.

Is that enough to guarantee success? Not at all, but it’s a strong foundation to start with and at least gives GAC a fighting chance to not get lost in the crowd.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

New-car buyers wanting a medium-size SUV under $65K are faced with a bewildering choice of makes and models but the H6GT PHEV Hi4 is worthy of consideration.

Its value-for-money drive-away pricing combines a spacious and classy cabin, sporty all-wheel drive persona and rare petrol bowser visits if overnight charging and daily EV-only driving are fully utilised.

One of the most notable elements of the Aion V design is the absence of a ‘GAC’ badge on the front. That’s because, while all GAC models in Australia will be sold under the one name, in its native China there are several different sub-brands. GAC Aion is the ‘new energy vehicles’ brand, focused on electric vehicles (EVs), while the smaller Emzoom SUV is part of the more mainstream Trumpchi brand that offers internal combustion engine models.

It means the three cars sold initially, and even as the brand moves forward with its expansion plans, there will likely be stark visual differences between models because they are effectively different brands. In the same way Holden ended up with a mixture of Opel, Chevrolet and GMC products in its final years.

Having said all that, the Aion V itself is an inoffensive design. It’s not as generic as some of its rivals, with some design character around the headlights and silhouette, so overall it cuts a likeable figure without being particularly memorable.

Like so many modern cars, the Aion V has a very simplistic layout inside, with more screens and less physical buttons and switches to reduce cost and complexity. There’s an 8.8-inch digital instrument display and a 14.6-inch multimedia touchscreen in the centre on the dashboard.

Although the premium GWM Haval H6GT PHEV range shares much of its underpinnings and cabin design with the regular H6 line-up, the GT has a unique and distinctly sporty persona with its coupe-style roofline and more engaging suspension tuning and steering feel.

The interior blends soft-touch surfaces, synthetic suede and exposed stitching with satin chrome and faux carbon fibre highlights resulting in a sumptuous cabin design with strong visual and tactile appeal.

In terms of wheelbase (2738mm) and overall length (4727mm) the H6GT is among the physically largest of competitors in the medium-size SUV segment, which contributes to the cabin’s roomy ambience that defies expectations that a coupe compromises interior comfort.

This effect is enhanced by the panoramic sunroof and column-mounted gear selector that frees up space on the centre console for additional storage and functionality.

In terms of practicality there’s a handy space for a wireless smartphone charging pad, and that previously mentioned heated or cooled centre console box. Oddly, though, there is no traditional glove box. Instead there are just a pair of bag hooks ahead of the front seat passenger.

Space is good for a mid-size SUV, with a roomy front and respectable space in the second row. It would comfortably accommodate four adults, so would be a good option for families with older children.

As for the boot, it’s a generous 427 litres and has multiple adjustable floor heights available. Disappointingly, even though it has space for a spare, potentially even a full-size one, it only has a tyre repair kit. That might be fine in some markets around the world, but in the vastness of Australia, that is not the best option. Even a space-saver spare would be a better bet.

Our test vehicle’s 2045kg kerb weight and 2495kg GVM (how much weight it can legally carry) allows for up to 450kg which could easily be consumed by four large adults and some light luggage.

It’s also rated to tow up to 1500kg of braked trailer which would be handy for those with recreational activities in mind like towing a light camper or bike trailer, but GWM does not publish how much weight our test vehicle can legally carry and tow at the same time.

It also offers up to 3.3kW of V2L (vehicle to load) capability using a charging port adapter to provide electricity for numerous domestic appliances, from laptops and power tools to camping equipment.

There’s ample space for the driver and front passenger along with storage including a bottle holder and bin in each door, a single glovebox and an overhead glasses holder. There’s also a two-tiered centre console with the top level providing open storage, wireless phone charging, two cupholders and a lidded box while the floor level adds more open storage plus a 12V socket and USB port.

Rear seat passengers also enjoy generous space, including tall people given I’m 186cm and when sitting behind the driver’s seat set in my position I still have 80mm of knee clearance and 80mm of head clearance. It’s a similar story in the centre seat, enhanced by a virtually flat floor with no transmission hump to straddle.

There’s also a storage bin in each rear door plus pockets on both front seat backrests. The centre seat backrest folds forward to serve as an armrest for two complete with cupholders, while the rear of the centre console provides adjustable air vents and two USB ports.

The rear luggage area offers side bins, another 12V socket and up to 392 litres of load volume with the 60:40-split rear seat backrests upright, which is ample for a weekly grocery shop. This increases to 1390 litres (almost 1.4 cubic metres) with the seats folded flat to create an extended load area.

Our test vehicle is available in one hybrid drivetrain specification comprising a turbocharged 1.5-litre four-cylinder petrol engine, four-speed DHT (Dedicated Hybrid Transmission), two electric motors and a plug-in propulsion battery for $54,990 driveaway.

This pricing looks enticing compared to the list prices (before on-road costs) of plug-in rivals like the BYD Sealion 6 PHEV Premium AWD ($52,990) or Mitsubishi Outlander PHEV Exceed Tourer AWD ($58,740). Our example is finished in Atlantis Blue which is one of several premium metallic paint options that adds $495 to the price.

The H6GT PHEV Hi4 comes standard with generous luxury features including:

• 19-inch black alloy wheels with Michelin 235/55R19 tyres and a repair/inflator kit (no spare)
• full LED lighting including daytime running lights (DRLs)
• electric tailgate with integrated spoiler/sunshade and hands-free opening
• roof rails
• panoramic sunroof
• cosmetic dual exhaust outlets
• contrasting red brake calipers

Inside the keyless-entry cabin is:

• push-button start
• heated/ventilated front seats with synthetic suede-accented trim and 8-way power adjustment for the driver (4-way for the passenger)
• dual-zone climate control
• rear privacy glass
• heated door mirrors
• heated multi-function steering wheel with synthetic leather trim
• head-up display
• surround-view camera
• wireless phone charging
• two 12V sockets
• four USB ports

The driver is also treated to a 10.25-inch digital instrument cluster which shares dash space with a large 14.6-inch multimedia touchscreen. The latter serves as central command for the GT’s nine-speaker premium audio system featuring GWM’s latest Coffee OS software with ‘Hello GWM’ voice command, DAB digital radio and smartphone connectivity for Apple and Android devices.

Both the Aion V Premium and Luxury are powered by a 150kW/210Nm electric motor, which drives the front wheels. 

Aion doesn’t claim a 0-100km/h time, but it wouldn’t be quick, at least not in EV terms. If you’re looking for a ludicrously powerful electric car - this ain’t it. It’s a perfectly fine powertrain for the job at hand, but it won’t blow your socks off with its performance and will take more than eight seconds to run 0-100km/h.

The plug-in hybrid drivetrain in the H6GT comprises a 1.5-litre turbocharged four-cylinder petrol engine which produces 110kW of power between 5500-6000rpm and 240Nm of torque across a broad rev band from 1800-4000rpm. It drives the front wheels and serves as a generator as required to maintain battery charge.

This is paired with individual electric motors on the front and rear axles, with the front motor producing 80kW and driving the front wheels while the rear motor produces 135kW and drives the rear wheels, resulting in all-wheel drive on demand. 

The combined output is rated at 321kW and 642Nm.

The automatic four-speed DHT (dedicated hybrid transmission) intelligently combines outputs from the petrol engine and electric motors to continuously optimise efficiency and performance between them, in any of the three driver-selectable power mode settings comprising EV (battery only), EV Priority (minimal engine input) and HEV (full hybrid).

The DHT also offers a selection of drive modes including ‘Normal’, ‘Sport' and ‘Eco’ plus numerous 4WD settings tailored to enhance performance on snow, sand, mud and when towing.

This is perhaps the area where the Aion V surprised the most. One of the most consistent qualities of these new Chinese-developed models is their incompatibility with Australia’s unique road conditions. They have a tendency to lack comfortable, controlled suspension and well-weighted and consistent steering.

That’s not the case with the Aion V, with GAC clearly taking the benefits from the partnerships it has with Toyota and Honda to learn what international markets prefer. Is this a clear standout, class-leading SUV dynamically? No. But it is above-average in the way it rides and handles.

The suspension is well resolved and feels comfortable to live with, while the steering is nice and direct, which will make navigating the cities, suburbs and open roads more easy and enjoyable. 

There is still some fine-tuning that could make it better, but overall the Aion V leaves a positive first impression. 

The H6GT PHEV offers a comfortable and spacious position thanks to its combination of a flat-bottom steering wheel providing easy access and plenty of torso room, along with powered seat adjustment and a big left footrest. However, some rake adjustment in the base cushion would be welcome for better thigh support on longer drives.

Ride and handling benefit from GWM’s local chassis tuning input. The steering is nicely weighted and responsive, albeit best appreciated with the active lane-keeping function switched off given its tendency to harshly tug the wheel when making its steering corrections.

The hybrid drivetrain has vigorous response thanks to more than 600Nm of near-instant torque providing enough shove to accelerate rapidly from a standing start to triple-digit speeds in less than five seconds. We found the ‘Sport’ drive mode the most engaging and enjoyable but the ‘Normal’ and ‘Eco’ modes are fine for daily commuting.

Our other gripes from a driver’s point of view are that the base of the rear window is positioned quite high in the tailgate, resulting in the solid tailgate area below it restricting vision of vehicles travelling close behind when viewed through the central mirror.

We also found that the pedestrian warning sound, which automatically starts at speeds under 30km/h, is too loud inside the car and becomes annoying when crawling along in heavy traffic, negotiating tight inner-city streets or parking.

GAC is offering the same safety equipment across both models, which is a nice touch to avoid any need to compromise.

This includes full airbag protection for all occupants, front and rear parking sensors and a 360-degree camera system. 

There’s also a lengthy list of driver assistance features, including adaptive cruise control, autonomous emergency braking, forward collision warning, traffic sign recognition, emergency lane keeping assist, rear cross-traffic alert and door opening warning.

These systems could benefit from some real-world testing and calibration, because while better than some, they were still intrusive and annoying at times - most notably the driver attention monitoring.

ANCAP has not yet tested the Aion V, but it has received a maximum five-star rating from Euro NCAP, which typically carries over to the local body.

The GWM Haval H6GT PHEV was awarded a maximum five-star ANCAP rating under 2022 protocols, and has seven airbags for protection in case of a collision.

It also comes standard with:

• autonomous emergency braking (AEB) with pedestrian, cyclist and crossroads detection
• lane-keeping
• rear cross-traffic alert with autonomous braking
• front/rear parking sensors
• Surround-view parking cameras
• tyre pressure monitoring
• traffic sign recognition
• adaptive cruise control

On top of these features, the rear seat has two ISOFIX child seat anchorages and three top-tethers.

The H6GT PHEV comes standard with GWM’s seven year/unlimited km warranty plus a separate eight year/unlimited km propulsion battery warranty and five years of roadside assist.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Capped pricing applies to the first five scheduled services up to five years/70,000km totalling $2030 or an average of $406 per service. 

This warranty/service package is among the strongest available in its vehicle segment.