GWM Haval H6 vs BYD Shark 6

What's the difference?

The GWM Haval H6 has always been a value buy as a mid-size family SUV and although it previously wouldn’t have been at the top of my shopping list, this mid-life update has changed my mind.

It’s now more stylish inside and out, has more ergonomic storage and most importantly remains a cut-price offering.

Things aren’t perfect, as you still need to rely on the touchscreen for many key features and the suspension tune isn’t quite right.

The BYD Shark 6 Premium is perfect for weekend camping trips or ferrying the family around the city, but the underpowered engine, mixed handling, and quirky safety tech hold it back. If it could match its rivals’ capability while keeping its sharp looks, it would be a near-perfect package but right now, it just doesn’t.

Although the GWM Haval H6 has only received a mid-life update, it’s rather comprehensive.

At the front there’s a new front fascia that features a grille that's eerily similar to the outgoing Hyundai Palisade.

There’s also a new LED daytime running light signature that features a plunging light strip. You can tell it’s a little tacked on to the headlight unit which remains unchanged, though it’s a nice point of difference.

Around the side GWM has made a big point of removing all the pre-update car’s chrome highlights, which is a great step in the right direction. In its place is a swathe of black finishes. It’s noticeable around the wheel arches and door sills, as well as around the windows and on the roof rails.

At the rear there are more obvious changes, including the removal of the full-width LED light bar. This is fantastic to see because they're being done to death by car brands at the moment.

In its place are two regular LED tail-light units which still look great and inoffensive.

Other changes at the rear include a revised tailgate design that’s now more angular and sharp, plus there’s now ‘GWM’ badging where ‘Haval’ once was.

Inside there are even more changes. In fact, it’s hard to see what has carried over with this update.

One of the most obvious changes is the inclusion of a new cream synthetic leather upholstery option. It’s not to my personal tastes, nor would it be something I’d recommend for someone using this as a family car.

However, it’s a no-cost option and provides a nice point of difference from the drab-looking black synthetic leather that’s standard.

Ahead of the driver is a leather-wrapped steering wheel which now has a thicker rim than before and now features sculpted indentations at the 10 and two o’clock marks.

It’s nice, but I do prefer how the old thinner steering wheel feels in the hand, plus the spokes where the buttons are placed are still too thick and highly placed.

It’s clear GWM is still sticking with the screen-heavy approach with this updated Haval H6. There’s still a 10.25-inch digital instrument cluster, but a larger 14.6-inch touchscreen multimedia system that sits proudly on the dash like an iPad.

The centre console has been heavily redesigned and it now looks similar to the Leapmotor C10.

The rotary gear selector has been moved to a column-mounted unit behind the steering wheel, freeing up more space.

Overall the Haval H6 continues to present well inside with a wide range of soft-touch materials on the dashboard. There is now also a rubberised section on the centre console which feels modern and fresh for a car that’s so affordable.

The BYD Shark 6 is a seriously handsome ute from almost every angle. It’s boxy and beefy enough to look tough in the school-pick-up line but not so over-styled that it feels try-hard. The wide lighting signature at the front and rear gives it a modern, tech-forward vibe which is a nice hint at what’s going on underneath.

From behind the wheel, space is the first thing you notice. The cabin feels huge and well thought out, finished in black synthetic leather with contrasting orange stitching that adds a sporty pop. You’ll spot the same orange highlights on the air vents, and together with the soft-touch trim and matt-metallic details, the Shark easily punches above its price point in terms of cabin quality.

And then there’s the centre console, which is one of my favourite parts of the interior. With its chunky grab handles, large gear selector and row of tactile switches, it has a bit of a cockpit-meets-ute look going on. The orange starter button is a fun touch too. The only quirk? The tailgate release button sits close enough that it’s a little too easy to tap by mistake and although you have to confirm the selection via the media display, it's still annoying to accidentally press.

As standard both the front seats in the top-spec Haval H6 Ultra have electric adjustment. In particular, the driver’s seat has six ways of electric adjustment, plus adjustable lumbar support.

The driver’s seat itself is comfortable enough, though on longer drives I look for a little more thigh support. You’re unable to adjust either front seat to get more thigh support.

However, there’s both heating and ventilation as standard for both front seats. The steering wheel is also heated which has been a godsend in the cold Melbourne weather.

The buttons on the new thicker steering wheel now control different functions. There’s no longer a stalk dedicated to the cruise control, instead this is now done on the steering wheel itself.

Also on the right-hand side of the steering wheel there are still buttons that change the volume, but when you click just above the volume rocker it changes their function to altering what’s on the digital instrument cluster. I’m sure you’d get used to this if you owned this car, but initially it messes with your head.

Another thing is given the gear selector is now behind the steering wheel, the wiper controls are now on the indicator stalk. This now also means there’s no proper buttons or stalk to adjust the headlights.

Instead you need to either use the touchscreen or press the ‘auto’ button on the dashboard. Unless you frequently change your headlight settings, this likely won’t be an issue.

The 10.25-inch digital instrument cluster now has updated graphics and looks high-resolution. The interface is still dark, however, and you can only adjust the content on the right-hand side.

Moving across the larger touchscreen multimedia system looks fantastic and is a breeze to navigate thanks to the shortcut keys on the right and the handy swipe-down control centre menu.

There’s now wireless Apple CarPlay and Android Auto functionality in this car which is fantastic to see. It’s particularly good because if you want to use the wired version of either, the USB-A port to access this is still on the passenger side of the centre console.

However, while you’re using smartphone mirroring you can’t access the handy swipe-down control centre menu. You need to exit and go back to the native interface to use it, which completely undermines its existence.

Another gripe is there still aren’t many physical buttons around the H6's cabin, with only a few for select climate control functions. To change the temperature, for example, you either need to use the touchscreen or the voice assistant, which isn’t always intuitive.

Thanks to the relocation of the gear selector, storage in the centre console has improved massively. There are two cupholders, a wireless charger that now features ventilation to keep your phone cool, as well as another storage nook for your keys.

Other storage highlights up front include a large space under the centre console, a centre console box, a glovebox, as well as big door pockets with bottle holders.

Moving to the second row, this is where Chinese SUVs shine. At a leggy 182cm I have plenty of space behind my own driving position.

The rear bench is reclined a touch and plenty comfortable enough for longer trips. You could easily fit three adults in the back thanks to the minimal centre tunnel intrusion.

Second-row amenities include centre console-mounted air vents, a USB-A and USB-C port, as well as a fold-down armrest with cupholders.

At the back there’s now a hands-free power tailgate that’s standard across the line-up, except for the entry-level H6 Lux petrol trim. It’s very easy to use and particularly handy if you’ve got full hands.

The boot area in the Haval H6 is decent and there’s no load lip, making lugging items in and out a lot easier. GWM claims there’s 560L of boot space with the rear seats upright, which is great for the segment.

There are few boot-related amenities besides a single hook, 12V socket and a cargo blind.

Disappointingly there’s no spare wheel under the boot floor of the H6 Hybrid. Instead there’s only a tyre repair kit, which is surprisingly common among hybrids as the space where a spare wheel would typically go is taken up by the high-voltage battery pack.

Comfort is clearly a priority in the Shark 6 Premium. There’s loads of cabin space and the powered front seats are properly plush for a ute, with four-way lumbar support plus heating and ventilation which is a luxe touch you really notice on long drives.

Up front, storage is excellent with a glovebox and dash cubby, large door bins, a deep centre console, two phone trays with a wireless charger, a USB-A and C port, cupholders and a sunglasses holder. Everything has its place, and it’s easy to keep the cabin tidy.

The rear bench is also impressive. Generous seat bases, thick padding, and a flat floor mean adults will be comfortable back there, and kids are happy too. Rear passengers score map pockets, cupholders, big door bins, directional air vents, a USB-A and C port and even a 230-volt outlet.

Despite the 230mm ground clearance, getting in and out is surprisingly easy thanks to big door apertures, side steps and grab handles. My nine-year-old found it easy to get in, though younger kids will still need a hand. He loves the great view, thanks to the low window line, but the doors feel heavy on a slope.

Tech-wise, the 15.6-inch touchscreen looks sharp and responds quickly. The system is simple enough to use once you spend some quality time with it but first-timers might get flustered initially. Wireless Apple CarPlay and Android Auto worked consistently, although most controls live inside the screen, including climate functions, which may frustrate some. The rotating display is clever, but I found portrait mode blocked some forward vision from my driving position. Also, fun fact, when CarPlay fills the full screen, everyone can see it, including cyclists who now know my husband’s nickname!

Out back, the tray is slightly smaller than key rivals but still practical, offering 790kg payload and a 1200L capacity. The soft-opening tailgate is handy but lacks gas struts, and without a step, climbing in requires a bit of a hop. On the plus side, the tub gets lighting, three 230-volt AC outlets and a full-size spare underneath.

The BYD Shark 6 arrives in a single, well-equipped Premium grade, priced at $57,900 before on-roads, making it the most affordable PHEV dual-cab ute you can buy right now. Its closest rival, the GWM Cannon Alpha Lux, is $2K more, and the next step up is the Ford Ranger XLT Hybrid from $71,990. So before you even look inside, the Shark 6 already offers strong value.

Standard equipment is generous for the money, with synthetic leather upholstery, powered heated and ventilated front seats, dual-zone climate control, full LED exterior lighting, wireless phone charging, four USB-C ports and a 360-degree camera system. You don’t get everything as there’s no sunroof or heated steering wheel but you don't miss them too much.

Inside, the tech looks properly premium. There’s a 15.6-inch touchscreen that swivels between portrait and landscape (although wireless Apple CarPlay sticks to landscape), wireless Android Auto, built-in sat-nav, a 10.25-inch digital driver’s display, a coloured head-up display, and a digital key via the BYD app.

On the practical side you’ll find keyless entry, push-button start and a full-size spare tyre. There are four 230-volt AC outlets, three of them in the tray, which is brilliant for camping, tradies, or powering kids’ gadgets at sport. BYD also includes a portable home charging cable, which is handy if you’re not ready to commit to a wallbox just yet.

Unlike the petrol and the soon-to-be introduced PHEV variants, the GWM Haval H6 Hybrid’s powertrain remains unchanged with this update.

It’s still powered by a 1.5-litre turbocharged four-cylinder petrol engine that runs the Miller cycle, as well as a single electric motor that’s fed by a 1.8kWh lithium-ion battery pack. Total system outputs are a massive 179kW of power and 530Nm of torque.

This is mated to a Dedicated Hybrid Transmission (DHT) with drive sent to the front wheels only.

It’d be great to see an all-wheel-drive version of the Haval H6 Hybrid because it would be better able to harness the amount of power and torque better than the front-wheel-drive version can.

The Shark 6 pairs a 1.5-litre four-cylinder turbo-petrol engine with two electric motors - one on each axle. On its own, the petrol engine makes 135kW/260Nm, but the hybrid system boosts total outputs to a more impressive 321kW and 650Nm.

Despite the strong numbers, braked towing capability sits at a low 2.5 tonnes, which is a full tonne less than key rivals. If you regularly haul larger caravans, horse floats or big trailers, that’s worth keeping in mind.

It’s also worth noting the Shark 6 runs an AWD system rather than a full 4WD, with no low-range gearing or diff locks. So while it’ll handle gravel roads, campsites and wet grass just fine, it’s not aimed at hardcore off-road buyers. For a deeper look at its rough-terrain performance, check out Crafty’s recent Adventure review.

GWM claims the Haval H6 Hybrid consumes 5.2L/100km on the combined cycle (ADR 81/02).

During my testing I matched this figure, according to the trip computer, which is surprising as not many hybrid cars actually achieve their fuel consumption claims.

All Haval H6 variants, excluding the PHEVs, have a 61L fuel tank and require a minimum of 91 RON regular unleaded petrol.

GWM claims you can travel 1000km on a full tank of petrol in the Haval H6 Hybrid, but using my as-tested fuel consumption you can theoretically travel up to 1170km.

Official combined fuel use for the Shark 6 in hybrid mode is 7.9L/100km, but after over 800km of mixed driving (starting with three-quarters charge and regen braking keeping the battery hovering around 25 per cent), I saw 8.9L/100km. So it’s a touch thirstier than the claim, but you’ll unlock its best efficiency when you charge daily and make full use of the 100km pure EV range for school runs, commuting and errands.

There is a 29.58kWh BYD Blade battery paired with a Type 2 CCS port. It takes up to 7kW on AC home charging and up to 55kW on a DC fast charger, where you can expect around 30 - 80 per cent in roughly 25 minutes. There’s also vehicle-to-load capability, so you can power tools, camping gear or larger tech items when you're out and about which is very handy for family trips and weekend adventures.

Starting the GWM Haval H6, it’s generally quiet, but if the engine is bone cold it’ll fire it up to get the fluids warmed up.

Once the engine reaches an operating temperature it’ll typically switch off allowing you to drive around on electric power alone.

Depending on how much charge the battery has and also how cold the weather is, it can be surprising just how electric-heavy the H6 Hybrid can be. There were times where I accelerated all the way from standstill to 60km/h on pure electric power, then others where I was travelling along at 80-90km/h and the engine would shut off.

When you’re driving around in EV mode the car is super quiet. Under 20km/h though the car emits a noise that’s meant to alert pedestrians. You’re able to choose from two different noises and while neither bothered me, they did frustrate my passengers.

When the battery charge starts to deplete, or when you push the accelerator a little harder, the engine does naturally turn on. You can’t feel any drop off in terms of acceleration, though you can hear the engine turn on and start whirring away under the bonnet. Thankfully it’s nowhere near as loud and droney as a RAV4 Hybrid, for example.

With a massive 179kW and 530Nm, that’s a lot for a car that’s just front-wheel drive. In practice however, acceleration is rather linear, though if you do punt the accelerator the front wheels can get overwhelmed. It’s by no means a sports car.

There are three levels of regenerative braking available, including an additional one for one-pedal driving, which is quite rare for a hybrid car. For the majority of my driving I used the normal regen mode because it felt the most natural.

Unlike some hybrids, there’s no awkward interaction between the regenerative braking system and the traditional friction brakes. It can sometimes be a little jerky navigating in tight spots, but slowing down to a stop generally feels linear and normal.

There are also three settings you can choose for the steering feel. Although I sampled them all, the middle Comfort setting felt the most natural as the Light setting was too light and Sport was too firm.

Unlike some Chinese SUVs, the Haval H6’s steering feels like it has some connection to the wheels, though it’s not the most direct or fun to steer.

This feeds into the suspension. It’s clear the Haval H6 is still tuned for comfort because while it does iron out a lot of bumps, it gets overwhelmed easily with harsh or more continuous bumps. When this happens it can jostle and wallow around a bit, making it feel a bit like a boat.

Hopefully GWM is working on something for this because it did hire ex-Holden Lead Engineer of Vehicle Dynamics, Rob Trubiani, earlier this year as a Product Engineering Manager.

On the parking front, the Haval H6 comes with front and rear parking sensors, as well as a surround-view camera with fantastic quality. There’s also a handy semi-autonomous parking assist and a reversing assist.

Despite this, the Haval H6 is on the upper limit of what’s typically regarded as a medium SUV and it feels like it. This isn’t helped by its wide turning circle, meaning you’ll likely have to do some three-point turns in tight carparks.

Visibility has always been a sore spot for the Haval H6 and this remains the case with the update. Although you have an elevated seating position, the bonnet sits high, making you feel like you’re sitting in the car, rather than on it.

This continues with the rear visibility as the rear window is quite small.

It’s nice GWM has gone to the effort of reducing the amount of bings and bongs the safety systems make in this updated Haval H6. There’s one for the speed limit assist, though it only chimes once and not very loudly.

However, when you activate or deactivate adaptive cruise control the car talks to you with an artificial Australian woman’s voice telling you it's either on or off and to pay attention. This feels a little unnecessary.

On the road, the Shark 6 is a bit of a mixed bag. In EV or hybrid mode it’s genuinely impressive being smooth, quiet and quick off the line with a nice, immediate power delivery. But once the petrol engine fires up, things change. It becomes noticeably loud and whiny, and it can feel short on grunt, especially on hills. I wouldn’t rely on the petrol side alone if you regularly drive with heavy loads or tackle steep country roads.

Around town, the ride is comfortable and almost glides over the road, which sounds lovely, but in a big ute I prefer a bit more feedback. Out on regional roads, the Shark can start to feel less composed, particularly over big bumps or loose gravel, so it’s definitely happier in urban settings.

Visibility is mostly good thanks to the high driving position and big windows. The thick B-pillar does require a proper head-check, and parents take note: I can’t always see my son when he’s right up close to the vehicle, so extra awareness around kids is essential.

Regen braking is subtle but effective and the battery never dipped below 20 per cent and often gained charge on downhill runs. The lack of that grabby EV brake feel is also very nice.

Parking, however, is where things get entertaining and not always in a good way. With a 13.5m turning circle and at almost 5.5m long, it’s not what you’d call nimble. My mum and I genuinely had an Austin Powers three-point-turn moment in a tight ramp. It's also best to reverse into spaces to allow for the tray overhang. The saving grace? The 360-degree camera system is genuinely helpful due to its clear, wide feed.

The BYD Shark 6 has a maximum five-star ANCAP safety rating from testing done in 2025 and is fitted with seven airbags, including a front centre airbag and curtain airbags that cover both rows, which is great to see on a family ute.

There’s a suite of safety equipment including big ticket items like forward and rear collision warning, front and rear cross-traffic alert and braking, blind spot monitoring, lane keeping aid, lane departure warning, intelligent seat belt warning, driver attention warning and a super clear 360-degree camera system.

However, some systems don’t always feel properly dialled in. Traffic sign recognition occasionally displays the wrong speed (once showing 150km/h) and the lane keeping aid is pushy. The adaptive cruise control is quick to slow down but slow to get back up to speed. It’s also worth noting that while it does have child presence detection, ANCAP says it falls below their required functionality limits, which is something to consider if you have kids.

There are two ISOFIX child seat mounts and two top tether anchor points, so you’ll only be fitting a maximum of two child seats in the rear row.

The autonomous emergency braking has car, cyclist, pedestrian and motorcycle detection and is operational from 4.0 - 150km/h but it is usual to see the top figure hover closer to 180km/h.

Overall, the Shark 6 offers strong baseline protection, but a few calibration quirks are needed.

The GWM Haval H6 continues to be covered by a seven-year, unlimited-kilometre warranty, while variants with a high-voltage battery pack have that covered under an eight-year, unlimited-kilometre warranty.

There’s also five years of complimentary roadside assistance and the first five services are capped priced.

Logbook servicing is required every 12 months or 15,000km, though the first service is required after 12 months or 10,000km.

During the five five years of ownership, servicing the updated Haval H6 Hybrid costs a total of $2145, which averages out to around $430 per service. That’s not bad but a Toyota RAV4 and a Honda CR-V are cheaper to service.

The BYD Shark 6 comes with a six-year/150,000km warranty, which is solid, though some rivals offer unlimited-kilometre terms and ongoing roadside assistance if you service through their dealer networks.

BYD provides a price guide for servicing rather than a fixed capped-price or pre-paid program, with average costs around $515 per service (subject to change). This method doesn't add the peace of mind its competitors do.

Finding somewhere to service your Shark 6 is fairly straightforward thanks to 46 BYD service centres across Australia, though most are concentrated in major cities. Regional owners will appreciate BYD’s partnership with select mycar Tyre and Auto service centres, which helps extend access outside metro areas.