GWM Haval H6 vs Genesis GV80

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.

I rarely drive luxury vehicles so it doesn’t take much to impress me. However, it’s clear to anyone with half a brain (even me) that the GV80 is a premium ride and in Black guise it’s even better, albeit by increments only and those perceived improvements largely hinge on styling tweaks to the Signature platform on which it’s based.

Does it tick all of the boxes that someone considering this type of vehicle would want ticked? Sure it does and then some. But there’s plenty of stiff competition in the form of other premium AWDs on the market nowadays and even some 4WD wagons that offer similar levels of prestige.

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.

I most frequently test and review vehicles that are tall, bulky and have plenty of ground clearance – usually 4WDs – so the GV80 is, in my experience, a mild revelation.

Firstly, it’s low and sleek and practically oozes – yes, oozes – prestige. Word of warning here. If you don’t like black as a colour on your car you’re in the wrong place because the GV80 Black and GV80 Coupe Black are only offered with – you guessed it – a black exterior and interior.

Secondly, this G80’s interior is a plush mix of quilted Nappa leather upholstery with black suede inserts, black ash wood trim, an abundance of soft-touch surfaces and very impressive all-around fit and finish. The interior of the cabin makes a strong style statement but it’s not over the top.

Genesis Motors Australia also says it has used a range of eco-friendly materials, including leather upholstery and door trims dyed using recycled carbon-black extracted from waste tyres. So, there’s that.

The cabin more than matches its rivals, such as Audi Q7, BMW X5 and Mercedes-Benz GLE, in terms of pure styling and as for practicality? Well, keep reading…

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.

The GV80 Black is the same size as the standard GV80 – 4940mm long (with a 2955mm wheelbase), 1975mm wide and 1715mm high – so nothing has changed there.

And because the Black treatment is all about the looks, inside and out, the interior remains the same as standard for roominess and practicality. So, let’s dive into it.

First up, the 27.0-inch multimedia touchscreen dominates upfront, which is handy because it’s from here you operate most of the GV80’s controls. Thankfully, though, there are some physical dials and buttons, as well.

That screen is big, the colours are clear and crisp and the on-screen controls are easy to use, even for a true luddite like me.

Same goes for the driver display and the 12-inch head-up display. Clear to read and versatile enough in configuration choices to set them up as you want.

Then, everything flows on from that well-appointed dash.

The steering wheel is heated and power adjustable. By the way, I still don’t see why a heated steering wheel is a thing in Australia. Nowhere on this continent is cold enough to warrant it.

All seats are soft but supportive and very comfortable as you’d expect in a prestige vehicle with an interior that’s replete with “rich textures and bespoke materials”, according to Genesis.

There’s adequate seating room all-around, but the third row is squeezy and best suited to children or other height-challenged people that you despise.

The front seats are 18-way power-adjustable, heated and ventilated. They even have a massage function – if that’s your particular cup of tea.

The second row has heated and ventilated outboard seats (with power-base tilt and backrest recline), and there’s a climate-control panel each for the second and third rows.

Charge points abound with USB and 12V options available in the front and second row.

There are plenty of storage options throughout the cabin including a glove box, sunglasses case, cupholders etc. But the door pockets are narrow and awkward to get anything in and out of. A minor annoyance, but an annoyance, nonetheless.

In terms of cargo area capacity, with all three rows up and in use there is a claimed 327 litres of space available, 727L with the power-folding third row stowed away, and 2147L with the second and third rows folded down and out of the way.

Worth noting for anyone who drives beyond city limits is the fact this vehicle does not have a spare wheel, it only has a tyre mobility kit attached by Velcro to the rear cargo area floor.

The GV80 also has a power-operated tailgate.

The top-spec GV80 Black variants are based on the GV80 Signature 3.5T-GDi AWD and are only offered with that powertrain.

Our test vehicle, the seven-seat GV80 3.5T Black all-wheel drive SUV, has a Manufacturer’s List Price (MLP) of $136,250, while the five-seat GV80 Coupe 3.5T Black AWD has a MLP of $141,750. Both prices exclude on-road costs but include Luxury Car Tax where applicable.

Standard features onboard this test vehicle include:

• 27.0-inch OLED integrated multi-media touchscreen
• Wireless Apple CarPlay and Android Auto
• Built-in satellite navigation
• 18-speaker Bang & Olufsen audio
• 12.0-inch head-up display
• 18-way power-adjustable heated/ventilated/massage front seats
• Heated centre console
• Heated and ventilated second-row outboard seats (with power-base tilt and backrest recline)
• Second-row climate control panel
• Separate second- and third-row temperature control
• Power-operated tailgate
• Mood Curator (which is incidentally what I call the axe handle I keep by my bed for household protection)

Other features that set this Black variant apart from its stablemates include interior highlights such as a dark-tinted Genesis steering wheel logo, quilted Nappa leather upholstery (with black suede accents), welcome and goodbye animations, black ash real wood trim, black garnishes, bezels and switchgear and black aluminium speaker grilles.

Exterior highlights include black 22-inch wheels and brake calipers, black G-Matrix grille, dark-tinted Genesis front emblem and tailgate lettering and black body cladding.

All 2026 GV80s also get what Genesis calls a “Digital Key 2.0”, which enables users to lock and unlock front and rear doors and start the engine using a smart-phone or -watch. It can be stored on one device and shared with up to 15 devices.

Black is the exterior paint colour. Matt paint is optional and costs $2000.

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.

This Genesis GV80 Black has a 3.5-litre twin-turbocharged V6 petrol engine producing 279kW and 530Nm, matched to an eight-speed automatic transmission.

This SUV has an all-wheel drive system and an electronic limited-slip rear differential.

The GV80’s engine has plenty of punch and the auto is impressively cluey as well.

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 cycle (urban/extra-urban) fuel consumption is listed as 11.7L/100km.

On test we were seeing a dash-indicated 9.6-9.8L/100km but recorded an overall average of 12.4L/100km after a mix of city, highway and suburban driving.

The GV80 has a 80-litre fuel tank so, going by our on-test fuel figures, you can reasonably expect a driving range of about 645km from a full-tank.

Worth noting this car requires 95 RON premium fuel.

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.

An excerpt from my initial drive notes on the GV80 Black read "smooth, slick (too slick?), impressive open-road cruising, plush, couch on wheels”. All sound points but there’s even more to this car.

For a big wagon, the circa-2345kg GV80 gets off the mark nicely with a crisp throttle response and it punches along at a fair clip once on the move. There’s little to no noise from the outside world, other than the low-key rumble of the V6 and it’s easy to hit the speed limit without realising.

The power-adjustable steering wheel can be dialled in for a preferred position and while this weighty AWD still exhibits minor body roll through tighter corners that characteristic can be restrained somewhat via the Sport drive mode for better suited suspension behaviour and controlled with sufficiently precise steering.

Ride and handling are well sorted out with the GV80’s all-wheel drive system and an electronic limited-slip rear differential giving the driver welcome levels of confidence in a variety of driving conditions.

Turning circle is listed as 11.98m and this car doesn’t feel unwieldy on busy suburban streets.

A few niggles. Digital rear-view mirrors are not among my favourite features in cars as they offer a headache-inducing fish-eye view of the world not to my liking and such is the case in this GV80.

Speaking of views, because the GV80 is low and sleek, it doesn’t afford the driver the levels of visibility I’m used to getting in the taller, more upright vehicles I most frequently review.

All-around, however, the GV80 is a smooth daily driver, with plenty to like about it and just a few foibles.

The Genesis GV80 3.5T Black does not have an ANCAP safety rating because it has not been tested.

As standard it has 10 airbags (including side curtain airbags) and driver-assist tech includes forward collision-avoidance assist, lane keep assist, highway driving assist, smart cruise control, a surround-view monitor and more.

The second row has ISOFIX child-seat anchors in the two outboard seats, and three top-tether points.

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.

Every new 2026 GV80 is covered by a five-year/unlimited km warranty and five years' roadside assistance. If the car's serviced at an authorised Genesis dealer this coverage increases to 10 years.

Servicing, scheduled for every 12 months or 15,000km, is free for the first five years or 75,000 km, whichever occurs soonest. Genesis offers a concierge and courtesy vehicle service for five years with the complimentary service.

There are 11 Genesis dealers in Australia - Five in Sydney (including a CBD 'studio'), two in Melbourne and one each in Brisbane, The Gold Coast, Adelaide and Perth.