GWM Haval H6 vs Kia Sorento

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 Kia Sorento GT-Line PHEV is a sumptuously equipped seven-seater that delivers comfort, tech and an easy-going drive. It presents well on the surface, and for the right buyer (one who can make the most of its plug-in capabilities ) it could be a smart, low-emissions option for family life.

But for all its polish, it doesn’t quite do enough to justify itself as the best Sorento in the range. The electric-only driving range isn’t especially generous, and the higher price tag , combined with its lower towing capacity, may leave some families wondering whether the diesel variant is the more practical choice.

It’s not a bad car by any means, but the flagship GT-Line PHEV feels more like a stepping stone than a standout.

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 Sorento looks exactly how a modern SUV should - confident, capable, and well-proportioned without feeling bulky. It wears its size well, delivering that commanding presence families often want in a seven-seater, without coming across as too aggressive.

I especially like the 19-inch alloy wheels as they suit the vehicle’s stance perfectly. I also like the striking LED lighting signatures front and rear, which really come to life after dark.

Step inside and the cabin strikes a neat balance between tech-forward and user-friendly. You’re greeted by dual 12.3-inch widescreen displays that make a strong first impression, but thankfully Kia hasn’t gone all-digital! You still get physical buttons and dials where they matter, making everything feel intuitive and easy to navigate.

Material quality is a highlight. There’s quilted Nappa leather upholstery, soft-touch surfaces throughout, and even a luxe suede headliner. These premium touches, coupled with the panoramic sunroof, lift the ambience and it's a cabin that feels genuinely upmarket, but not at the cost of family friendly functionality.

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.

Space up front is generous, with excellent seat comfort thanks to wide seat bases, extendable under-thigh support and heating and ventilation. Getting in and out is easy, too, helped by wide door openings and a manageable 176mm ground clearance.

Storage throughout the cabin is thoughtful and abundant. Up front, there’s a large glovebox, a spacious centre console with a removable shelf, two cupholders, door bins with bottle holders, and a handy phone cubby beneath the dash.

The second row adds its own bottle holders and storage bins in each door, map pockets, four cupholders (including one cleverly placed on each door) and a removable floor shelf in front of the centre seat.

Even the third row isn’t forgotten, with a snack cubby and cupholder built into each wheel arch.

Tech-wise, the dual 12.3-inch displays look sharp, and the media system is intuitive and quick to respond. The instrument cluster isn’t particularly customisable, and I’m not a huge fan of the layout, but it displays the essentials clearly. You also get a head-up display, satellite navigation with over-the-air updates, and both wireless and wired Apple CarPlay and Android Auto.

Charging options are solid across all three rows, with multiple USB-C ports, a 12-volt socket in the second row and boot, and a wireless charging pad up front.

The second row offers ample legroom, though headroom is slightly reduced due to the panoramic sunroof. The lack of a transmission tunnel is a win for middle seat comfort, and the bench is wide enough to accommodate three child seats side-by-side. There are three top-tether points and ISOFIX anchors on the outboard seats.

Comfort and convenience features in the second row include heated outboard seats, device pockets, directional air vents, and the same handy storage and charging options mentioned earlier. My son especially loves the retractable sunblinds and the cupholders built into the door handles as they’re easy to reach and super practical. I am, however, disappointed that there’s no separate climate control zone for this row.

As for the third row, it’s best treated as a sometimes seat for adults. Access is more child-sized, and amenities are limited, but you do get directional air vents and a fan control, which are definitely appreciated.

Boot space is tight with all three rows in use, at just 175L, but that was still enough for the odd errand during the week. Fold the third row down and you get a much more usable 604L. Both rows fold completely flat, making it easy to slide in larger items, and the GT-Line includes a powered tailgate and a rare full-size spare wheel for extra convenience.

There are five grades in the Sorento line-up, and this week we're behind the wheel of the flagship GT-Line PHEV AWD. This is the most expensive Sorento you can buy, with a price tag of $84,660 before on-road costs — about $15,000 more than the equivalent petrol or diesel GT-Line variants.

That’s a hefty premium, but when you stack it up against other plug-in hybrid rivals, like the (albeit-premium) Volvo XC90 Ultra Recharge which starts at $124,466 or the BMW X5 xDrive50e with its $125,885 MSRP price tag, the Sorento PHEV starts to look like a more affordable entry point to electrified family motoring.

As the range-topper, the GT-Line doesn’t skimp on equipment. You get all the luxury touches like, heated and ventilated power front seats with memory functionality, heated rear outboard seats, a heated steering wheel, wireless Apple CarPlay and Android Auto, a panoramic sunroof, six USB-C ports and two 12-volt sockets, and a 12-speaker premium Bose sound system.

It also features quilted Nappa leather upholstery, customisable ambient lighting, dual 12.3-inch displays for multimedia and instrumentation, digital radio, Bluetooth connectivity and Kia’s clever Passenger Talk function, which lets the driver’s voice reach the third row through the speakers (a feature many parents will quietly cheer for).

There’s no shortage of thoughtful family focused features either, including rear window shades for the second row, a powered tailgate (operable via the driver’s seat or key fob), remote smart parking assist, one-touch sliding second-row seats, a third row that folds flat, and dedicated fan control in the rear.

The biggest question, though, is whether all of this plus the new plug-in hybrid powertrain is enough to justify the price jump.

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.

Powering this GT-Line variant is a plug-in hybrid system that pairs a 1.6-litre turbocharged four-cylinder petrol engine with a small electric motor and battery. Combined, the system delivers up to 195kW of power and 350Nm of torque, which is plenty to get this sizeable SUV moving with confidence.

It’s a part-time all-wheel-drive set-up with a lock mode for extra traction when needed, and it’s paired with a smooth-shifting six-speed automatic transmission.

Around town and on the highway, the power delivery feels seamless and refined, with the electric motor doing a nice job of smoothing out stop-start driving.

One key trade-off, however, is towing capacity. While the diesel Sorento can tow up to 2000kg braked, the PHEV’s figure drops to just 1010kg. That’s a significant reduction and could be a deal-breaker for families who regularly tow a camper, trailer or boat.

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.

The Sorento GT-Line PHEV offers a WLTP-rated electric-only driving range of up to 57km - not huge, but enough to cover most daily commutes or school runs without dipping into the petrol tank.

When driven as intended and regularly charged, it’s capable of a combined fuel consumption figure as low as 1.6L/100km and this is paired with a 67-litre fuel tank. That means you could go a seriously long time between fill-ups if you’re topping up the battery daily.

In my week of testing, which included a mix of highway stints and urban errands, the trip computer reported an average of 7.2L/100km.

That’s well above the official figure, but still pretty reasonable considering the type of driving I was doing.

Charging is simple enough. The Sorento uses a Type 2 charging port, and on a standard 3.3kW AC charger, the 14kWh battery can be charged from 15 to 95 per cent in about three hours and 26 minutes.

Kia includes a portable AC charger with this grade, which is a handy bonus for charging at home or on the go.

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.

The Sorento PHEV hits most of the right notes when it comes to power delivery and gear shifts. Occasionally, there's a slight hesitation between whether the engine or electric motor should take the lead - like a dance partner who’s just a touch out of step. It’s noticeable, but not disruptive.

Most of the time, the transition between power sources is smooth, and there’s more than enough grunt for overtaking or merging confidently.

The suspension has a springy, soft edge to it and you’ll feel some movement over bumps but it’s never harsh or uncomfortable. It corners surprisingly well for a large SUV, with responsive, albeit lighter, steering. Body roll is present if you push into tight bends, but that's par for the course in a seven-seater.

Regenerative braking is subtle, almost too subtle. There’s not much feedback, and it can feel a bit heavy underfoot in stop-start traffic. It’s not a deal-breaker, but worth noting if you’re expecting the more pronounced regen feel you get in some other hybrids or EVs.

The cabin remains quiet at both urban and highway speeds, making it easy to hold a conversation across all three rows. Visibility is generally good, though the thicker pillars take a little getting used to. The digital rearview mirror is a great touch when the back seats are loaded with people or gear.

Parking is refreshingly simple thanks to a crisp 360-degree camera and front and rear sensors. One of my favourite features is the remote smart parking, which lets you move the car forwards or backwards via the keyfob, a lifesaver in tight parking spots. Just don’t teach your eight-year-old how to use it ...

The Sorento PHEV shares its five-star ANCAP safety rating with the rest of the Sorento range, based on testing conducted in 2020. It comes with seven airbags, although it’s worth noting that the curtain airbags don’t extend to the third row, which is a disappointing oversight in a family focused seven-seater.

That said, the GT-Line PHEV still brings a solid suite of safety tech. A standout is the blind-spot view monitor, which displays a live video feed of your blind spots in the instrument panel whenever you indicate and it’s one of those features you quickly grow to rely on! There’s also emergency call functionality, a digital rear-view mirror, and safe exit assist to help avoid incidents with passing traffic when opening doors.

A welcome update is those notorious Kia speed limit beeps and alerts can now be easily silenced via the steering wheel. It’s a small thing, but it makes a big difference to the overall driving experience.

Standard safety features include blind-spot monitoring, rear occupant alert, forward collision warning, rear cross-traffic alert, lane-keeping assist and lane departure warning, driver attention alert, intelligent seatbelt reminders (six seats), front and rear fog lights, and LED daytime running lights.

Autonomous emergency braking (AEB) is also standard, with vehicle detection from 5.0 - 75km/h, and pedestrian, cyclist and reverse AEB support from 5.0 - 85km/h.

For child seat installation, there are three top-tether anchor points and two ISOFIX mounts in the second row. That’s enough flexibility for most families, though it would be nice to see more child-restraint coverage further back.

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 Sorento is backed by Kia’s seven-year/unlimited-kilometre warranty, which keeps the Sorento competitive in a market that is slowly starting to offer seven/year plus terms as standard.

You’ll also benefit from capped-price servicing for up to seven years or 70,000km, with an average cost of $764 per visit. That’s on the pricier side, especially when compared to some rivals.

Service intervals are every 12 months or 10,000km, whichever comes first, so if you’re someone who racks up the kilometres quickly, that could mean more frequent trips to the service centre than you’d like.

It’s also worth noting that the GT-Line PHEV requires a minimum of 95 RON premium unleaded petrol, which is something to factor into your ongoing running costs, particularly if you're already trying to offset fuel usage with regular charging.