Haval H6 vs Peugeot 3008

What's the difference?

The H6 could be the turning point for Haval in Australia. The brand’s first big success that changes the way Aussies view this Chinese carmaker. The H6’s great value and stunning looks will win over many but add an excellent warranty, advanced safety tech, plus the surprisingly good, and you have a package that appears right up there with the likes of the Toyota RAV4 and Mazda CX-5.

The sweet spot of the range would have to be the Lux - the car I tested with its leatherette seats, privacy glass and dual-zone climate control.

The new Peugeot 3008 GT Premium Hybrid might not be the most spacious SUV for passengers, but it makes up for it with ample boot space and a standout design. It’s fresh-faced, interesting and packed with comfort features that elevate the everyday driving experience.

Is it expensive? Absolutely. But it also delivers a genuinely premium cabin that many rivals can’t match, along with refined on-road manners and efficiency that make it a pleasure to drive.

It doesn’t hit every note perfectly but there’s definitely a melody here worth listening to.

This new generation H6 is ridiculously good looking. So much so that my Dad thought it was a Porsche when I arrived to pick him up. But in saying that Dad also has a glass coffee table supported by a golden naked lady and thinks I work in a car dealership, despite me explaining that motoring journalism is an actual job.

He’s not wrong, for once. Well, it doesn’t look like a Porsche, but I can see what he means given the way the LED strip across the tailgate lights up and connects with the tail-lights either side.

I don’t know what kind of deal with the devil the H6’s designer made but there isn’t an angle from which this SUV looks nothing short of beautiful. There’s the flashy but not over-the-top grille, the sleek headlights, and the smooth lines in profile which wrap around to the curvaceous back end.

Havals in the past have seemed low quality and unfinished, but this new H6 seems the opposite.

The same goes for the minimalist cabin. Those screens house almost every function except for the climate control and that clears the dashboard of buttons.

This cabin is a premium design with a floating centre console and metallic trim. Stepping up to the Lux from the Premium adds 'leatherette' upholstery, a leather steering wheel and then the Ultra takes the high-end feeling further with a 12.3-inch media display and a panoramic sunroof.

As for the dimensions, the H6 is larger than most mid-sized SUVs but smaller than a large SUV at 4653mm end to end, 1886mm wide and 1724 mm tall.

The six exterior colours are, 'Hamilton White', 'Ayres Grey', 'Burgundy Red', 'Energy Green', 'Sapphire Blue' and 'Golden Black.'

The third-generation Peugeot 3008 boasts a striking silhouette, with coupe-like lines at the rear and well-proportioned overall dimensions that give it a confident, refined stance.

Signature Peugeot elements like the claw-inspired LED headlights and tail-lights lend it a distinctive, modern edge, which elevates its presence in a crowded SUV segment.

That said, the extensive use of black plastic cladding around the lower body detracts from the otherwise premium exterior and feels out of place.

Step inside and the cabin is easily one of the most captivating interiors I've been in recently. There's real design flair here: a multi-level centre console, sculpted ambient lighting panels that highlight the angular dashboard, and a rich, eclectic mix of materials. From quilted Nappa leather seats to textured grey knit fabric and brushed aluminium accents, it’s a refreshingly bold and beautifully executed space.

Add the panoramic sunroof and long equipment list, it's a cabin that you'll like to spend a lot of time in.

The H6 is cavernous for a mid-sized SUV with large and wide seats up front and excellent leg and headroom in the second row. The H6 doesn’t come with a third row which is shame because there’s room for one.

A 600-litre cargo capacity is big for the class and cabin storage is good with two cupholders in the second row, another two up front, a large space under the floating centre console, although the door pockets could be better.

Second rowers will be pleased with directional air vents back there, plus two USB ports. There are another two USB ports either side of the floating centre console, too.

The leatherette upholstery in the Lux I tested was easy to keep clean and would suit families better than the cloth material used in the Premium.

You’re going to notice the high load lip on the boot and for people as tall as me (191cm/6'3") the opened tailgate and your head may meet occasionally. Still the H6 is super practical.  

The best part of the cabin is easily up front. There's generous space, and the seats are comfortable, even before you engage any of their functions. Longer trips have been a dream. I particularly enjoyed the massage settings, though the session durations felt a bit inconsistent.

Storage in the front is cleverly designed, with plenty of options: a sunglasses holder, a large glovebox, a phone shelf, a deep centre console and ample drink holders. It’s easy to keep the space tidy and organised.

Charging options are solid, with two USB-C ports, a 12-volt socket and a wireless charging pad.

The updated multimedia system has a screen that is wider than it's tall, making the icons small and easy to miss while on the go. I did tap the wrong one a few times!

That said, I appreciated the customisable quick-access and instrument panels, and connecting to the wireless Apple CarPlay was seamless. The touchscreen can be a little laggy, but overall the system is functional and intuitive once you're used to it.

Owing to its relatively short 4542mm length, rear legroom is tight, and the bench isn’t wide enough to comfortably seat three adults over long distances. This just makes it feel cramped for a mid-size SUV and it's something my eight-year old noticed straight away.

The seats are well-padded, though, and rear amenities are strong with directional air vents, heated outboard seats, two USB-C ports, a 12-volt socket and the usual cupholders and map pockets.

Boot space is generous at 520L with a flat load floor. The 48-volt battery means there's no spare tyre, but the powered tailgate with kick-function was a lifesaver during errand runs this week. For more flexibility, the rear row folds in a 40/20/40 split.

The new 3008 has a streamlined line-up of only two grades, at least for now, and we’re in the flagship GT Premium Hybrid for this review.

The third-generation 3008 has a new mild-hybrid powertrain, which pairs a turbocharged petrol three-cylinder engine with a small electric motor and a 48-volt battery. A fully electric version exists overseas but is yet to be confirmed for Australia.

Our test model competes with popular mid-size SUV rivals like the Mazda CX-5 Akera, which starts at $55,150 before on-road costs, and the Toyota RAV4 Cruiser 2WD, which sits at $51,410.

With its $64,990 price tag, the new 3008 GT Premium Hybrid is the most expensive option, which might only appeal to fans of the brand.

However, the GT Premium is very well-specified with massaging and heating functions for the electric front seats, a panoramic sunroof, a 10-speaker Focal sound system and a 3D sat nav with connected services, where you can get information like local car park pricing, as well as over-the-air updates.

Other premium features include ventilated front seats and heated rear outboard seats, which are new for this model.

But the biggest change inside is the new 21-inch display, which houses the updated multimedia system and digital instrument cluster.

There are other new features like wireless Apple CarPlay and Android Auto, and an upgraded panel for your quick access menu widgets (up to 10 widgets can be customised).

Other features include a handsfree powered tailgate with kick functionality, keyless entry and start, four USB-C ports, a wireless charging pad, a tyre repair kit, a panoramic sunroof and surrounding ambient lighting.

The same four-cylinder turbo-petrol engine is in all three grades. It’s a 2.0-litre and makes 150kW/320Nm.

This engine had no problems pulling the H6 around when I tested it with my little family onboard with good acceleration and smooth shifts from the seven-speed dual-clutch automatic transmission.

When pushed hard the four-cylinder responds well, but it’s on the noisy side.

As mentioned at the start of this review only the top-of-the-range Ultra grade gives you choice of all-wheel drive or front-wheel drive. The Premium and Lux are front-wheel drives only.

The car we tested was the front-wheel drive Lux, but we’ll be able to review the all-wheel drive version when it arrives in our garage soon.

On paper the all-wheel drive Haldex system in the H6 looks promising and in this generation the SUV has a rear differential lock for better off-road capability. That said, the H6 is not an off-roader in the Toyota LandCruiser sense, and you should keep your adventures in it mild rather than wild.

There’s no diesel in the H6 line-up, nor will you find a hybrid variant or and electric version of this SUV at this stage.

Braked towing capacity is 2000kg for all-wheel drive and front-wheel drive H6s.

All grades of the 3008 are powered by the same mild-hybrid setup, featuring a 1.2-litre three-cylinder turbo-petrol engine that's paired with a small electric motor and a 48-volt battery. Power is sent through a six-speed dual-clutch transmission, with the system delivering combined outputs of 100kW of power and 230Nm of torque.

Performance is modest, with a 0-100km/h sprint time taking 10.2 seconds. It’s perfectly adequate for everyday driving around town and in traffic, but the lack of urgency becomes more noticeable when overtaking at highway speeds. Still, the hybrid system offers smoother low-speed acceleration and improved efficiency over the outgoing petrol-only model.

Haval says that after a combination of open and urban roads the 2.0-litre turbo-petrol four-cylinder should use 7.4L/100km in the front-wheel drive cars and 8.3L/100km in the all-wheel drives.

In my testing of the front-wheel drive I measured 9.1L/100km at the fuel pump. That was after an even split of motorway and urban running.

Thirsty work considering most of the time it was just me and an unloaded car. Add a family of four plus holiday gear and you can expect that mileage to be worse.

It’s here that the H6 is showing a weakness in its offering by not having a hybrid powertrain in its Australian range.

The new mild-hybrid powertrain brings a solid improvement to efficiency, with an official combined fuel consumption of 4.9L/100km. Paired with a 55-litre fuel tank, that delivers a theoretical driving range of up to 1122km, which is an impressive figure for a mid-size SUV.

Over the past week, I’ve done a mix of longer highway drives, urban errands and the usual big grocery hauls. My real-world average came in at 6.1L/100km, which is still a strong result for this segment.

The system also features regenerative braking, which while not customisable, is noticeable in everyday driving. It kicks in strongly enough to give the sensation of heavy braking at times, particularly in city traffic and it reminds you that it's working behind the scenes to recover energy.

I’m still in shock. This is the biggest surprise. The H6 I tested was effortless to drive, with a comfortable and composed ride. I was not expecting it, not when most Havals I’ve piloted in the past have disappointed when it comes to the driving bit.  

Sure, the engine isn't overly powerful, but it's responsive, and the dual-clutch transmission shifts smoothly whether driving in slow traffic or at 110km/h on the motorway

Sharp speed bumps taken a bit too fast in the front-wheel drive Lux I tested reveal only modest suspension travel, causing a reverberating ‘bang’ as the shocks and springs react. I’ve experienced the same thing in many cars I’ve tested – even properly prestige ones.

This though is one of very few complaints I have about the way the H6 drives, for the most part this SUV performs remarkably well with a (high) level of refinement I seriously wasn’t expecting.

I can’t tell you what the all-wheel drive version of the H6 is like to drive having only tested the front-wheel drive version, but we’ll no doubt have one in the CarsGuide garage soon.

The 3008 has been genuinely enjoyable to drive. It’s easy to handle, with responsive steering and a stable, confident feel at higher speeds. The transmission generally keeps the powertrain in the right gear, only occasionally over-revving during open-road driving.

Power delivery is prompt enough for stop-start traffic and quick city lane changes. That said, there's a noticeable dip in performance when overtaking on the highway and it’s a clear reminder that this isn’t a high-output powertrain.

Visibility is generally good, though the narrow rear window can limit your view, especially when passengers or a child seat are in the back. Still, the pillars didn’t obstruct my view from the driver’s seat.

The suspension is on the firmer side, so you will feel the larger bumps, but it strikes a decent balance for everyday driving.

There’s a bit of body roll when cornering, which prevents it from feeling as sporty as its coupe-inspired design might suggest.

Parking is a breeze thanks to the clear 360-degree camera system, ample sensors and a tight 10.64m turning circle. My only gripe is that the rear camera points slightly downward, which can make the view feel narrower than expected.

At the time of writing, the 3008 is untested and unrated by ANCAP, which may be a consideration for some buyers. It also features just six airbags, missing a front centre airbag — a growing standard in many newer rivals.

On the plus side, Peugeot has added several useful driver assistance features, including forward collision warning, long-range blind-spot monitoring and lane departure warning. 

Other standard features include autonomous emergency braking, lane-keeping aid, lane-following assist, driver attention alert and monitoring, traffic sign recognition, rear cross-traffic alert and adaptive cruise control with stop and go functionality.

There are also child locks on the rear doors, an intelligent seatbelt reminder, front passenger detection and tyre pressure monitoring. Most of these systems operate quietly in the background and don’t feel overly intrusive, which I always appreciate.

However, I did encounter a concern with the autonomous emergency braking system. During a close call when another driver blew through a roundabout in front of me, the system didn’t alert or react — no sounds, no warnings. It was a surprising omission, especially in a moment where you’d expect the tech to step in.

The rear row has ISOFIX child seat mounts and three top-tether anchor points but two seats will fit best.

The H6 is covered by Haval’s seven-year/unlimited kilometre warranty. Servicing is recommended every 12 months or 15,000km, although the first service is required at the 10,000km point, then 25,000km and so on. Servicing is capped at $210 for the first service, $280 for the second, $380 for third, $480 for the fourth and $210 for the fifth.

The 3008 comes with a five-year/unlimited-kilometre warranty, which is okay but now feels a bit basic, especially when rivals like Nissan offer up to 10 years of coverage (under specific servicing conditions).

Peugeot also provides a five-year capped-price servicing plan, or you can opt to pre-purchase servicing for three, four or five years. The five-year pre-paid plan comes in at $1890, which works out to be more affordable than sticking with the capped-price option.

Servicing intervals are every 12 months or 25,000km, whichever comes first. That’s quite generous, particularly if you rack up a lot of kilometres annually.