Kia Optima vs GWM Haval H6GT

What's the difference?

If you travel long distances, want a good amount of space and don’t want to pay big bucks for a new car, then yeah, maybe there is a reason sedans like this will hang around for a while longer.

Sure, the appeal of sedans mightn’t be as strong as it once was, but models like the Kia Optima prove they still have a reason to exist.

The new GWM Haval H6 GT Ultra PHEV has got to be one of the few plug-in hybrids that makes sense to me, given I live in a regional area. The longer electric driving range and DC charging capability offers far more convenience and practicality than the usual plug-in hybrids I’ve sampled.

It’s well-priced and has enough features for the average family. So, while I don’t love everything about it, it offers decent value for money.

Cosmetic changes for the facelifted 2018 Kia Optima include new headlights and tail-lights with revised LED signatures (but still halogen lamps in the base model), and there are newly sculpted bumpers and new wheel designs across the two-model range. 

We had the base model Si, which doesn’t look as good as the GT model, because it has smaller wheels, the sporty body kit and misses out on the LED headlights, but the LED daytime running lights are still present.

The GT has a more aggressive look, and the side skirts, front spoiler and rear diffuser fit it better - there are dual exhausts, but not sporty quad exhaust tips.

In fact, this model is a bit like the old-man version of the Optima. No offence intended to old men, of course. The GT is just heaps sportier, and I reckon it’s considerably more attractive as a result. 

Still, the inherent sleek styling of the Optima remains - the chrome highlighting along the window line is a bit too sheeny for me, but the angles and stance of this model are quite gracious. I really dig the fact the top of the windscreen mirrors the ‘Tiger Nose’ grille shape.

I'm no exterior designer, but I liked the existing Optima more - it just looked a bit neater, even though it had a decent amount of bling with its Mercedes-like diamond-pattern grille, as opposed to the cheese grater look seen here.

There’s not quite as much bling inside the cabin of the Si, either, but it is still a well-designed space - just not as special as the premium package offering of the GT (which gets leather trim - not nappa leather, but still a quality cowhide finish, and more). Check out our interior photos to see if you agree - but size and interior dimensions of the Optima are hard to argue against.

The H6 GT is the better-looking cousin to the regular H6 SUV because the swoopy rear end adds some much-needed personality.

It's the 19-inch alloys, Michelin tyres and red brake calipers that add to the sporty vibe.

It looks quite large for the segment and while I’m not a massive fan of the heavy plastic moulding around the base of the car, it’s got enough charm to appeal to a wide audience.

Head inside though and you're immediately hit by a strong plasticky presence, whether it be from actual plastics in the dash and door panels or the synthetic feeling of the upholstery itself.

The sunroof and red-stitched 'GT' on the seats add something but its all rather plain and lacks some personality inside.

I do like though that there’s no transmission tunnel, which means more legroom for middle seaters in the rear.

I really like the way Kia designs its cabins. Sure, there’s a lot of black in here, but there’s also a lot of thought put into the usability of the space.  

The high-mounted 7.0-inch infotainment and multimedia touch screen in the Si is simple to use, and for 2018 the Optima range gets Apple CarPlay and Android Auto - you couldn’t get that in the Optima up to this point. 

Also included are a reversing camera, USB input, Bluetooth phone and audio streaming and six speakers. The Si model misses out on sat nav - you’ll have to use the maps app on your phone. No DVD player either.

Storage is well thought out in here, with big bottle holders in the doors, a good sized pair of cup holders up front, and a nice little storage bin for your phone, wallet, keys and so on.

There’s a driver info screen with a digital speedo, and even on this base model you get a dual-zone climate control air conditioner. The updated Optima gets a new steering wheel, too.

Now, what about the back seat?

It may be considered a ‘mid-sized’ sedan, but there’s limo-like space. With the driver’s seat in my position (I’m about six feet tall) there was still heaps of rear legroom in the rear seat, with ample knee room, good foot room and decent shoulder space, too - three of me could slot across the back bench comfortably, which means kids will fit easily, too. There are three top-tether points and two ISOFIX points as well.

Kids and adults alike will be happy with the rear air vents back here, and there’s a flip down armrest with cupholders, too. Again, big bottle holders appear in the doors, and there are map pockets in the back seats.

What about boot space? With so many people choosing SUVs over sedans because they’re theoretically more practical, the Optima offers good food for thought - it has enough luggage capacity for a bunch of suitcases (510 litres VDA in size) and there’s a full-size alloy spare under the boot floor. If you need more, you could always invest in a roof rack setup?

The most practical aspect of the H6 GT's cabin is its sheer size. It's a spacious cabin for the class and that translates to lots of passenger room in each row. Which is only let down by the relatively small boot capacity of 392L (when all five seats are in use).

The boot does feature a level loading space, a 12-volt power socket, retractable cargo cover and a powered tailgate. The latter I always appreciate with kids in tow.

There are lots of individual storage options with the front featuring a glove box large enough for an owner's manual, a middle console, two cupholders and two drink bottle holders. There's also a large shelf underneath the centre console, a dedicated phone cradle and a sunglasses holder.

In the rear there are two drink bottle holders, two map pockets and a couple of cupholders in a fold-down armrest. So plenty of choices for passengers.

Surprisingly, the most comfortable seats are in the rear which feature thick padding, good lumbar support and long seat beds. The electric front seats have heat and ventilation functions, as well as adjustable lumbar support but the lumbar sits too low and the seat backs curve in too far for them to be called comfortable on a longer journey.

The tech is made up of a 12.3-inch touchscreen multimedia system and 10.25-inch digital instrument panel and while they look nice, they're basic at best. The multimedia system is simply laid out but lacks any real customisation and doesn't have sat nav.

The touchscreen can be laggy and there is wired Apple CarPlay and Android Auto. GWM has confirmed that wireless phone mirroring is due sometime later this year.

Charging options include four USB-A ports (but no USB-C ports), two 12-volt sockets and a wireless charging pad but the pad didn't always work for my iPhone 15 Pro Max (whether that is a user or software issue, I'm not sure).

There is only one grade available for the H6 GT, which is the Ultra and it's available with two powertrains - a 2.0L turbo-petrol engine or the 1.5L turbo-petrol plug-in hybrid powertrain of our test vehicle.

Its sharp drive-away pricing of $53,990 makes it very competitive against its rivals. The BYD Sealion 6 Premium sits at $52,990 MSRP and you have to jump into the Mitsubishi Outlander PHEV Exceed ($69,290 DA) if you want to match on some of the standard equipment of the H6 GT Ultra.

While the PHEV offers a class-leading electric driving range of up to 180km, it features pretty much the same equipment as it's non-hybrid sibling but is $9000 more expensive.

The premium features include a panoramic sunroof, synthetic leather and suede upholstery, electric front seats with heat and ventilation functions, a heated steering wheel, a powered tailgate, powered and heated side mirrors and rear tinted glass.

Technology includes a keyless entry/start, 10.25-inch digital instrument cluster, dual-zone climate control, 12.3-inch touchscreen multimedia system, coloured head-up display, four USB-A ports, two 12-volt sockets, a wireless charging pad, FM/AM radio, Bluetooth, and wired Apple CarPlay and Android Auto.

However, it doesn't have a spare tyre (just a repair kit) or sat nav and there's no wireless phone mirroring. At least, not yet but GWM has confirmed that they are working on getting the phone functionality up and running sometime later this year.

The Si model is powered by a 2.4-litre four-cylinder petrol engine, which has seen no changes to its specifications for this mid-life update.

Engine specs remain at 138kW of power at 6000rpm, while torque is rated at 241Nm at 4000rpm. It makes use of a six-speed automatic transmission only - there’s no manual transmission here, but you do get paddle shifters - and it's front wheel drive (the Optima isn't available with AWD, or as a 4x4, or in rear wheel drive - the latter is left to its bigger brother, the Stinger).

The GT gets a zestier drivetrain with more horsepower - it has a 2.0-litre turbo four-cylinder engine with 180kW/350Nm, which is much more desirable, but also louder than the Si’s 2.4. It also has a six-speed auto transmission, and is FWD. If you're into ratings and statistics, that 2.0-litre with a turbocharger is one of the perkier offerings for its engine size in the class.

There is no hybrid model available, despite a plug in hybrid petrol version (allowing you to run in EV mode) being sold in European markets. No diesel here, either, while other markets get a 1.7-litre turbo diesel. No LPG model here, or anywhere else, for that matter.

Towing capacity for Optima models is 750kg unbraked and 1700kg braked for the 2.4-litre, and 700kg/1400kg for the 2.0-litre turbo. Tow bar down-weight is capped at 80kg.

If you're concerned about engine problems, suspension problems, clutch and transmission issues, be sure to check out our Kia Optima problems page.

The new H6 GT Ultra has a plug-in hybrid powertrain that combines a 1.5-litre four-cylinder turbo-petrol engine with three electric motors, two at the front and one at the rear.

Together they produce a combined power output of 321kW and 762Nm of torque. That gives this 4WD a 0-100km/h sprint time of 4.9 seconds. So it's a quick SUV but somehow it doesn't manage to feel 'blow-your-hair-back' quick.

The engine is paired with a two-speed dedicated hybrid transmission (DHT) and the switch between the electric and engine components is practically seamless.

Kia claims a very realistic fuel economy rating of 8.3 litres per 100 kilometres for the Si model, and we saw damn close to that consumption during our week of testing. On the highway it will sit at around 6.5L/100km, ensuring good mileage, while city driving will push usage above 12.0L/100km. Our overall average was 8.5L/100km, which is good. Use the eco mode, and you'll get a little better use.

The turbocharged GT model uses a little more, according to Kia’s 8.5L/100km combined average claim, but we guarantee you’ll actually use more than that because it’s more eager to please.

Fuel tank capacity is 70 litres - plenty of size for long distance drives.

The new H6 GT has a ternary lithium battery with a large 35.43kWh capacity. It also has a Type 2 CCS charging port, which is pretty rare but welcome on a plug-in. This system can accept up to 6.6kW on an AC charger and up to 48kW on a fast DC charger, which is great.

It means you can plug in at a DC fast charger during a road trip like a normal EV and that improves overall efficiency.

The combined fuel cycle figure is just 0.8L/100km and with the 55L fuel tank, you’ll get a theoretical driving range of over 1000km. That’s just something to consider right there. The considerable pure electric driving range of up to 180km also ensures that you can do your daily errands and school run without really touching the fuel tank. 

Which I totally proved this week after doing 469km of open-road driving and my daily 'urban' errands and only using 2.3L of fuel all week. I had two full charges during my week and that means my real-world usage beats the claimed figure at 0.49L/100km. Haval H6 GT for the win.

The Optima has some really good elements to the way it drives, but sadly  some less impressive bits as well.

Let’s start with the not-so-great stuff - the 2.4-litre engine in this Si model just isn’t as enjoyable as the turbo unit, and the fact that Kia still doesn’t offer a hybrid version here, despite doing so elsewhere, is a bit of a downer.

The drivetrain isn’t terrible - the six-speed auto is smart enough, and there’s usable power if you boot it. The two more sedate drive modes, 'Eco' and 'Comfort', mean the transmission will aim to save fuel and limit throttle response, with a bit more of a lazy feel to the drive experience. But in 'Sport' mode it is definitely more rewarding in terms of acceleration and performance, offering a bit more pep and urgency (we didn't do a 0-100 km/h speed test, but take our word for it); it undoubtedly at the cost of fuel consumption.

It’s just a bit of a shame Kia doesn’t offer the turbo in this spec, too. Fuel use for the Si model is better than the turbo, however, so it could be ideal for buyers who are more worried about the bottom line than design and a sportier drive.

The thing I like most about the Optima is its road manners - the steering and suspension have been tuned for local conditions, just like all Kia products, and it shows. 

The electric power steering is really well sorted, making for easy parking moves and good assuredness at higher speeds. And the turning circle is decent, too - 10.9m (so, the turning radius is 5.45m). 

Plus the ride comfort is really good. On the highway it coasts along with very little fuss, and around town it deals with lumps and bumps impressively. Sharp edges can upset things a tad, and mid-corner bumps can make it jitterbug a little bit, but not to a degree that would rule it out of contention if you want a mid-sized sedan.

It’s pretty quiet on the open road, too, and the adaptive cruise control makes long-distance driving a simple task. The GT does suffer a little bit more road noise, though.

The new powertrain took a few days to get used to because it doesn't behave like some of the PHEVs I've driven before. The emphasis is on EV driving rather than the ICE components. The pedals are quite stiff which takes a moment to adjust to, but the auto-hold braking and strong regenerative braking means it's difficult 'creep' forward like you can in a regular ICE car.

The one-pedal function is true one-pedal driving and if you time your deceleration right, you won't touch the brake pedal. You'll either like that or you won't but it's been nice to use this week.

The power delivery is prompt and there's a lot of power available. It doesn’t feel wicked quick like a performance EV but it certainly has enough punch to satisfy. You don’t notice when it switches between the engine or motor, which makes it a very smooth powertrain.

The steering is a little spongy but responsive enough to feel spry for quick lane changes. It's just not particularly dynamic on a winding road with the combination of the firmer suspension and soft steering.

Road noise can creep up at higher speeds and there is an annoying whirring sound from the motors that my son likened to a dull aeroplane engine roar.

The suspension is on the firmer side and you notice the bumps but you also don’t wince when you hit one. Visibility is okay but the thick A-pillar can get in the way when you're scanning the road at intersections, and the back window is narrow. A digital rear-view mirror would be a handy feature for the model.

The H6 GT Ultra PHEV is pretty easy to park because it has a clear 360-degree view camera system and parking sensors at the front and rear. The 12-metre turning circle makes it pretty friendly in a carpark, too. 

The Haval H6 GT has a maximum five-star ANCAP safety rating from testing done in 2022 and scored 90 per cent for adult protection, 88 per cent for child protection, 73 per cent for vulnerable road users and 81 per cent for safety assist.

It features seven airbags, including a front centre airbag. 

There are seatbelt reminders (all seats), hill-start assist, tyre pressure monitoring, front and rear parking sensors, surround-view camera system, adaptive cruise control with stop and go, rear cross-traffic alert, lane keeping aid, lane departure alert, rear collision warning, forward collision warning, traffic sign recognition and a driver monitoring system.

The autonomous emergency braking (AEB) with cyclist, pedestrian, car and junction turning assist is operational from 5.0 - 85km/h (up to 150km/h for car detection).

There are two ISOFIX child seat mounts and three top tether anchor points and the rear seat is wide enough to accommodate three child seats side by side.

The driver assist features seem to work smoothly most of the time but I did find the driver attention monitor a bit annoying, as you get a few more chimes than you need and the lane keeping aid feels too jerky.

Kia remains a shining light in terms of its new-car-ownership promise, with a very strong seven-year/unlimited kilometre warranty. It makes a lot of sense if you plan to hang onto the car for a while. There's no extended warranty available, which is understandable.

That plan also includes a roadside-assist plan for the same seven-year period, provided you maintain your car with Kia Australia. So, given you get one year to start with, then you get an extra year of cover every time you go back to Kia to get your car serviced, you could end up with eight years of coverage. Nice!

Servicing is due every 12 months or 15,000km, with the first seven years covered by a capped-price-service cost / maintenance cost plan. The costs are: service one - $289; two - $466; three - $360; four - $559; five - $325; six - $599; seven - $345. That makes a total cost of $2943, which is competitive for its class. Keep your owners manual or logbook up to date, and your resale value should hold up better.

If you have concerns about common problems, issues, reliability ratings and durability, you should check out our Kia Optima problems page.

GWM offers the H6 GT with a seven-year unlimited kilometre warranty, which is becoming the normal term for the class and you will enjoy five years of roadside assistance through Allianz.

There is also a five-year capped-price servicing program that costs $1680, which is competitive. The first service is at 10,000km but subsequent intervals are spaced at every 12 months or 15,000km.