Volkswagen Id.5 vs GWM Haval H6GT

What's the difference?

At long last, the ID.5 GTX arrives to make a different pitch than many of its electric rivals. Less about straight-line speed and more about refinement and handling, this EV mid-sizer makes a case for itself, even if it’s not as good value as its ID.4 sibling.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.

The key differentiator between the ID.4 and ID.5 is of course the ID.5’s descending coupe roofline. I think it grants the GTX more presence on the road, and I appreciate the touch of having a true three-dimensional spoiler piece atop the boot lid to round it out rather than a more common lip or roof-mounted extension.

Outside of this, the ID.5 sets itself apart from the rest of the Volkswagen range thanks to its curves rather than hard edges as well as contemporary light bar fittings, front and rear.

The overall visage is fresh but a tad conservative, especially compared to the more radical designs we’re seeing on new-to-the-market automakers like XPeng, or those looking to make a splash with their electric offerings, like Kia with its EV5.

There’s certainly something to be said for a more moderate approach, though, as it feels more resolved than many rivals.

Inside, to a degree, the ID.5 follows similar trends in the market, with a minimalist and screen-dominated dashboard.

The 12.9-inch central touchscreen unit is less overbearing than some 15+ inch units in other cars, and this combines with the sensible 5.3-inch digital instrument cluster to make it feel more like a car than a tech product on wheels.

Still, the minimalist theme prevails, with the ID.5’s interior being free of a space-consuming raised console or a smattering of buttons to interact with.

The seats in this GTX are particularly cool, with the single-piece backing like a Golf GTI, red stitching and nice material quality. 

It leaves you with the impression the ID.5 is modern but with the build quality and know-how of a storied automaker, which is a nice balance.

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.

First, the less-good. The minimalist and button-free interior will be a major downside for many. Pretty much everything in the ID.5’s cabin is touch-based. There’s not even a stop/start button, you just sit in the car and it’s ready to go. Additionally, it relies on the now-maligned touch sliders below the multimedia screen for volume and temperature adjustment. Never fun to use on the move. Even the buttons on the steering wheel are the touch-based haptic-feedback kind.

At least the software shapes up. It’s easy enough to navigate, and has a slew of straightforward menus. It’s also backed by enough processing power, with swift responsiveness, and the panel quality is good too, with a sharp, high-resolution finish.

This can be a double-edged sword, though. The high-resolution leads to small shortcut icons across the top of the main screen. While I’m glad the ID.5 has these so you can swap between things like the car’s settings menu and, say, Apple CarPlay easily, it takes some accuracy to jab at while you’re trying to drive.

From there, though, the cabin is clever. Free from the trappings of buttons and a raised console, it feels spacious in every dimension and the seat comfort is excellent with lovely side bolstering and padding.

The seats feel quality, but I wonder whether the synthetic suede-style microfleece trim will age as well or be as easy to clean as cloth or leather. Worth thinking about if you plan to keep this car for a long time.

I even like the touch of having little flip-down armrests which almost makes it feel like you’re being silently propelled along in an armchair in the front seats.

You need these because there’s no traditional raised console with an armrest box. Instead there’s a flexible floating central console piece. It features a modular sort of design, where you can make use of either dividers or a drop-in bottle holder piece in either the upper or lower sections, depending on your preference. Remove these things entirely to have two massive trays.

Meanwhile, the lower section features a cubby with a wireless phone charger, and it also houses the dual USB-C ports with a sliding cover so you can keep the interior tidy. I like it.

There are large bottle holders in the doors, too, and another nice touch is the digital dash being perched on the steering column, so no matter how you adjust it, you can always see it.

The back seat is also excellent in the ID.4 and ID.5, featuring plenty of space for me behind my own driving position, at 182cm tall. There’s heaps of airspace for my knees, and because there’s a flat floor courtesy of this car’s dedicated 'MEB' platform, there’s plenty of space for your feet. It also makes the centre position usable by an adult, which is rare.

Soft trims continue in the doors, but my favourite feature of the ID.5’s rear bench is how the brand has thought to strongly contour the outer two seat backings so even they have plenty of side bolstering.

The backs of the front seats feature an upper pocket for phones and the like, and a larger lower pocket, while the doors feature a large bottle holder each. A drop-down armrest has three shaped cavities for bottles of all sizes, and behind it is a ski port door.

There are adjustable air vents and a touch panel to control the rear climate zone, but because of the low design of the central console, they’re basically on the floor. Nice to have them, but they might be hard to adjust for kids or the less mobile.

This will surprise you. The boot is bigger in the ID.5 than in the ID.4 despite this car’s descending roofline. Measuring 549 litres, it’s also good for the mid-size segment and features an under-floor storage area which is great for your charging equipment. However, there is no spare wheel, just an inflator kit, and also, the ID.5 doesn’t get a frunk like many of its electric contemporaries.

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.

Instead of a frunk there’s simply a mess of hardware under the bonnet which is largely related to the ID.5’s high-voltage and cooling systems, but what sets the GTX apart is the addition of a front motor to add to the standard rear one.

It’s not a huge power boost. The ID.4 already puts out 210kW/545Nm, and the front motor on the ID.5 simply adds 40 additional kW for totals of 250kW/545Nm (as the torque figures for the two don’t simply add together).

Its claimed 0-100km/h sprint time of 5.4 seconds isn't bad, especially compared to combustion equivalents, but it’s also not as breakneck fast as some of its EV rivals.

Instead, the additional motor for the ID.5 GTX is more about adding something to the handling equation, as well as the dependability of all-wheel drive and additional drive modes. More on this shortly.

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.

One of the biggest benefits of the Australian market waiting this long for VW’s ID. range is the upgraded battery and charging offering.

The ID.5 GTX has a larger battery than the ID.4, measuring 84kWh which helps off-set its slightly less efficient all-wheel drive system. The result is a WLTP driving range of 522km between charges, which is only 22km less than the ID.4. It’s still plentiful, and on the higher end at this price point.

Additionally, the charging specs are great. A peak speed of 175kW on DC means a charge time of around 22 minutes (10 - 80 per cent) on a pylon capable of outputting such a speed, while on AC it is 11kW, making it worthwhile plugging in down at the local shops.

The big missed opportunity here is the lack of vehicle-to-load, vehicle-to-grid or a household power outlet in the cabin or boot. These are convenient features becoming more prevalent in the market. At least VW throws in a wall socket and a Type 2-to-Type 2 charging cable as standard.

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 ID.5 GTX isn’t quite in the same vein as other ‘performance’ EVs. It feels more measured than a Tesla Model Y Performance for example. But then it also feels a lot more organic. It feels a lot more like a car.

This is because rather than focus on straight-line performance, the GTX has benefits when it comes to its handling. Compared to the ID.4, for example, the ID.5 is sharper on its front axle, adding a little additional torque at the front to make it sharper and faster to grab the tarmac.

Its accelerator response may be comparatively steady, but somehow the ID.5’s more traditional stability control tuning allows it to have a bit more leeway when you push it in the corners. It grants it a little extra fun factor, where some rivals are too locked down.

Additionally, VW’s experience in providing a balanced ride and sharp steering tune is on full show. While a lot of electric vehicles in this class feel a little over-electrically assisted or even vague when it comes to the steering, the ID.5 feels connected and accurate.

The adjustable ride settings are also a rare win for an electric mid-sizer. This is because you can adjust the ride to suit the conditions. If you’re on a bumpy suburban road for example, you can keep it nice and soft. But if you’re out carving corners in the countryside, a much firmer setting is available to help limit the amount of floaty rebound this car’s low-set battery weight can have.

It does adjust in a limited band, so there’s still a bit of softness to it, which combines with the predominantly rear-drive characteristics to make for a distinctly different vehicle to a Tiguan, for example.

It’s simply not as athletic as VW’s finely-tuned combustion offerings, but then its more plush open-road feel isn’t necessarily worse. At the very least it maintains all those key refinement characteristics which make Volkswagens generally a cut above to drive.

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.

VW hasn’t used this opportunity to increase its standard warranty terms of five years and unlimited kilometres, however, the battery pack is covered by an industry standard eight-year/160,000km deal. 

There are other ownership perks designed to coax people into an electric car, though. Servicing, for example, is only required once every 24 months or 30,000km and when packaged up at the time of purchase, very affordable.

A 10 year or 150,000km plan costs $2890, or just $289 a year, which is excellent for a European car, and is even more affordable than some of its Korean and Chinese rivals with generally longer service intervals.

On top of this, VW stresses the repairability of its battery components, and promises parts supply will continue for 10 years after the discontinuation of the ID.4 and ID.5 range in its current form, with repairability through its network for at least 15 years.

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.