We like
Successful Australian dynamic tune brings more level ride and precise steering, slick hybrid system, plenty of power, respectable EV range and fuel economy, long warranty, sharp pricing, upgraded touchscreen

Room for improvement
Pronounced body roll, front seats lack adjustment and support, petrol version misses retune for now, regular (non-plug) hybrid refinement not fixed, expensive PHEV only impressive powertrain

Overview

 

GWM is on the march in Australia, having lightly redefined its top five market position goal via a new target of seven per cent market share—a result which still, handily, equates with the same result.

 

Getting there requires various outcomes to align. GWM knows it needs more convincing product, and it is investing heavily in regional dynamic adjustments, including in Australia, with the reasonably popular Haval H6 midsize SUV the first model to benefit from a thorough local retune.

 

The Chinese conglomerate is also set to aggressively harness an opportunity presented by Australia’s New Vehicle Efficiency Standard (NVES) emissions laws, which will penalise carmakers that fail to offset high-CO2 models by selling more hybrids and EVs.

 

To that end, GWM is rapidly expanding its plug-in hybrid (PHEV) offer in Australia. Because NVES laws don’t consider whether a PHEV is charged, the low-CO2 tech earns big credits while making life easy for Australians, who can charge up if they want — or fuel up at the bowser if they don’t.

 

There’s a cost premium to buy a PHEV, of course, and plug-in power is $1500-$4000 dearer than the regular H6 hybrid (HEV) model. But even the most expensive H6 PHEV—the $48,990 d/a Ultra Hi4 AWD version—is cheaper than a base model Toyota RAV4 GX hybrid with AWD.

 

All this spells trouble for established rivals if—and it’s a big if—GWM can convince Australians to give the brand and its PHEV tech a proper go. There is a hill to climb: in 2025, to the end of September, GWM has delivered 10,261 H6s to Toyota’s result of 35,118 RAV4s.

 

Senior global and local GWM executives have foreshadowed a forthcoming push into superior brand marketing—let’s see if it works.

 

The H6 was facelifted just two months ago, but the visual changes were premature as the Australian suspension/steering tune only goes into production in November 2025 for deliveries commencing in early 2026.

 

We were able to test the new dynamic qualities, as well as the new 1.5-litre turbo petrol four-cylinder/PHEV powertrain (offered in 240kW/540Nm single-motor FWD, or 268kW/760Nm dual-motor Hi4 AWD guises), in and around the Lang Lang Proving Ground GWM is presently bidding to buy.

 

GWM will simultaneously bestow the PHEVs and the existing HEV powertrain with the Australian dynamic tune, but the price leading 2.0-litre turbo petrol powertrain (from $35,990 d/a) will miss out for now.

 

The gateway into the retuned H6 is the Lux Hybrid FWD model ($38,990 d/a), which lays on vinyl upholstery, a 14.6-inch touchscreen/10-inch instrument cluster, wireless Apple CarPlay/Android Auto, dual-zone climate with rear air vents, LED headlights, 19-inch alloys, and wireless device charging.

 

Base Lux trim is also available in PHEV 2WD form for $4000 more ($42,990 d/a), but many will be tempted by the lavish Ultra, which justifies its $3000 upgrade cost by adding heated/cooled front seats, sunroof, head-up display, driver’s lumbar, HUD and rear privacy glass.

 

Dual-motor AWD is available (with a substantial 268kW) in Ultra trim with HEV or PHEV (+$1500) powertrains, but only the latter really has the expansive battery power (via 19kWh LFP pack) to regularly feed in anywhere near that much power.

 

H6 has a complex line-up, but we tested only the Ultra PHEV 2WD ($45,990 d/a) and AWD ($48,990 d/a) with the new Australian tune.

 

GWM claims electric driving range of 106km (NEDC, or about 90km WLTP), and then dead-battery fuel economy of 5.5L/100km from a 55-litre tank that accepts 91-octane petrol.

 

Relevant warranties are seven years/unlimited km (vehicle) and eight years/unlimited km (LFP battery pack), while three- and five-year servicing costs are $1135 and $2220 respectively.

 

Driving impressions

 

Compared with a facelifted—but not retuned—Haval H6 HEV tested earlier this year, a marked improvement in ride and handling in examples with retuned shock absorbers and steering was almost immediately evident.

 

GWM’s progress stems from an intensive local development program operated out of the Lang Lang Proving Ground by former Holden dyamicist Rob Trubiani. The H6 improvements are the first tangible result of Trubiani’s work at GWM after only around six months on the job.

 

Trubiani sees the H6’s core platform (unfortunately named Lemon) is strong and fundamentals like independent rear suspension are present. That explains how quite a considerable improvement was possible to the existing product that could only have been described as mediocre.

 

Two of the pre-update H6’s biggest vices have been banished: a nasty ‘heave’ rebound motion from previously underdamped suspension is all-but eliminated in favour of a level and compliant ride, while a vast dead spot in the old steering has been calibrated out.

 

The chassis revisions have centred on recalibrated damper valving and spring rates aimed at moving closer to critical damping, improving its composure when rebounding from expansion joints and bumps. There’s still underlying firmness, but the reactions are now less harsh.

 

Fine-tuning of the H6’s electric power steering to 0.1-amp granularity has also allowed Trubiani to start imbuing GWM cars with really the same steering priorities as he held at Holden—precision immediately off-centre from small inputs, and linearity of response as more input is added.

 

Gently turning the H6’s steering wheel to leave the Proving Ground for sinewy Gippsland country roads made clear the steering’s character has been transformed, and linearity adds confidence at higher speeds. Back-to-back testing with the old tune confirmed our view.

 

The H6 doesn’t go to the top of the class—body roll remains pronounced, grip levels are only moderate, an understeer bias is obvious and there’s perhaps still a bit too much bump intrusion—but it’s now competitive.

 

It’s important to note that while the HEV and PHEV will both gain the retune from early 2026 (and not straight away), the latter powertrain is considerably more refined. The laggy throttle response and inconsistent hybrid power delivery still makes the HEV hard to recommend.

 

The PHEV appears to solve these issues, at least with a reasonable state of charge, mainly because its far larger traction battery means the plug-in can rely on electric power much more of the time, avoiding the need to engage the petrol engine at take-off. It’s quicker and slicker.

 

Brake pedal feel remains a tad wooden, though the PHEV’s customisable regenerative braking settings meant we could decelerate comfortably.

 

Safety assist tuning of the H6 is more appropriately restrained than many Chinese rivals. Lane-keep assistance appears to be able to be permanently disabled, while there are no intrusions from audible speed or attention alarms.

 

Inside, the facelifted cabin remains pleasant enough (if rather generic-looking). A 14.6-inch touchscreen dominates the dash—though only the PHEV scores improved “Coffee OS 3” software, which is snappier and considerably easier to navigate with an always-visible climate bar.

 

The PHEV also uniquely scores connected-car functionality including a companion smartphone app that allows remote control of the air conditioning and access to telematics data.

 

Seat upholstery is vinyl that feels more utilitarian than plush, though the Ultra grade benefits from front-row ventilation that makes a big difference on hot days. Surface finishes are generally soft-touch, and new materials reflect light and cabin noise.

 

Cabin ergonomics, however, remain inconsistent. The steering wheel adjusts for reach/rake but the front seats lack sufficient bolstering and tilt-angle adjustment, meaning long-legged drivers lack support, while the passenger seat also skips height adjustment entirely.

 

Rear-seat space remains an H6 strength. Legroom and headroom are generous, even for adults, while the bench is ironically more supportive than up front; air vents are standard back here. Boot capacity is quoted at 560L, expanding to 1445L with the seats folded. No spare is available.

 

Tested on flowing Victorian country roads, we managed 21.4kWh/100km on EV mode (89km tested EV range) and, with the battery depleted, 5.8L/100km (948km tested fuel range). Charging can be done at 6.6kW (AC) or a peak of 34kW (DC).

 

Given the H6’s very reasonable sub-$50,000 price—even in pinnacle-spec Ultra Hi4 PHEV AWD trim—it impresses with Australian-adjusted dynamics as a value pick in the competitive midsize SUV segment.

 

More frightening for established rivals is that the H6 is only the harbinger of GWM’s forthcoming efforts to transform its driving dynamics and brand appeal. If it’s successful, it could be on course to mount an interesting campaign to seize the initiative on NVES from some more familiar names.