Haval H6GT PHEV plug-in hybrid review and family road test finds flashy but flawed

All the ingredients look right, but the GWM Haval H6GT PHEV Ultra plug-in hybrid remains an acquired taste.

Based purely on figures, this is Australia’s best plug-in hybrid SUV.

GWM Haval has thrown down the gauntlet with its PHEV version of the H6GT, boasting an all-electric range of 180km and a further 870km using the turbocharged petrol engine.

Most key rivals can only manage half that pure electric range, including challengers in the BYD Sealion 6 AWD, Jaecoo J7 and the Mitsubishi Outlander PHEV.

Only available in one specification, GWM Haval has thrown everything into its flagship hybrid SUV, which starts from just below $54,000 drive-away. That’s about on par with the Sealion 6 AWD Premium but more expensive than the top-shelf J7 ($47,990 drive-away), while there is also the Leapmotor C10 REEV Ultra Hybrid for $49,990.

The Japanese-built Mitsubishi Outlander PHEV starts from $57,990 for the bare-bones derivatives, and pushes up to $74,490 for models with all the fruit.

While the price is right, as are the numbers, our family test saw the H6GT throw up some challenges and frustrations.

What do you get?

The standard SUV wagon has just been released starting from $50,990. For an extra $3000 you get the coupe-like rear. Some would be asking ‘does my bum look big in this?’. The answer is yes … but we’ve seen Mercedes-Benz have success with its coupe-styled SUVs, as has BMW who were among the pioneers.

There is no short of kit, among the best complimentary gear is synthetic leather and suede trim, power tailgate with hands free function, panoramic sunroof, wireless phone charger, dual-zone aircon, 12.3-inch main touchscreen and a 10.25-inch display for the driver, heated and ventilated front seats, head-up display and an eight-speaker stereo with wired smartphone mirroring apps.

Some minor changes were made to 2025 models late last year, including GWM badges replacing Haval (matt black versions are used on the tailgate instead of chrome), and voice command technology was also added to the infotainment.

The latter was the most important inclusion as it saves users from having to dive into the labyrinth that is the vehicle settings. GWM has sacrificed buttons in favour of modern minimalisation and finding the various functions quickly can be challenging.

When it comes to colour options, white is complimentary, red, blue, black and grey are an extra $495.

Capped price servicing is available, and remains at the lower end of the scale – the first five all are $400 or below, but the fourth jumps to $705 due to a range of fluid replacements and new spark plugs.

Warranty coverage is above mainstream average at seven years and unlimited kilometres.

Use a fast public charger and the battery will be replenished from five per cent to full in about an hour, while going from 30 to 80 per cent would take 26 minutes.

A home AC charger can take a flat battery to full in six hours, but double that using the standard household power point – on test we saw just below 10km for every hour of charge.

Interior features of the GWM Haval H6GT PHEV Ultra a 12.3-inch main touchscreen, 10.25-inch display for the driver, heated and ventilated front seats, head-up display and an eight-speaker stereo with wired smartphone mirroring apps.

How was the drive?

On paper the H6GT looks outstanding.

Using the launch control it can rip from standstill to 100km/h in less than five seconds courtesy of 130kW front and 135kW rear electric motors supported by a 1.5-litre turbocharged four-cylinder petrol engine, which collectively combine for a hefty 321kW and a muscular 762Nm of torque.

They are massive numbers for a family SUV, but typically the call to set quarter mile records on the way to footy training are limited.

Transitioning between petrol and electric power is all done seamlessly, and in the majority of circumstances the ride is smooth and the acceleration is punchy.

Yet attack the corners with enthusiasm and H6GT suffers from body roll and the 19-inch rubber battles for grip, while a wooden brake feel doesn’t generate much stopping confidence when you jump on the anchors. The brake and accelerator pedals are also positioned too close together.

With a 12m turning circle it can mean more steering wheel twirling in tight carparks.

The greatest frustrations came from cabin controls due to the lack of physical buttons. Finding various functions, like changing driving modes and turning on the seat heaters, was challenging and time-consuming through the menus. Shortcuts can make the job simpler but it still requires screen access.

Achieving more than 1000km with combined petrol and electric power is possible, with the hybrid doing its best work around town and in traffic rather than long highway runs.

Boot space in the Haval H6GT PHEV is on the small side for this size SUV, at just below 400L.

Would you buy one?

Kel: From the outset I was excited with the styling. But I found the driving experience to be mediocre and the new car smell was an acquired taste. Shortcuts through the touchscreen improve the functionality but I’m somewhat old-school and prefer toggles, dials or buttons. There were too many frustrations for my liking.

Grant: There was a love-hate relationship throughout our test. Awesome electric range, punchy performance, and the ability for both driver and passenger to ask for various things – such as “turn down the aircon”, “turn on seat heaters” and “change to sport mode” – was cool. But really, buttons would probably be faster. GWM Haval has got so many elements right, but some of the typically easy basics made driving hard work.