Haval H6 Ultra Hybrid ‘AT1’ 2026 review

The Haval H6 has been on sale in Australia since 2021, which makes it quite old by Chinese-SUV standards. Yet it’s never been more exciting, because this is the first model that’s had a localisation program, led by ex-GM/Holden chassis guru Rob Trubiani.

There’s no change in price, at $40,990 driveaway (on limited offer) or $43,990 driveaway normally for the tested Ultra FWD hybrid, but there are tweaks under the skin.

Rob and his team have tweaked the dampers, spring rates and steering calibration, though the rest of the H6 — including drivetrain and suspension kinematics — are unchanged.

As part of a six-car, value-oriented family SUV megatest we brought the H6 AT-1 (pronounced “At-One”) along to see if the local changes have made much difference.

How does the H6 Hybrid Ultra drive?

We’ve come to know the H6 hybrid quite well. In front-drive guise, it uses a 1.5-litre turbo petrol engine with a dedicated hybrid transmission that effectively has two ratios for the internal combustion engine.

It’s certainly gutsy, outputting 179kW to the front wheels — though this has always been part of the H6’s problem. With that much grunt and armchair soft suspension, it used to rear up and spin its front tyres at any opportunity.

So how does the H6 AT-1 change things?

It’s clear this tune is about consistency and competence. There’s less body roll and pitch thanks, presumably, to firmer damping. The trade-off here is a little more small-bump chatter in town, but we’ll happily sacrifice that for the added control.

The steering has a bit more weight and meat to it as well, with the latest H6’s thicker rim feeling more natural in the hands.

Where the pre-AT-1 H6 used to heave over bumps on the motorway, this new car settles extreme body movements in one cycle. It’s a big improvement in that sense.

Tip the H6 into some country corners and you’re given safe, predictable understeer. There’s not much springs and dampers can do to improve lateral grip of tyres, after all, which remain the limiting factor.

The other thing the firmer chassis clarifies is the H6’s alarming squishiness. You can feel the bushes deflecting.

It also can’t hide the drivability issues of the hybrid powertrain. Still preferable to the lurchy turbo-petrol dual-clutch combination, GWM’s current generation hybrids aren’t as silky as what you find in a Hyundai Tucson or Toyota RAV4.

How is the H6 Ultra Hybrid’s interior?

The H6 is really starting to show its age inside, where GWM’s updates that have removed physical buttons and placed even more onus on the touchscreen running in-house Coffee multimedia system define the laggy and frustrating cabin experience.

All the controls for the H6’s HVAC, seat heating and ventilation, driver assistance systems and general vehicle settings are housed in menus and sub-menus. There are various shortcuts that can be set-up and voice control but unlike smartphones with their fast processors, the H6 experience is frustratingly obstructive.

Build quality is a strong point though with no creaks or rattles. There’s plenty of squidgy plastic and vinyl around the cabin, too, including on the doors, dash top and centre console.

Will it be hard wearing? Probably not, but at the end of the day this is a cheap family runabout.

The seats continue to be an issue. Their bases are too short and there’s no under-thigh tilt adjustment in the H6 which means it isn’t a comfortable place to spend a lot of time. This one’s a little personal, but some may find the plasticky cabin odour off-putting.

Where you really want to be is the GWM’s back seat, which is more supportive than the front. A pull-down centre armrest, door pockets, big windows, sunroof, ventilation and charge points make the H6 an ideal car for adults and children in the back.

The boot is generous, too, measuring 539 litres with a broad load bay and fairly low load lip. There’s no spare tyre under the boot floor but the luggage cover is quite sturdy.

What are the Haval H6’s ownership costs?

Fuel efficiency is a key reason to select a hybrid and the Haval’s 5.2L/100km rating is decent if not class leading. We saw 6.0L/100km in testing which is thirstier than a Toyota RAV4, Honda CR-V and MG HS hybrid though on-par with a Subaru Forester hybrid. .

Servicing is due every 12 months/15,000km and maintaining the GWM Haval H6 under the capped-price servicing program will cost $2065 over the first five years. The Haval H6 is backed by a competitive seven-year/unlimited-kilometre warranty.

Budget Direct told us the median annual premium purchased for the first time between 1/5/25 and 1/5/26 to comprehensively insure a new GWM Haval H6 was $1697. Individual circumstances and policy terms may vary.

Of course, everybody’s situation is different, and the premium will vary according to make and model, and other things insurers take into account, such as your postcode, driving history, who drives the car, where you garage the car and more.

Please quote for yourself. Subject to meeting underwriting criteria. Insurance issued by Auto & General Insurance Company Limited. See PDS & TMD at budgetdirect.com.au.

The honest verdict

In its newfound competence, the H6 has lost some of its wild handling traits that, when harnessed correctly, could produce some perverse joy. The new car with the localised tuning is undeniably better for the family SUV buyer, though, and easier to recommend.

But it’s not all good news. We think GWM needs to go further to be competitive by tightening up some of the excess body movement, refining the calibration of the powertrain, improving efficiency and delivering snappier in-cabin technology for the H6.

Luckily there’s a new-generation Haval H6 due by mid next year. With some luck, Rob and that Aussie AT-1 team will have more wholesale input into the new car and can deliver a vehicle better suited to Australian conditions.

For now, H6 hybrid is a step in the right direction.