2024 GWM Haval H6 HEV Malaysian review – we test the 243 PS/530 Nm hybrid; under RM145k estimated

It really is quite a good time to be in the market for a mid-priced SUV, with the field being filled with what seems to be a plethora of options from a growing list of fresh players. Most ply the usual powertrain paths we’ve seen of late, but surprise, hybrids are now joining the fray in a bigger way than expected.

Deemed an unfashionable trend not too long ago, it seems there is still validity to it as a bridging measure in the march towards electrification, as shown by Honda’s efforts on that front. While the category will never be the leading light, it does provide those curious about the new energy frontier a means to dip their toes in and sample a bit of the future in an incremental manner.

Great Wall Motor is the next to offer its belief that there is a relevance to hybrids, with the brand set to officially launch the Haval H6 HEV as its next entry in the Malaysian market. The Haval nameplate isn’t new, of course, but the vehicle that reboots it here is far removed from the old.

It has of course been a long time coming, the SUV. Having been previewed here more than a year ago, the expectation was for an introduction last year. After a fair bit of dallying, including the scaling down of two variants to one, it’s finally set to arrive.

While it will be a locally assembled (CKD) model to roll out of the EPMB facility in Melaka, the Haval H6 HEV will first go on sale with an initial run of 100 fully imported (CBU) units before switching over to the CKD version. The local cars will retain the same specifications as the initial CBU batch. Ahead of its arrival, GWM Malaysia held a drive event to sample the hybrid over a drive to Johor Bahru and back, offering a first look at how it shapes up.

Sizable, in form and in kit

A recap of what to expect. The H6 measures in 4,683 mm long, 1,886 mm wide and 1,730 mm tall, putting it in the same size group as the present segment leader, the Honda CR-V, as well as the Proton X70 and Mazda CX-5, albeit with a longer wheelbase (2,738 mm) than the aforementioned trio.

In keeping with where it comes from, the general lines bear traces of design elements seen in quite a few of its contemporaries, including a rear light bar, but its shape is pleasant and the SUV falls easy on the eye from many angles. Exterior styling cues include a ‘Star Matrix’ chrome pin front grille and 19-inch black alloy wheels wrapped with 225/55R19 Hankook Ventus S1 Evo3 SUV tyres.

Standard exterior bits on the H6 – which will go on sale here in its higher-spec Ultra form – include automatic matrix LED headlights, LED daytime running lights, LED front and rear fog lights and a power-adjustable rear tailgate with foot sensor operation. As for exterior colours, five are available, these being Sun Black, Energy Green, Hamilton White, Ayers Silver and a hero shade called Crayon Grey.

Inside, highlights include a three-layer dashboard, complete with rose gold coloured accent trim that separates the top and bottom halves visually. The rose gold theme also carries over to the steering wheel trim and door panel elements, while additional trim is presented in piano black. Despite not being super premium in terms of visuals, overall fit of the materials is good.

Cream is the relief shade, and there’s plenty of it, from the headliner and centre console (which has been designed to double up as a centre armrest) to the contrast elements on the faux leather seats. The chosen colour does add airiness to the cabin, but questions remain as to how it will hold up over the years, especially in high traffic areas such as the centre armrest.

Display panels consist of a 10.25-inch digital instrument cluster and a 12.3-inch touchscreen unit for the infotainment system. The only mechanical switches to be found are seven buttons at the leading edge of the centre console, arranged in a piano-key style, and the gearshift is of a rotary dial variety.

The standard equipment list includes dual-zone climate control, rear air-con vents, an auto-dimming rear-view mirror, a Qi wireless charger and an eight-speaker audio system as well as a panoramic glass sunroof, head-up display and a ‘boss seat’ shoulder switch on the front passenger seat.

Also to be found is ambient lighting, ventilated and powered (six-way driver, four-way passenger) front seats, an electronic parking brake, a negative-ion air cleaner system and Apple CarPlay/Android Auto connectivity.

Space and safety

In terms of cabin space, the rear section of the H6 shows how the competition has caught up with the Honda CR-V, which for the longest time offered the most perceptible amount of room. While it’s not as expansive as say, the Leapmotor C10 (which is a segment up, and competing in the EV space), there’s plenty of knee room on this one.

A word about seat comfort. No complaints at the back, but the front units didn’t seem to provide enough support in key areas. Part of it could be down to the short seat length, highlighted even more over the extended time spent in them over the drive. This observation wasn’t isolated, because my co-driver noticed the same thing, as did some of those from other publications when we compared notes.

Boot space is rated at 560 litres, which is quite ample given the segment it sits in, but if you need more cargo area, folding the rear seats expands the volume to 1,485 litres.

As for safety and driver assistance kit, you get six airbags, a 360-degree camera, a parking assist system and an ADAS suite offering items such as autonomous emergency braking (AEB), full-speed adaptive cruise control, traffic jam assist, rear cross traffic alert, lane change assist and a Wisdom Dodge System, which actively maintains a safe distance from large vehicles.

Hybrid heart

Essentially, the Haval HEV powertrain unit works in much the same manner as Honda’s second generation i-DCD hybrid system, with power being transferred to the wheels via the automaker’s two-speed Dedicated Hybrid Transmission (DHT). During operation, the electric motor provides the main means of propulsion, with the engine coming into play at higher speeds – the system chooses which to use depending on the situation.

The internal combustion engine is a GW4B15D 1.5 litre turbocharged four-pot, which offers 150 PS at 5,500 to 6,000 rpm and 230 Nm of twist from 1,500 to 4,000 rpm. At the heart of the drive motor assembly is a TZ220X permanent-magnet synchronous motor, which develops 130 PS and 300 Nm.

Total maximum system output is rated at 243 PS and 530 Nm, sent to the front wheels. At 7.7 seconds, acceleration time from standstill to 100 km/h is brisk enough, good enough to give it a clear nod over the CR-V RS e:HEV’s nine seconds.

Plenty of punch

In use, the system feels very capable, and seamlessly so at that, the transitions to engine and back to electrification accomplished in imperceptible fashion. Likewise, the way the engine pulls up the speed register – there’s no lurching or dips, and if anything, feels like an ample naturally-aspirated mill in how it puts the power to the wheels. As such, progression is linear, and fluidly so. High marks here.

Less so is how the car itself responds to hard pushes, with a trace of what can best described as a slight judder running across the vehicle under hard acceleration. It’s not torque steer per se, because nothing comes across via the steering, but rather translated into a quivering feel as the car attempts to build up speed quickly. It’s only present when you apply full load on to the powertrain and when running at the upper limits of its speed capability, so most owners are hardly likely to notice.

As is now becoming commonplace these days, the suspension set-up for the H6 has been recalibrated for export markets, and it was mentioned in passing that the tuning in this case mirrors that seen on Australian H6s. It’s a definite step up from that experienced in China earlier this year, with significantly less wallow and bounce in the overall ride.

It’s still on the soft side into corners, but on the whole, the presentation feels firm enough to suit local tastes, and that composure is generally maintained up the speed register, although here, it is missing the sophistication and ride compliance presented by something like the new CR-V, showing that while it’s very decent, it’s not all quite there yet. Likewise, aspects of overall noise levels, which is acceptable but nowhere near class leading.

While the quoted fuel consumption is a claimed 5.8 litres per 100 km, the drive yielded a number almost double that (around nine to 10 litres/100 km) on the trip computer, unsurprising given the high mix of congested routes and many free-spirited runs made over the course of the entire drive, the latter especially on the return leg. The tank still had plenty to go by at the end of it though, so it should be quite economical over the long run.

The usual anomalies, and some peculiarities

Away from the sterling powertrain behaviour and ability to gain pace cleanly, there are some areas where there is less gloss. These largely mirror that seen on other Chinese offerings, and are centred around braking, the reliance on the touchscreen for some key adjustments and how the ADAS works.

With the brakes, no issues with feel and force hauling up from higher speeds, but the modulation at lower speeds will need a fair bit of foot training – it’s the sort where if you keep it light, it doesn’t stop as fast as you want it, while adding more pressure results in it catching a bit too much.

Meanwhile, you’ll have to get used to using the screen to adjust climate control settings, which really is tedium that a few manual switches or controls can easily solve.

As for the ADAS, well, aside from the usual audible bash of beeps and chimes prevalent elsewhere, the system also intrudes on driving performance, with items such as lane keeping assist always ready to correct you like a stern disciplinary master. Of course, you can disengage things, but the idea should be to have them ever present from a safety point of view. Based on the sampling, and not just with this one, more work needs to be done. By everyone, really.

A peculiarity that you as a buyer might or not mind is the way the steering wheel is positioned – the slightly upward angle of unit is reminiscent of a lorry or pick-up truck. The particular inclination does mean that getting the ideal view of the instrument display panel from your seating position could be a bit of a challenge.

The other oddity centres around the cruise control system, for which access to isn’t via buttons on the steering wheel but a separate switch stick, placed on the lower left side of the wheel. It works well enough from a functional aspect, but feels somewhat incongruous given the lack of switchgear elsewhere.

Cost-effective practicality and efficiency

The H6 HEV nicely brings the Haval nameplate back to a new audience, and by all accounts the SUV should make new friends. It’s well equipped, drives well in areas that matter, has lots of space and is no slouch on the move (that powertrain is quite the performer), elements that should serve it well in the family-oriented arena it is battling in.

It also comes with a 10-year or 1,000,000 km vehicle warranty and a eight-year or 1,000,000 km (whichever comes first) powertrain warranty for its HEV system, including its Dedicated Hybrid Transmission (DHT), high voltage battery and cable as well as the transmission control unit, which is a definite plus.

For those looking at something along hybrid lines, its pricing – said to be under RM145,000 – should also make it a worthy consideration. While it may lack the nth degree of ride and handling refinement of the CR-V RS e:HEV (and Proton X70), it is worth remembering that it is a good RM50k less than the former. On the hybrid to hybrid scale, that’s no small thing.

GALLERY: 2024 GWM Haval H6 HEV, display gallery

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Learn more: GWM Haval H6 Hybrid