Latest news with #ToyotaRAV4
Yahoo
5 hours ago
- Automotive
- Yahoo
The Most Spacious And Comfortable Compact SUVs You Can Buy, According To Consumer Reports
Three-row crossovers are all the rage these days, but not everyone wants or needs three full rows. For a lot of folks, all they really need is a basic two-row crossover that's easy to get in and out of, comfortable on the road and offers plenty of space for a few passengers. If you can fold down the back seats and haul a bunch of stuff, that's even better. Typically, the Honda CR-V and Toyota RAV4 are considered the default options in this segment, since they're known for their quality and reliability, but is that still the case? Or are there better options out there? If you're in the market for a compact SUV but also want to make sure you won't feel cramped or uncomfortable, our friends over at Consumer Reports recently put together a list of the most spacious compact crossovers. But it isn't just a list of the vehicles with the highest cargo volume. They do their own tests to figure out which vehicles actually offer the most usable cargo room, while also taking comfort and ease of access into account. Plus, every vehicle on this list scored well enough in testing to earn Consumer Reports' recommendation, meaning they should also be reliable, well-reviewed and safe. Let's take a look at what made the list, in descending order of overall roominess. Read more: You Still Can't Get A Suzuki Jimny In The U.S., But These Might Be Your Next Best Bet Honda CR-V The Honda CR-V is one of the best compact crossovers you can buy, and if you can swing it, odds are you'll like the hybrid version better than the gas-only one. According to the EPA, the front-wheel-drive version of the hybrid gets 40 mpg combined, which is a significant improvement over the 30 mpg you get from the gas model. So while the hybrid does cost about $5,000 more, you'll also get 33% better gas mileage. Regardless of which version of the CR-V you get, it's got plenty of room in both the front and back seats, and it also offers 37 cubic feet of cargo space when you put the rear seat down. Consumer Reports also commended the CR-V for how easy it is to get in and out of the second row. The only real criticism it had for the CR-V is that the cabin can be a bit loud at times. Hyundai Tucson Like the CR-V, the Hyundai Tucson is well-reviewed, and Consumer Reports strongly prefers the hybrid over the gas-only version. For comparison, while the CR-V Hybrid and Tucson Hybrids earned overall scores of 83 and 82, respectively, the gas versions earned scores of 79 and 76. That's partly due to the hybrid's superior fuel economy (38 mpg combined versus 28 mpg combined), but you also get more power and a better overall package. As Consumer Reports put it, "the Tucson Hybrid is a much better SUV than the nonhybrid version." Also like the CR-V, the Tucson earned praise for its spacious interior and generous cargo space. With the rear seats down, you also get 38.5 cubic feet of cargo space, beating the CR-V. And if you don't like how loud the CR-V is, expect the Tucson Hybrid to also offer a quieter cabin. You just may not love the gear selector, which isn't nearly as intuitive as other column shifters. Kia Sportage If the Hyundai Tucson made the list, you had to expect its corporate cousin, the Kia Sportage, to make an appearance. And what do you know, not only is it here, but believe it or not, Consumer Reports also strongly prefers the hybrid. Then again, it's also the MPG champ of the SUVs that have appeared on this list so far, earning an EPA rating of 43 mpg combined. Plus, it's "quicker, quieter" and "has a smoother ride." It's also about as spacious as compact SUVs get, and with the rear seats down Consumer Reports measured 38 cubic feet of cargo room. That said, it also isn't quite as refined as some of the competition, losing points for both agility and braking, as well as its confusing controls. In addition to a capacitive-touch control panel, the Sportage also uses a rotary shift knob that may take some getting used to. Subaru Forester If you ask Consumer Reports, the Subaru Forester is basically a perfect vehicle. It lost points for not being quite as quick as Consumer Reports' testers would prefer, but beyond that, they essentially had zero complaints. With an overall test score of 93, the Forester is the top-rated crossover in its class. That said, it also isn't especially sporty, and the hybrid's EPA rating of 35 mpg combined means it isn't quite as efficient as some of the other hybrids on this list. Meanwhile, the gas version is rated at 29 mpg, and unlike some of its competitors, all-wheel drive comes standard. You may find the front seat cushion too short if you have longer legs, but as long as that doesn't bother you, you'll get a spacious, comfortable cabin with an equally spacious rear seat. Cargo volume with the rear seats down also came in at 38.5 cubic feet, matching the Hyundai Tucson. Plus, Consumer Reports said it was able to fit four large suitcases in the back with the rear seats still up. Toyota RAV4 There's a new Toyota RAV4 coming soon, so if you can wait a little while longer, you'll either get a freshly redesigned SUV, or you'll probably end up saving a little extra on the outgoing model. If you go with the 2025 model, you'll definitely feel its age, with its noisy engine and somewhat stiff ride. This is also another situation where Consumer Reports strongly preferred the hybrid. You'll get 39 mpg combined instead of 30, but the hybrid is also quicker and more enjoyable to drive. But while the RAV4 did score well enough on comfort and space to make this list, it's not the one you'll want to buy if your goal is to pack as much stuff into the back as possible. Consumer Reports only measured 30.5 cubic feet of cargo space with the rear seats down, which is a lot less than you'll find in most of its competitors. Still, it's a Toyota, so for a lot of people, that won't matter. Consumer Reports also recommends the plug-in-hybrid version, which includes 42 miles of electric range. Nissan Rogue Unless you've rented a car recently, it's probably been a while since you even thought about the Nissan Rogue. But while it still isn't the best-reviewed vehicle in the segment, there's a good chance the current-generation Rogue is also a lot better than you might think. That said, you can't get a hybrid version of the Rogue yet, so you'll have to be OK with the base model's EPA rating of 33 mpg combined. Adding all-wheel drive does drop that rating down to 31 mpg, though. While the three-cylinder engine may have some vibration issues while idling, the vehicle itself is both spacious and easy to get into and out of. Drop the rear seats, and you'll also get a RAV4-beating 36.5 cubic feet of cargo room. If the price is right, the Rogue may be worth looking at more seriously, especially if you like an SUV with intuitive, easy-to-use controls. Mazda CX-50 While both SUVs will almost definitely be driven exclusively on the road, you can think of the Mazda CX-50 as the CX-5's chunkier, more adventurous-looking sibling. And you have to admit, it does look pretty darn good. If you go for the base engine, it'll probably feel a little underpowered, but if that's a problem, there's always the turbocharged version with its additional 69 horsepower (nice). That said, if fuel economy is a priority, you may want to look at the 38-mpg CX-50 Hybrid. Regardless of which version you go with, you get comfortable front seats, a spacious rear seat with doors that Consumer Reports praised for opening especially wide. Drop the rear seats, and you also get a RAV4-beating 34 cubic feet of cargo space, all in a package that's also far better looking than the RAV4. But if you go for the 20-inch wheels, you may find the ride feels a little too stiff for your liking. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
Miami Herald
5 hours ago
- Automotive
- Miami Herald
Ford blames tariffs for profit slump, says Japanese automakers have an advantage
Ford joined the list of automakers reporting dour financial results due to President Donald Trump's tariffs. In an earnings call Wednesday, CEO Jim Farley said the automaker was expecting a $2 billion tariff bill, and went on to claim in a separate interview that the Trump Administration's policies would benefit Ford's Japanese rivals. "Our tariffs bill is $2 billion, and that's a net number," Farley said. The Ford CEO also said he expected automakers to adopt a regional rather than a globalized strategy going forward because of the combined effect of tariffs, the rise of electric vehicles, and new emissions regulations, Business Insider reported. The Trump Administration's rollback of EV incentives and environmental regulations will create a disparity between the U.S. and other major car markets like Europe and China. "We are increasingly seeing Europe, North America, and Asia becoming kind of regional businesses with tariff rates that are aligned for those three or four regions," Farley said. "This is quite a fundamental change." Ford has claimed at that was much as 80% of its U.S. volume is domestically-assembled, but Farley still thinks the automaker is at a disadvantage compared to some foreign firms. In an interview with Bloomberg published the same day as the earnings call, he said Trump's reduced tariffs for Japan would give automakers from that country a "meaningful" advantage. Trump recently lowered tariffs on Japanese automotive imports from 25% to 15%-the same as rates for cars assembled in the European Union going forward. Farley said lower labor costs and favorable exchange rates could mean that a Kentucky-built Ford Escape costs $5,000 more than a Toyota RAV4 assembled in Japan, while a Michigan-built Ford Bronco could be $10,000 pricier than a Toyota 4Runner, which is also built in Japan. Farley told Bloomberg that Ford is working with the Trump Administration to "minimize our tariff expense so that we can get more competitive," but threatened that "the bottom line is our plan at Ford is not to compete in those commodity segments." Industry analysts have raised concerns about massive tariffs since Trump first proposed them as a candidate in the 2024 presidential election, but the past few weeks have made their impact apparent. As automakers reported their first-half financial results, an evaporation of profits caused by tariff bills was a common theme. The Volkswagen Group, for example, reported that its profits were down by a third in the second quarter, from the same period a year earlier, despite increased sales. Recently-concluded trade deals with both the European Union and Japan likely won't help matters. Both drop tariffs on cars from 25% to 15%, but in the case of the EU, that's still much higher than the 2.5% tariff in place before Trump's return to the White House. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Yahoo
a day ago
- Automotive
- Yahoo
This Unassuming Crossover Is Threatening To Upend Ford's F-150 Sales Record
We all love a story about giant-slayers. Underdogs rolling up to challenge entrenched businesses or corporate bigwigs, only to end up winning the day. That's the plot of approximately 92% of '80s movies. So, to find out that the long-running, all-conquering, dominant Ford F-150 pickup truck might no longer be at the top of the vehicle sales ladder, but could get displaced by some young upstart, feels like either the climactic plot point of a John Hughes film about plucky misfit car builders beating the Big Three or deeply un-American, depending on your viewpoint. Let's not keep you waiting any longer. The vehicle we're talking about is the Tesla Cybertruck. Ha, no, sorry, can't keep a straight face! The Ford F-150 Lightning alone outsells the Cybertruck. The sales-threatening crossover in question is actually the Toyota RAV4. Yes, the Japanese SUVlet that was advertised in America in the late '90s with a TV commercial featuring the undisputed banger "What Do I Get?" by English punk legends Buzzcocks. Here's the thing, though. JATO Dynamics (an automotive analytics firm and not a "Jet Assisted Take-Off" specialist) reports that Ford sold 460,915 F-150s in 2024, while the RAV4 sold 475,193. But that sales reporting doesn't account for the F-250 through F-600 models, while Ford itself counts those F-series models as branches of a single tree. Mike Levine, Ford's North America product communications director, told Road and Track, "All Ford F-Series trucks, from F-150 to F-600, share a common cab architecture from the A-pillar to the C-pillar." Count Ford's F-Series the way Ford does, and you're looking at over 732,000 sold in 2024 instead. Add in Ford heavy trucks, such as the F-650 and F-750, and that count goes even higher. Read more: Ford Faces Yet Another Massive Safety Probe As Feds Investigate 1.3 Million Faulty F-150s Digging Into The Real Sales Figures For an even fairer comparison, let's add in the Ford Maverick and Ranger, which act like more affordable and efficient mini-F-Series (and aren't far from the size of older F-150s anyway). The cheapest F-150 today costs $8,000 more than it did in 2021, when it could be had for under $30,000. Meanwhile, 2024 Mavericks have suggested prices starting around $24,000, and the 2024 Ranger started at just under $33,000. Really, these trucks have slotted in nicely as mini F-series, and they certainly have the capability to be thought of as such. Yes, 2024 F-150 sales dropped 5% from 2023, but Mavericks and Rangers went from 126,392 sold in the U.S. in 2023 to 177,347 in 2024. Even the F-Series as a whole increased sales, climbing from 726,624 in 2023 to 732,139 in 2024. Combine the sales of the 2024 Maverick, Ranger, and F-series, and you get 909,486 trucks. Add in the heavy trucks (F-650 and F-750), and you get 923,157. The other consideration is that the 2024 RAV4 base suggested price was about $30,000. Inflation has had unpleasant effects on the U.S. economy as of late, and "stagflation," where inflation outpaces job growth, is a real concern. So, looking through a microscope at only the cheaper RAV4 and pricier F-150 is kind of an apples-to-filet-mignon comparison. You're saying the less costly, but still quite utility-forward vehicle, improved in sales when the economy is hurting? What a surprise. RAV4s Sold Great, But There's More To Ford's Pickup Lineup Than The F-150 Combining the sales of Toyota's SUVs and crossovers in 2024, including the RAV4, bZ4X, Highlander, Grand Highlander, Corolla Cross, 4Runner, Venza, Sequoia, and Land Cruiser, yields 927,611 sold. In other words, Ford's truck lineup alone rivals the sales of the full SUV/crossover lineup from Toyota in 2024, including leftovers such as the discontinued Venza, which contributed about 32,000 vehicles on its way out the door. It's almost like the F-Series' utility is still necessary in many situations. So is this "sales upset" a victory for the RAV4? Does it prove some larger point about a shift from large trucks to more eco-friendly crossovers? Not really, and by laser focusing on the F-150 and RAV4, a rather incomplete picture has been painted. RAV4s sell well, no doubt about it, and the 2026 hybrid-only Toyota RAV4 with its 320-hp PHEV Sport Version is something to look forward to. But Ford's F-Series is still about 250,000 ahead in yearly sales, and that's a lot of ground to cover for a single model. Ford's throne is certainly safe for the moment, as evidenced by the fact that in 2025 so far, the RAV4 has moved 239,451 vehicles to the F-Series' 412,858. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
The Advertiser
3 days ago
- Automotive
- The Advertiser
2025 GWM Haval H6 review
Haval H6 Pros Haval H6 Cons GWM is a brand on the rise in Australia, and the Haval H6 has played an instrumental role in its success. The cheap and mostly cheerful mid-size SUV first arrived in 2021 and has since become a sales darling. GWM has shifted more 35,000 examples since launch and that number is set to rise quickly with the introduction of this – the refreshed Haval H6. Updated styling, new tech, a more powerful petrol engine, and new plug-in hybrid (PHEV) variants headline the changes for 2025. Pricing remains competitive, too. There's just one problem – the Haval H6 may be a growing fish, but it's swimming in a very, very big pond. Mid-size SUVs are the most popular new-vehicle type in Australia, where the segment is jam-packed with family favourites including the Toyota RAV4 and Mazda CX-5, as well as cheaper challengers like the Chery Tiggo 7 and MG HS. Does the upgraded Haval H6 have what it takes to stand out from the crowd? We put the Ultra Hybrid to the test to find out. GWM has trimmed Haval H6 prices across the board, although the base price has actually risen by $2000 due to the axing of the entry-level Premium grades. The now entry-level Lux is $1000 cheaper than before, though GWM is continuing to offer stock of the pre-update Lux at $3000 off. Likewise, the Lux Hybrid is now $1500 cheaper than before, but $3000 more expensive if you consider runout offers. Our test vehicle for this review is the Ultra Hybrid, which slots in below both new plug-in hybrid versions of the H6. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The interior of the updated Haval H6 is an example of evolution, rather than revolution. The gear selector has been moved to the steering column, while a new 14.6-inch infotainment touchscreen replaces the old 10.25- and 12.3-inch units. There's a thicker steering wheel with sculpted indentations at the 10 and 2 o'clock positions, while our tester presented in the new optional cream interior colour scheme. All the aforementioned tweaks add value to the space, although most buyers would be wise to stay away from the bright yet easily dirtied cream interior. Measuring in at 14.6 inches, the centre infotainment screen is bigger and certainly better, but not without flaws. Despite featuring GWM's latest-generation operating system, the screen sometimes takes a while to boot up after starting the vehicle, and upsizing the display also seems to have had a negative impact on the sharpness of the graphics. The integration of wireless smartphone mirroring is convenient, yet I found wireless CarPlay to be less responsive than other native screen functions. At least CarPlay takes up the full screen – it's rare to experience nearly 15 inches worth of iPhone projection at this price point. Staying connected is also made easier by the relocation of the wireless phone charger to a more accessible location. The charger itself has been upgraded from 15W to 50W, and an additional pair of USB-A outlets can be found underneath the central bridge. If you prefer to disconnect while driving, the native system offers all the basics in a user-friendly package. A selection of handy shortcuts to key functions are pinned to the right side of the screen, although they disappear if you delve into Apple CarPlay. A separate set of 'quick keys' can be accessed by swiping down on the screen at any time. Unless you trust GWM's voice control system, you'll need to learn all these little tricks, as the Haval H6 remains devoid of physical switchgear bar a single strip of climate control buttons below the centre screen. Tech-driven minimalism is all the rage right now, and GWM continues to drive that trend for better or worse. The digital instrument cluster remains a 10.25-inch unit, but features a new visual layout previously seen in GWM's Tank models. It's slick, but lacking configurability, and the only way to cycle through data readouts is by using steering wheel buttons that double as volume controls… confusing, right? A head-up display rounds out the tech suite, which is a generous one compared to many rivals, all things considered. So, the tech gets a cautious tick, but what about the rest of the cabin? Our most recent review of the Haval H6 Hybrid complained about a lack of front seat comfort, and that's an issue that persists with this updated version. A pair of uncomfortable, unsupportive front seats let down the interior, compromising the driving experience. The base cushion is too flat, too slippery, and needs more in the way of thigh support, while lateral bolstering is another point of weakness. I don't think I've ever had so many complaints about a seat, and these issues undermine the inclusion of premium extras like seat heating and full electric adjustment. The pews are trimmed in a mix of perforated and smooth leatherette, the latter of which coats a host of interior surfaces, not limited to portions of the dash, door cards, and centre console. Indeed, a significant portion of the interior panels are finished in soft-touch materials, giving the Haval H6 a more premium feel. It also has rivals covered in the cabin storage department. GWM has extracted every inch of practicality possible out of this package, and you'll never fail to find a free nook or cranny. The door bins are huge, as is the centre console, and there's a generous tray around your ankles for loose mobile devices. Moving back to the second row, space remains a key selling point. This is a proper family SUV, with enough leg-, toe, and headroom for taller adults. Even the middle seat is relatively usable by segment standards, as there's no nasty hump in the floor. And, unlike the front row, the seats back here are relatively welcoming. Everything about the rear bench is soft and agreeable, great for long road trips. In this Ultra example, a panoramic sunroof fills the cabin with natural light, and the side windows offer plenty of outward visibility for nervous or curious passengers. Amenities in the second row include a pair of USB outlets (both varieties), map pockets, door bins, and a centre armrest with integrated cupholders. If cargo capacity is more of a priority, then the rear bench folds completely flat to increase boot space from 560 litres to 1445L. Even with both rows of seating in use, there's plenty of room to stash your stuff. A hands-free powered tailgate is standard on all variants bar the base petrol Lux. However, a spare wheel is absent, instead replaced by a tyre repair kit. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are now petrol, hybrid and plug-in hybrid powertrains on offer. ABOVE: Hybrid You can no longer get all-wheel drive with the petrol engine, though the petrol engine has received a bump in outputs of 20kW and 60Nm, to totals of 170kW and 380Nm. It has also swapped its seven-speed dual-clutch automatic transmission in favour of a nine-speed unit. The hybrid is unchanged, while there are new front- and all-wheel drive plug-in hybrid variants offering up to 106km of electric-only range. Over a week of urban testing, our hybrid tester consumed an average of 7.0 litres per 100km. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There's no mistaking that this Haval H6 is a hybrid. It slinks away silently in EV mode, emitting only a faint whir at low speeds. The steering feels light and natural, while the elevated driving position offers excellent visibility out the front windscreen and side windows. So far, so good. But it didn't take long for a problem to present itself – the indicator stalk. Annoyingly, it doesn't physically lock into place for a full signal, making it hard to distinguish between indicator modes. As such, I often found myself trying to cancel a right signal only to accidentally indicate left. It's an unnecessary nuisance that quickly grows frustrating during day-to-day driving. Then there's the throttle mapping. Although the H6 is a proper hybrid with punchy specs on paper, real-world performance is mixed. From a standstill, it struggles to put its power down effectively. It's all too easy to spin the front wheels if you apply any more than moderate pressure to the throttle pedal, which undermines both performance and safety. Once you're moving, however, acceleration is brisk and much more predictable. Indeed, if speed was measured solely on rolling acceleration, the Haval H6 would best most traditional hybrid SUVs. The dedicated hybrid transmission works well, with a seamless transition between electric and petrol power. That interplay between the power sources also renders the Haval H6 Hybrid an efficient option in the market. GWM claims it'll sip an average of 5.2 litres per 100km, and we achieved 7.0L/100km over a week of mostly urban driving. Sure, a RAV4 will be slightly more frugal, but it also doesn't pack the same punch. Beyond efficiency, you get up to 1000km driving range courtesy of a generous 61L fuel tank. Compared to cheaper alternatives, this Haval H6 Hybrid rides firmer and feels more controlled, and that's a good thing. It's not overly floaty over undulating tarmac, instead remaining relatively flat while soaking up harsh impacts. That's not to say this is a sporty vehicle – far from it – but it strikes the right balance between comfort and composure for daily driving. The Haval H6 Hybrid also feels at home on the highway, where its struggles in stop-start driving fade away. There's more than enough power under your right foot to keep up with traffic and perform high-speed overtakes, something that can't be said of all mainstream family SUVs. Semi-autonomous driving is also possible, should you prefer a more relaxed journey. The adaptive cruise control and active lane centring systems work together harmoniously… once you figure out how to use them – it took me a moment to figure out that you need to press the 'set cruise' button twice to active assisted driving. As is the modern way, the Haval H6 is loaded with active driver assist systems (ADAS). For the most part, they've been executed well. The driver fatigue monitoring system worked flawlessly throughout my test, and the overspeed warning function is more tolerant than most. However, the forward collision warning system is a little sensitive, often issuing false alarms. To counteract that, the infotainment system offers extensive configurability, allowing owners to tweak nearly every safety and assistance feature. With that said, some settings don't persist after restarting the car, so you'll need to make those adjustments every time you drive. All versions of the Haval H6 get high-resolution surround-view cameras, which are among the best going around. If that wasn't enough, the car will also park itself, if you're that way inclined. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are two trim levels in the 2025 GWM Haval H6 lineup. ABOVE: Ultra Hybrid 2025 GWM Haval H6 Lux equipment highlights: The Ultra adds: To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The Haval H6 petrol and hybrid lineup has a five-star ANCAP safety rating based on testing conducted in 2022, though this excludes the new PHEV variants which are currently unrated. Standard safety equipment across the range includes: Ultra variants also feature front parking sensors. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The GWM Haval H6 is backed by a seven-year, unlimited-kilometre vehicle warranty and an eight-year, unlimited-kilometre battery warranty. Servicing is required every 12 months or 15,000km, aside from the first service which is due at 10,000km. Service pricing is capped for the first five years of ownership, although the exact figure varies depending on powertrain. Base petrol variants are the cheapest to service at $2110 over the first five years, while PHEVs are slightly dearer at $2220 over the same period. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The updated GWM Haval H6 is a marked improvement over its predecessor, but lingering issues prevent it from being a segment standout in hybrid guise. The building blocks of an excellent affordable SUV are here, including a powerful and efficient hybrid powertrain, spacious and well-appointed interior, and cutting-edge tech. But it's tough to confidently recommend a vehicle that neglects some of the basics, like appropriate throttle mapping and comfortable seating. The good news for SUV buyers in 2025 is that there's an abundance of choice, even at the affordable end of the market. If you're interested in a Haval H6, you might find that the cheaper Chery Tiggo 7 offers better value. Otherwise, lower-spec versions of the Hyundai Tucson and Toyota RAV4 mightn't offer as much on paper, but they're both capable options. If your heart is set on a Haval H6, I'd actually be inclined to drop down to the turbo-petrol Ultra, which promises better value and the possibility of a better urban driving experience. Interested in buying an GWM Haval H6? Let CarExpert find you the best deal hereMORE: Explore the GWM Haval H6 showroom Content originally sourced from: H6 Pros Haval H6 Cons GWM is a brand on the rise in Australia, and the Haval H6 has played an instrumental role in its success. The cheap and mostly cheerful mid-size SUV first arrived in 2021 and has since become a sales darling. GWM has shifted more 35,000 examples since launch and that number is set to rise quickly with the introduction of this – the refreshed Haval H6. Updated styling, new tech, a more powerful petrol engine, and new plug-in hybrid (PHEV) variants headline the changes for 2025. Pricing remains competitive, too. There's just one problem – the Haval H6 may be a growing fish, but it's swimming in a very, very big pond. Mid-size SUVs are the most popular new-vehicle type in Australia, where the segment is jam-packed with family favourites including the Toyota RAV4 and Mazda CX-5, as well as cheaper challengers like the Chery Tiggo 7 and MG HS. Does the upgraded Haval H6 have what it takes to stand out from the crowd? We put the Ultra Hybrid to the test to find out. GWM has trimmed Haval H6 prices across the board, although the base price has actually risen by $2000 due to the axing of the entry-level Premium grades. The now entry-level Lux is $1000 cheaper than before, though GWM is continuing to offer stock of the pre-update Lux at $3000 off. Likewise, the Lux Hybrid is now $1500 cheaper than before, but $3000 more expensive if you consider runout offers. Our test vehicle for this review is the Ultra Hybrid, which slots in below both new plug-in hybrid versions of the H6. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The interior of the updated Haval H6 is an example of evolution, rather than revolution. The gear selector has been moved to the steering column, while a new 14.6-inch infotainment touchscreen replaces the old 10.25- and 12.3-inch units. There's a thicker steering wheel with sculpted indentations at the 10 and 2 o'clock positions, while our tester presented in the new optional cream interior colour scheme. All the aforementioned tweaks add value to the space, although most buyers would be wise to stay away from the bright yet easily dirtied cream interior. Measuring in at 14.6 inches, the centre infotainment screen is bigger and certainly better, but not without flaws. Despite featuring GWM's latest-generation operating system, the screen sometimes takes a while to boot up after starting the vehicle, and upsizing the display also seems to have had a negative impact on the sharpness of the graphics. The integration of wireless smartphone mirroring is convenient, yet I found wireless CarPlay to be less responsive than other native screen functions. At least CarPlay takes up the full screen – it's rare to experience nearly 15 inches worth of iPhone projection at this price point. Staying connected is also made easier by the relocation of the wireless phone charger to a more accessible location. The charger itself has been upgraded from 15W to 50W, and an additional pair of USB-A outlets can be found underneath the central bridge. If you prefer to disconnect while driving, the native system offers all the basics in a user-friendly package. A selection of handy shortcuts to key functions are pinned to the right side of the screen, although they disappear if you delve into Apple CarPlay. A separate set of 'quick keys' can be accessed by swiping down on the screen at any time. Unless you trust GWM's voice control system, you'll need to learn all these little tricks, as the Haval H6 remains devoid of physical switchgear bar a single strip of climate control buttons below the centre screen. Tech-driven minimalism is all the rage right now, and GWM continues to drive that trend for better or worse. The digital instrument cluster remains a 10.25-inch unit, but features a new visual layout previously seen in GWM's Tank models. It's slick, but lacking configurability, and the only way to cycle through data readouts is by using steering wheel buttons that double as volume controls… confusing, right? A head-up display rounds out the tech suite, which is a generous one compared to many rivals, all things considered. So, the tech gets a cautious tick, but what about the rest of the cabin? Our most recent review of the Haval H6 Hybrid complained about a lack of front seat comfort, and that's an issue that persists with this updated version. A pair of uncomfortable, unsupportive front seats let down the interior, compromising the driving experience. The base cushion is too flat, too slippery, and needs more in the way of thigh support, while lateral bolstering is another point of weakness. I don't think I've ever had so many complaints about a seat, and these issues undermine the inclusion of premium extras like seat heating and full electric adjustment. The pews are trimmed in a mix of perforated and smooth leatherette, the latter of which coats a host of interior surfaces, not limited to portions of the dash, door cards, and centre console. Indeed, a significant portion of the interior panels are finished in soft-touch materials, giving the Haval H6 a more premium feel. It also has rivals covered in the cabin storage department. GWM has extracted every inch of practicality possible out of this package, and you'll never fail to find a free nook or cranny. The door bins are huge, as is the centre console, and there's a generous tray around your ankles for loose mobile devices. Moving back to the second row, space remains a key selling point. This is a proper family SUV, with enough leg-, toe, and headroom for taller adults. Even the middle seat is relatively usable by segment standards, as there's no nasty hump in the floor. And, unlike the front row, the seats back here are relatively welcoming. Everything about the rear bench is soft and agreeable, great for long road trips. In this Ultra example, a panoramic sunroof fills the cabin with natural light, and the side windows offer plenty of outward visibility for nervous or curious passengers. Amenities in the second row include a pair of USB outlets (both varieties), map pockets, door bins, and a centre armrest with integrated cupholders. If cargo capacity is more of a priority, then the rear bench folds completely flat to increase boot space from 560 litres to 1445L. Even with both rows of seating in use, there's plenty of room to stash your stuff. A hands-free powered tailgate is standard on all variants bar the base petrol Lux. However, a spare wheel is absent, instead replaced by a tyre repair kit. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are now petrol, hybrid and plug-in hybrid powertrains on offer. ABOVE: Hybrid You can no longer get all-wheel drive with the petrol engine, though the petrol engine has received a bump in outputs of 20kW and 60Nm, to totals of 170kW and 380Nm. It has also swapped its seven-speed dual-clutch automatic transmission in favour of a nine-speed unit. The hybrid is unchanged, while there are new front- and all-wheel drive plug-in hybrid variants offering up to 106km of electric-only range. Over a week of urban testing, our hybrid tester consumed an average of 7.0 litres per 100km. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There's no mistaking that this Haval H6 is a hybrid. It slinks away silently in EV mode, emitting only a faint whir at low speeds. The steering feels light and natural, while the elevated driving position offers excellent visibility out the front windscreen and side windows. So far, so good. But it didn't take long for a problem to present itself – the indicator stalk. Annoyingly, it doesn't physically lock into place for a full signal, making it hard to distinguish between indicator modes. As such, I often found myself trying to cancel a right signal only to accidentally indicate left. It's an unnecessary nuisance that quickly grows frustrating during day-to-day driving. Then there's the throttle mapping. Although the H6 is a proper hybrid with punchy specs on paper, real-world performance is mixed. From a standstill, it struggles to put its power down effectively. It's all too easy to spin the front wheels if you apply any more than moderate pressure to the throttle pedal, which undermines both performance and safety. Once you're moving, however, acceleration is brisk and much more predictable. Indeed, if speed was measured solely on rolling acceleration, the Haval H6 would best most traditional hybrid SUVs. The dedicated hybrid transmission works well, with a seamless transition between electric and petrol power. That interplay between the power sources also renders the Haval H6 Hybrid an efficient option in the market. GWM claims it'll sip an average of 5.2 litres per 100km, and we achieved 7.0L/100km over a week of mostly urban driving. Sure, a RAV4 will be slightly more frugal, but it also doesn't pack the same punch. Beyond efficiency, you get up to 1000km driving range courtesy of a generous 61L fuel tank. Compared to cheaper alternatives, this Haval H6 Hybrid rides firmer and feels more controlled, and that's a good thing. It's not overly floaty over undulating tarmac, instead remaining relatively flat while soaking up harsh impacts. That's not to say this is a sporty vehicle – far from it – but it strikes the right balance between comfort and composure for daily driving. The Haval H6 Hybrid also feels at home on the highway, where its struggles in stop-start driving fade away. There's more than enough power under your right foot to keep up with traffic and perform high-speed overtakes, something that can't be said of all mainstream family SUVs. Semi-autonomous driving is also possible, should you prefer a more relaxed journey. The adaptive cruise control and active lane centring systems work together harmoniously… once you figure out how to use them – it took me a moment to figure out that you need to press the 'set cruise' button twice to active assisted driving. As is the modern way, the Haval H6 is loaded with active driver assist systems (ADAS). For the most part, they've been executed well. The driver fatigue monitoring system worked flawlessly throughout my test, and the overspeed warning function is more tolerant than most. However, the forward collision warning system is a little sensitive, often issuing false alarms. To counteract that, the infotainment system offers extensive configurability, allowing owners to tweak nearly every safety and assistance feature. With that said, some settings don't persist after restarting the car, so you'll need to make those adjustments every time you drive. All versions of the Haval H6 get high-resolution surround-view cameras, which are among the best going around. If that wasn't enough, the car will also park itself, if you're that way inclined. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are two trim levels in the 2025 GWM Haval H6 lineup. ABOVE: Ultra Hybrid 2025 GWM Haval H6 Lux equipment highlights: The Ultra adds: To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The Haval H6 petrol and hybrid lineup has a five-star ANCAP safety rating based on testing conducted in 2022, though this excludes the new PHEV variants which are currently unrated. Standard safety equipment across the range includes: Ultra variants also feature front parking sensors. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The GWM Haval H6 is backed by a seven-year, unlimited-kilometre vehicle warranty and an eight-year, unlimited-kilometre battery warranty. Servicing is required every 12 months or 15,000km, aside from the first service which is due at 10,000km. Service pricing is capped for the first five years of ownership, although the exact figure varies depending on powertrain. Base petrol variants are the cheapest to service at $2110 over the first five years, while PHEVs are slightly dearer at $2220 over the same period. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The updated GWM Haval H6 is a marked improvement over its predecessor, but lingering issues prevent it from being a segment standout in hybrid guise. The building blocks of an excellent affordable SUV are here, including a powerful and efficient hybrid powertrain, spacious and well-appointed interior, and cutting-edge tech. But it's tough to confidently recommend a vehicle that neglects some of the basics, like appropriate throttle mapping and comfortable seating. The good news for SUV buyers in 2025 is that there's an abundance of choice, even at the affordable end of the market. If you're interested in a Haval H6, you might find that the cheaper Chery Tiggo 7 offers better value. Otherwise, lower-spec versions of the Hyundai Tucson and Toyota RAV4 mightn't offer as much on paper, but they're both capable options. If your heart is set on a Haval H6, I'd actually be inclined to drop down to the turbo-petrol Ultra, which promises better value and the possibility of a better urban driving experience. Interested in buying an GWM Haval H6? Let CarExpert find you the best deal hereMORE: Explore the GWM Haval H6 showroom Content originally sourced from: H6 Pros Haval H6 Cons GWM is a brand on the rise in Australia, and the Haval H6 has played an instrumental role in its success. The cheap and mostly cheerful mid-size SUV first arrived in 2021 and has since become a sales darling. GWM has shifted more 35,000 examples since launch and that number is set to rise quickly with the introduction of this – the refreshed Haval H6. Updated styling, new tech, a more powerful petrol engine, and new plug-in hybrid (PHEV) variants headline the changes for 2025. Pricing remains competitive, too. There's just one problem – the Haval H6 may be a growing fish, but it's swimming in a very, very big pond. Mid-size SUVs are the most popular new-vehicle type in Australia, where the segment is jam-packed with family favourites including the Toyota RAV4 and Mazda CX-5, as well as cheaper challengers like the Chery Tiggo 7 and MG HS. Does the upgraded Haval H6 have what it takes to stand out from the crowd? We put the Ultra Hybrid to the test to find out. GWM has trimmed Haval H6 prices across the board, although the base price has actually risen by $2000 due to the axing of the entry-level Premium grades. The now entry-level Lux is $1000 cheaper than before, though GWM is continuing to offer stock of the pre-update Lux at $3000 off. Likewise, the Lux Hybrid is now $1500 cheaper than before, but $3000 more expensive if you consider runout offers. Our test vehicle for this review is the Ultra Hybrid, which slots in below both new plug-in hybrid versions of the H6. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The interior of the updated Haval H6 is an example of evolution, rather than revolution. The gear selector has been moved to the steering column, while a new 14.6-inch infotainment touchscreen replaces the old 10.25- and 12.3-inch units. There's a thicker steering wheel with sculpted indentations at the 10 and 2 o'clock positions, while our tester presented in the new optional cream interior colour scheme. All the aforementioned tweaks add value to the space, although most buyers would be wise to stay away from the bright yet easily dirtied cream interior. Measuring in at 14.6 inches, the centre infotainment screen is bigger and certainly better, but not without flaws. Despite featuring GWM's latest-generation operating system, the screen sometimes takes a while to boot up after starting the vehicle, and upsizing the display also seems to have had a negative impact on the sharpness of the graphics. The integration of wireless smartphone mirroring is convenient, yet I found wireless CarPlay to be less responsive than other native screen functions. At least CarPlay takes up the full screen – it's rare to experience nearly 15 inches worth of iPhone projection at this price point. Staying connected is also made easier by the relocation of the wireless phone charger to a more accessible location. The charger itself has been upgraded from 15W to 50W, and an additional pair of USB-A outlets can be found underneath the central bridge. If you prefer to disconnect while driving, the native system offers all the basics in a user-friendly package. A selection of handy shortcuts to key functions are pinned to the right side of the screen, although they disappear if you delve into Apple CarPlay. A separate set of 'quick keys' can be accessed by swiping down on the screen at any time. Unless you trust GWM's voice control system, you'll need to learn all these little tricks, as the Haval H6 remains devoid of physical switchgear bar a single strip of climate control buttons below the centre screen. Tech-driven minimalism is all the rage right now, and GWM continues to drive that trend for better or worse. The digital instrument cluster remains a 10.25-inch unit, but features a new visual layout previously seen in GWM's Tank models. It's slick, but lacking configurability, and the only way to cycle through data readouts is by using steering wheel buttons that double as volume controls… confusing, right? A head-up display rounds out the tech suite, which is a generous one compared to many rivals, all things considered. So, the tech gets a cautious tick, but what about the rest of the cabin? Our most recent review of the Haval H6 Hybrid complained about a lack of front seat comfort, and that's an issue that persists with this updated version. A pair of uncomfortable, unsupportive front seats let down the interior, compromising the driving experience. The base cushion is too flat, too slippery, and needs more in the way of thigh support, while lateral bolstering is another point of weakness. I don't think I've ever had so many complaints about a seat, and these issues undermine the inclusion of premium extras like seat heating and full electric adjustment. The pews are trimmed in a mix of perforated and smooth leatherette, the latter of which coats a host of interior surfaces, not limited to portions of the dash, door cards, and centre console. Indeed, a significant portion of the interior panels are finished in soft-touch materials, giving the Haval H6 a more premium feel. It also has rivals covered in the cabin storage department. GWM has extracted every inch of practicality possible out of this package, and you'll never fail to find a free nook or cranny. The door bins are huge, as is the centre console, and there's a generous tray around your ankles for loose mobile devices. Moving back to the second row, space remains a key selling point. This is a proper family SUV, with enough leg-, toe, and headroom for taller adults. Even the middle seat is relatively usable by segment standards, as there's no nasty hump in the floor. And, unlike the front row, the seats back here are relatively welcoming. Everything about the rear bench is soft and agreeable, great for long road trips. In this Ultra example, a panoramic sunroof fills the cabin with natural light, and the side windows offer plenty of outward visibility for nervous or curious passengers. Amenities in the second row include a pair of USB outlets (both varieties), map pockets, door bins, and a centre armrest with integrated cupholders. If cargo capacity is more of a priority, then the rear bench folds completely flat to increase boot space from 560 litres to 1445L. Even with both rows of seating in use, there's plenty of room to stash your stuff. A hands-free powered tailgate is standard on all variants bar the base petrol Lux. However, a spare wheel is absent, instead replaced by a tyre repair kit. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are now petrol, hybrid and plug-in hybrid powertrains on offer. ABOVE: Hybrid You can no longer get all-wheel drive with the petrol engine, though the petrol engine has received a bump in outputs of 20kW and 60Nm, to totals of 170kW and 380Nm. It has also swapped its seven-speed dual-clutch automatic transmission in favour of a nine-speed unit. The hybrid is unchanged, while there are new front- and all-wheel drive plug-in hybrid variants offering up to 106km of electric-only range. Over a week of urban testing, our hybrid tester consumed an average of 7.0 litres per 100km. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There's no mistaking that this Haval H6 is a hybrid. It slinks away silently in EV mode, emitting only a faint whir at low speeds. The steering feels light and natural, while the elevated driving position offers excellent visibility out the front windscreen and side windows. So far, so good. But it didn't take long for a problem to present itself – the indicator stalk. Annoyingly, it doesn't physically lock into place for a full signal, making it hard to distinguish between indicator modes. As such, I often found myself trying to cancel a right signal only to accidentally indicate left. It's an unnecessary nuisance that quickly grows frustrating during day-to-day driving. Then there's the throttle mapping. Although the H6 is a proper hybrid with punchy specs on paper, real-world performance is mixed. From a standstill, it struggles to put its power down effectively. It's all too easy to spin the front wheels if you apply any more than moderate pressure to the throttle pedal, which undermines both performance and safety. Once you're moving, however, acceleration is brisk and much more predictable. Indeed, if speed was measured solely on rolling acceleration, the Haval H6 would best most traditional hybrid SUVs. The dedicated hybrid transmission works well, with a seamless transition between electric and petrol power. That interplay between the power sources also renders the Haval H6 Hybrid an efficient option in the market. GWM claims it'll sip an average of 5.2 litres per 100km, and we achieved 7.0L/100km over a week of mostly urban driving. Sure, a RAV4 will be slightly more frugal, but it also doesn't pack the same punch. Beyond efficiency, you get up to 1000km driving range courtesy of a generous 61L fuel tank. Compared to cheaper alternatives, this Haval H6 Hybrid rides firmer and feels more controlled, and that's a good thing. It's not overly floaty over undulating tarmac, instead remaining relatively flat while soaking up harsh impacts. That's not to say this is a sporty vehicle – far from it – but it strikes the right balance between comfort and composure for daily driving. The Haval H6 Hybrid also feels at home on the highway, where its struggles in stop-start driving fade away. There's more than enough power under your right foot to keep up with traffic and perform high-speed overtakes, something that can't be said of all mainstream family SUVs. Semi-autonomous driving is also possible, should you prefer a more relaxed journey. The adaptive cruise control and active lane centring systems work together harmoniously… once you figure out how to use them – it took me a moment to figure out that you need to press the 'set cruise' button twice to active assisted driving. As is the modern way, the Haval H6 is loaded with active driver assist systems (ADAS). For the most part, they've been executed well. The driver fatigue monitoring system worked flawlessly throughout my test, and the overspeed warning function is more tolerant than most. However, the forward collision warning system is a little sensitive, often issuing false alarms. To counteract that, the infotainment system offers extensive configurability, allowing owners to tweak nearly every safety and assistance feature. With that said, some settings don't persist after restarting the car, so you'll need to make those adjustments every time you drive. All versions of the Haval H6 get high-resolution surround-view cameras, which are among the best going around. If that wasn't enough, the car will also park itself, if you're that way inclined. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are two trim levels in the 2025 GWM Haval H6 lineup. ABOVE: Ultra Hybrid 2025 GWM Haval H6 Lux equipment highlights: The Ultra adds: To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The Haval H6 petrol and hybrid lineup has a five-star ANCAP safety rating based on testing conducted in 2022, though this excludes the new PHEV variants which are currently unrated. Standard safety equipment across the range includes: Ultra variants also feature front parking sensors. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The GWM Haval H6 is backed by a seven-year, unlimited-kilometre vehicle warranty and an eight-year, unlimited-kilometre battery warranty. Servicing is required every 12 months or 15,000km, aside from the first service which is due at 10,000km. Service pricing is capped for the first five years of ownership, although the exact figure varies depending on powertrain. Base petrol variants are the cheapest to service at $2110 over the first five years, while PHEVs are slightly dearer at $2220 over the same period. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The updated GWM Haval H6 is a marked improvement over its predecessor, but lingering issues prevent it from being a segment standout in hybrid guise. The building blocks of an excellent affordable SUV are here, including a powerful and efficient hybrid powertrain, spacious and well-appointed interior, and cutting-edge tech. But it's tough to confidently recommend a vehicle that neglects some of the basics, like appropriate throttle mapping and comfortable seating. The good news for SUV buyers in 2025 is that there's an abundance of choice, even at the affordable end of the market. If you're interested in a Haval H6, you might find that the cheaper Chery Tiggo 7 offers better value. Otherwise, lower-spec versions of the Hyundai Tucson and Toyota RAV4 mightn't offer as much on paper, but they're both capable options. If your heart is set on a Haval H6, I'd actually be inclined to drop down to the turbo-petrol Ultra, which promises better value and the possibility of a better urban driving experience. Interested in buying an GWM Haval H6? Let CarExpert find you the best deal hereMORE: Explore the GWM Haval H6 showroom Content originally sourced from: H6 Pros Haval H6 Cons GWM is a brand on the rise in Australia, and the Haval H6 has played an instrumental role in its success. The cheap and mostly cheerful mid-size SUV first arrived in 2021 and has since become a sales darling. GWM has shifted more 35,000 examples since launch and that number is set to rise quickly with the introduction of this – the refreshed Haval H6. Updated styling, new tech, a more powerful petrol engine, and new plug-in hybrid (PHEV) variants headline the changes for 2025. Pricing remains competitive, too. There's just one problem – the Haval H6 may be a growing fish, but it's swimming in a very, very big pond. Mid-size SUVs are the most popular new-vehicle type in Australia, where the segment is jam-packed with family favourites including the Toyota RAV4 and Mazda CX-5, as well as cheaper challengers like the Chery Tiggo 7 and MG HS. Does the upgraded Haval H6 have what it takes to stand out from the crowd? We put the Ultra Hybrid to the test to find out. GWM has trimmed Haval H6 prices across the board, although the base price has actually risen by $2000 due to the axing of the entry-level Premium grades. The now entry-level Lux is $1000 cheaper than before, though GWM is continuing to offer stock of the pre-update Lux at $3000 off. Likewise, the Lux Hybrid is now $1500 cheaper than before, but $3000 more expensive if you consider runout offers. Our test vehicle for this review is the Ultra Hybrid, which slots in below both new plug-in hybrid versions of the H6. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The interior of the updated Haval H6 is an example of evolution, rather than revolution. The gear selector has been moved to the steering column, while a new 14.6-inch infotainment touchscreen replaces the old 10.25- and 12.3-inch units. There's a thicker steering wheel with sculpted indentations at the 10 and 2 o'clock positions, while our tester presented in the new optional cream interior colour scheme. All the aforementioned tweaks add value to the space, although most buyers would be wise to stay away from the bright yet easily dirtied cream interior. Measuring in at 14.6 inches, the centre infotainment screen is bigger and certainly better, but not without flaws. Despite featuring GWM's latest-generation operating system, the screen sometimes takes a while to boot up after starting the vehicle, and upsizing the display also seems to have had a negative impact on the sharpness of the graphics. The integration of wireless smartphone mirroring is convenient, yet I found wireless CarPlay to be less responsive than other native screen functions. At least CarPlay takes up the full screen – it's rare to experience nearly 15 inches worth of iPhone projection at this price point. Staying connected is also made easier by the relocation of the wireless phone charger to a more accessible location. The charger itself has been upgraded from 15W to 50W, and an additional pair of USB-A outlets can be found underneath the central bridge. If you prefer to disconnect while driving, the native system offers all the basics in a user-friendly package. A selection of handy shortcuts to key functions are pinned to the right side of the screen, although they disappear if you delve into Apple CarPlay. A separate set of 'quick keys' can be accessed by swiping down on the screen at any time. Unless you trust GWM's voice control system, you'll need to learn all these little tricks, as the Haval H6 remains devoid of physical switchgear bar a single strip of climate control buttons below the centre screen. Tech-driven minimalism is all the rage right now, and GWM continues to drive that trend for better or worse. The digital instrument cluster remains a 10.25-inch unit, but features a new visual layout previously seen in GWM's Tank models. It's slick, but lacking configurability, and the only way to cycle through data readouts is by using steering wheel buttons that double as volume controls… confusing, right? A head-up display rounds out the tech suite, which is a generous one compared to many rivals, all things considered. So, the tech gets a cautious tick, but what about the rest of the cabin? Our most recent review of the Haval H6 Hybrid complained about a lack of front seat comfort, and that's an issue that persists with this updated version. A pair of uncomfortable, unsupportive front seats let down the interior, compromising the driving experience. The base cushion is too flat, too slippery, and needs more in the way of thigh support, while lateral bolstering is another point of weakness. I don't think I've ever had so many complaints about a seat, and these issues undermine the inclusion of premium extras like seat heating and full electric adjustment. The pews are trimmed in a mix of perforated and smooth leatherette, the latter of which coats a host of interior surfaces, not limited to portions of the dash, door cards, and centre console. Indeed, a significant portion of the interior panels are finished in soft-touch materials, giving the Haval H6 a more premium feel. It also has rivals covered in the cabin storage department. GWM has extracted every inch of practicality possible out of this package, and you'll never fail to find a free nook or cranny. The door bins are huge, as is the centre console, and there's a generous tray around your ankles for loose mobile devices. Moving back to the second row, space remains a key selling point. This is a proper family SUV, with enough leg-, toe, and headroom for taller adults. Even the middle seat is relatively usable by segment standards, as there's no nasty hump in the floor. And, unlike the front row, the seats back here are relatively welcoming. Everything about the rear bench is soft and agreeable, great for long road trips. In this Ultra example, a panoramic sunroof fills the cabin with natural light, and the side windows offer plenty of outward visibility for nervous or curious passengers. Amenities in the second row include a pair of USB outlets (both varieties), map pockets, door bins, and a centre armrest with integrated cupholders. If cargo capacity is more of a priority, then the rear bench folds completely flat to increase boot space from 560 litres to 1445L. Even with both rows of seating in use, there's plenty of room to stash your stuff. A hands-free powered tailgate is standard on all variants bar the base petrol Lux. However, a spare wheel is absent, instead replaced by a tyre repair kit. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are now petrol, hybrid and plug-in hybrid powertrains on offer. ABOVE: Hybrid You can no longer get all-wheel drive with the petrol engine, though the petrol engine has received a bump in outputs of 20kW and 60Nm, to totals of 170kW and 380Nm. It has also swapped its seven-speed dual-clutch automatic transmission in favour of a nine-speed unit. The hybrid is unchanged, while there are new front- and all-wheel drive plug-in hybrid variants offering up to 106km of electric-only range. Over a week of urban testing, our hybrid tester consumed an average of 7.0 litres per 100km. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There's no mistaking that this Haval H6 is a hybrid. It slinks away silently in EV mode, emitting only a faint whir at low speeds. The steering feels light and natural, while the elevated driving position offers excellent visibility out the front windscreen and side windows. So far, so good. But it didn't take long for a problem to present itself – the indicator stalk. Annoyingly, it doesn't physically lock into place for a full signal, making it hard to distinguish between indicator modes. As such, I often found myself trying to cancel a right signal only to accidentally indicate left. It's an unnecessary nuisance that quickly grows frustrating during day-to-day driving. Then there's the throttle mapping. Although the H6 is a proper hybrid with punchy specs on paper, real-world performance is mixed. From a standstill, it struggles to put its power down effectively. It's all too easy to spin the front wheels if you apply any more than moderate pressure to the throttle pedal, which undermines both performance and safety. Once you're moving, however, acceleration is brisk and much more predictable. Indeed, if speed was measured solely on rolling acceleration, the Haval H6 would best most traditional hybrid SUVs. The dedicated hybrid transmission works well, with a seamless transition between electric and petrol power. That interplay between the power sources also renders the Haval H6 Hybrid an efficient option in the market. GWM claims it'll sip an average of 5.2 litres per 100km, and we achieved 7.0L/100km over a week of mostly urban driving. Sure, a RAV4 will be slightly more frugal, but it also doesn't pack the same punch. Beyond efficiency, you get up to 1000km driving range courtesy of a generous 61L fuel tank. Compared to cheaper alternatives, this Haval H6 Hybrid rides firmer and feels more controlled, and that's a good thing. It's not overly floaty over undulating tarmac, instead remaining relatively flat while soaking up harsh impacts. That's not to say this is a sporty vehicle – far from it – but it strikes the right balance between comfort and composure for daily driving. The Haval H6 Hybrid also feels at home on the highway, where its struggles in stop-start driving fade away. There's more than enough power under your right foot to keep up with traffic and perform high-speed overtakes, something that can't be said of all mainstream family SUVs. Semi-autonomous driving is also possible, should you prefer a more relaxed journey. The adaptive cruise control and active lane centring systems work together harmoniously… once you figure out how to use them – it took me a moment to figure out that you need to press the 'set cruise' button twice to active assisted driving. As is the modern way, the Haval H6 is loaded with active driver assist systems (ADAS). For the most part, they've been executed well. The driver fatigue monitoring system worked flawlessly throughout my test, and the overspeed warning function is more tolerant than most. However, the forward collision warning system is a little sensitive, often issuing false alarms. To counteract that, the infotainment system offers extensive configurability, allowing owners to tweak nearly every safety and assistance feature. With that said, some settings don't persist after restarting the car, so you'll need to make those adjustments every time you drive. All versions of the Haval H6 get high-resolution surround-view cameras, which are among the best going around. If that wasn't enough, the car will also park itself, if you're that way inclined. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are two trim levels in the 2025 GWM Haval H6 lineup. ABOVE: Ultra Hybrid 2025 GWM Haval H6 Lux equipment highlights: The Ultra adds: To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The Haval H6 petrol and hybrid lineup has a five-star ANCAP safety rating based on testing conducted in 2022, though this excludes the new PHEV variants which are currently unrated. Standard safety equipment across the range includes: Ultra variants also feature front parking sensors. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The GWM Haval H6 is backed by a seven-year, unlimited-kilometre vehicle warranty and an eight-year, unlimited-kilometre battery warranty. Servicing is required every 12 months or 15,000km, aside from the first service which is due at 10,000km. Service pricing is capped for the first five years of ownership, although the exact figure varies depending on powertrain. Base petrol variants are the cheapest to service at $2110 over the first five years, while PHEVs are slightly dearer at $2220 over the same period. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The updated GWM Haval H6 is a marked improvement over its predecessor, but lingering issues prevent it from being a segment standout in hybrid guise. The building blocks of an excellent affordable SUV are here, including a powerful and efficient hybrid powertrain, spacious and well-appointed interior, and cutting-edge tech. But it's tough to confidently recommend a vehicle that neglects some of the basics, like appropriate throttle mapping and comfortable seating. The good news for SUV buyers in 2025 is that there's an abundance of choice, even at the affordable end of the market. If you're interested in a Haval H6, you might find that the cheaper Chery Tiggo 7 offers better value. Otherwise, lower-spec versions of the Hyundai Tucson and Toyota RAV4 mightn't offer as much on paper, but they're both capable options. If your heart is set on a Haval H6, I'd actually be inclined to drop down to the turbo-petrol Ultra, which promises better value and the possibility of a better urban driving experience. Interested in buying an GWM Haval H6? Let CarExpert find you the best deal hereMORE: Explore the GWM Haval H6 showroom Content originally sourced from:
Yahoo
6 days ago
- Automotive
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Both the 2025 Toyota RAV4 and Subaru Forester Hybrid Are Winners. But One is a Champ.
Subaru is directly competing with the Toyota RAV4 hybrid after finally producing the Forester hybrid. Both are excellent, but I don't think Toyota has much to worry about… Yet. The Toyota RAV4 has been a hybridized hit since 2016. The system was so good, it helped Toyota sell millions upon millions of the economical SUV. In 2022, the RAV4 broke records by selling 1 million units globally. The Toyota RAV4 has plenty of competition, like the Hyundai Tucson Hybrid, the Kia Sportage Hybrid, and the Honda CR-V Hybrid. It also competes with the Mazda CX-50 hybrid (which uses the same hybrid system), and finally, a decade after the first RAV4 hybrid model year, the Subaru Forester Hybrid has entered the fray. Unlike the Crosstrek hybrid of 2019, which used an older Toyota system, the 2025 Subaru Forester hybrid is mostly Subaru's doing. Toyota was there to help develop the system, but Subaru engineers were at the helm this time—creating a hybrid SUV with a true, mechanical AWD system. Subaru may have shown up fashionably late to the compact AWD hybrid SUV party, but she's here to disrupt the numbers and show people what she's made of. Is it enough to top the charts? After driving both back-to-back, here's what I think. This story is 100% human-researched and written based on actual first-person knowledge, extensive experience, and expertise on the subject of cars and trucks. The Forester is Priced Fairly, But the Toyota Has More Options For the Toyota RAV4 hybrid, there are seven trims, ranging from the base LE to the plush Limited. Prices range from $32,600 to $40,905 MSRP, making it a very cost-effective choice for a wide range of buyers. The Forester hybrid has four trims, starting with the Premium Hybrid and going up to the Touring, ranging from $36,385 to $43,295 MSRP. That price range is fair for both SUVs, especially compared to their competitors. The Kia Sportage ranges from $30,290 to $40,390, and the Hyundai Tucson starts at $34,960 and goes up to $42,790. The Honda CR-V hybrid's base price is $35,630, while the top-tier price is $42,250, and the Mazda CX-50's pricing is $33,970 to $40,050. Therefore, the Subaru is the most expensive option out of the best AWD hybrid SUVs. Of course, this is all based on MSRPs—the dealer is who sets the final price—but it raises an important question: do the options and AWD system justify the price?The Subaru's AWD System is More Capable, But at a Cost I'll explain the differences between the RAV4 hybrid's AWD system and the Subaru Forester hybrid's simply: the Subaru's AWD system is permanently active, while the Toyota's is 'on demand.' When slipping isn't detected, the Toyota's electronic rear axle—which isn't physically connected to the front axle with a driveshaft like the Subaru—doesn't see 50% of the engine's power. Instead, it's front-wheel drive biased, so it's more FWD until computers and sensors determine a 50:50 split is needed. So, it's no surprise that the Subaru was incredibly poised and ready for off-road driving. Toyota's system is still effective in slippery conditions, especially in 'Trail' mode, but it's not as rugged as Subaru's, making the Subaru more appealing for those who want to push their Forester to the limits (especially with X-MODE). But a more robust system that can't be shut off or have power diverted to save mileage is thirsty. When I was driving the Forester hybrid, I averaged 29.5 mpg. In the Toyota, I saw 36.2 mpg, and 36.3 when I put it in Eco mode. That's a very significant difference. Granted, 29.5 mpg combined is a vast improvement over the gas-powered version of the Forester, and impressive for a truly AWD SUV. And it should be noted that a majority of my driving was around town. Bend doesn't have a freeway with speeds higher than 45 mph; otherwise, I'm sure mileage would have been much Far as Space is Concerned, the Subaru Felt Roomier If we look at cargo space figures, the Toyota offers more space. Behind the rear seats, it has 37.6 cubic feet of space. The Subaru has technically less at 26.9 cubic feet, but after having both back-to-back, the Subaru felt bigger. The rear passengers had more legroom, and the taller ceiling means more stacking capabilities. When the rear seats are folded down, though, the Forester has more space at 74.2 cubic feet compared to the Toyota's 69.8 cubic feet. What I also noticed was that a taller roof meant larger windows, which helped open up the interior, let in more natural light, and provide a much better view of the world around me. The large sunroof was a bonus, too, since my toddlers got to enjoy looking up at the trees while we played around off-road. The RAV4 also had a large sunroof, but the lower seating position combined with the smaller windows made it slightly harder to see out of. Both SUVs, too, come with ample aftermarket support so roof rails, crossbars, and cargo boxes or baskets can be installed for added Power is Important, Toyota is On Top No trim level of either the Toyota RAV4 or the Subaru Forester hybrid comes with a turbo. And neither SUV is known for its track capabilities. However, it should be noted that if power is factored into a buying decision, the RAV4 is not power-shy. Combined with the battery pack, the Toyota generates 219 horsepower. It's no F1 car, but it's pretty quick off the line and has just enough power to pass slow trucks (safely, of course). The Subaru Forester hybrid produces a combined 194 horsepower, and Subaru says the battery improves acceleration by 10 to 15%. I immediately noticed an improvement in acceleration and handling over the gas-only Forester, but it's still pretty slow compared to the RAV4. No one buys a hybrid for the power in the pedal, but the RAV4 had a lot more spirit compared to the Subaru's Interior Is More Open and Tech-Forward As I mentioned before, the high seating position paired with the large windows made it super easy to see out of. Especially since there wasn't a tablet sticking up over the dashboard line. Subaru's 12-inch infotainment screen is nicely integrated into the center console, so everything's easy to access and see. Now, I do have a bone to pick with whoever decided to bury a majority of the controls in the screen, but I at least appreciate that they're easy to manipulate and see, even with a phone mirroring program in use. Toyota's interior was much more no-nonsense, which I liked. But the typical Toyota issues with connectivity quickly showed themselves, while I didn't have a single issue with Android Auto in the Subaru. I do prefer the sound system in the Subaru, too. Both utilize traditional shifters, and have easy-to-read digital gauges that can be customized and manipulated fairly easily. But, I liked the differing colors and textures in the Subaru better. The RAV4 I drove was the XSE model, which came in the beautiful Calvary Blue with the black leather interior and blue accent stitching, which was very complementary. But the wide-open and colorful interior of the Subaru was much more Families, the Forester Hybrid Feels like Home The Toyota RAV4 hybrid is popular for several excellent reasons: it's easy to drive, easy to pack the family into, the mileage is impressive, and it's very cost-effective. The car seats were easy to install, there was plenty of room for them and their toys, and the sunroof was adored. Just like the Forester. However, the first thing my oldest said when she climbed into the Forester was how big the windows were, and the lower entry point made it easy for her to climb in and out of. The lower entry point and bigger doors made their car seats even easier to install over the Toyota, too. The upper tether point was just on the back of the seat, and it was so easy to access and secure that I didn't even need to open the trunk. Loading the truck was also easier thanks to the lower entry, making Costco trips a breeze, and unloading the groceries even easier. It felt like a more seamless addition to my family with littles, and dog owners would appreciate it, too. The Toyota's seats were leather with a fabric center, which helped the seats keep their shape after I installed car seats in it, which was a huge perk to me. The Forester's seats were a leatherette material, which was super easy to keep clean, but definitely suffered creases from their car seats.I Recommend Both, But for Different Reasons If someone were cross-examining either AWD hybrid SUV solely for the hybridization, the Toyota wins every time. Toyota's been making and refining its hybrid systems for decades, and now, on its fifth generation, the hybrid system is—dare I say it—superior to just about any other hybrid system out there. The RAV4 hybrid gets 36.2 mpg combined because Toyota's got hybrids down to a simple science, while other automakers are playing catch-up. Subaru benefits from having Toyota's engineers on speed dial, but this is the first model year of the Forester hybrid, and that always makes me wary. Now, if someone were looking at the two based on the AWD capabilities or passenger space, I'd wholeheartedly suggest test-driving the Subaru. Similar to my logic with Toyota, Subaru's been making its legendary AWD system for decades. They know better than to fix what isn't broken, and the Forester hybrid shows that. Yes, it's thirsty, but it's a testament to the system's capabilities and rigidity over an 'e-axle.' All that is to say that both are excellent choices, and I wouldn't harshly judge anyone who bought one instead of the other. Even as family SUVs, I was sad to see both of them go. Now, let's hope Subaru takes notes and gets an Outback hybrid out. Both hybrids will sell like hot cakes.
