Great Wall Motor's (GWM) new H10 is a six-seat SUV that leans hard into family use: the body measures nearly 5.3 metres (17.4 ft), the wheelbase is 3 metres (9.8 ft), and the third row is one adults can actually sit in. The seat cushion sits 358 mm (14 in) off the floor, which the reviewer says leaves adequate headroom, though legroom is only middling and larger passengers may find their knees brushing the seat ahead. In a segment where many six-seat SUVs still treat the third row as child-only space, that is the H10's main argument, according to a review by Chinese outlet Autohome.
Access is easier than most: the aisle between the second-row seats is 192 mm (7.6 in) wide, so passengers can walk into the third row without folding anything down. Boot space is 316 litres in normal configuration - enough for four 20-inch cabin bags - and expands to 1,056 litres with the third row folded, which the review says will take 15 of those bags. A 7.7-litre fridge that runs from -6°C to 50°C with remote pre-cooling and pre-heating is fitted, along with anti-slip phone slots in three of the doors.
Powertrain, charging and chassis
The H10 uses GWM's Hi4 plug-in hybrid (PHEV) system: a 1.5-litre turbocharged engine paired with two electric motors, for a combined 440 kW (590 hp) and 722 Nm (532 lb-ft) of torque. A four-speed transmission built for hybrid duty helps it reach 100 km/h from rest in 4.9 seconds, the review says.
The version tested, the Hi4 Ultra six-seat model, carries a 42.8 kWh battery. Its CLTC-rated electric range is 227 km (141 miles) - about 193 km (120 miles) on WLTP terms, since China's CLTC cycle flatters real-world range. Combined range with the engine is quoted at up to 1,404 km (872 miles), and a 15-minute charge is said to add 126 km (78 miles). The reviewer measured 30-80% charging in 16 minutes, close to the official figure, and a trip average of 24.3 kWh per 100 km (about 2.6 miles per kWh).
Underneath, the H10 runs double-wishbone suspension at the front and a five-link set-up at the rear with EDC electromagnetic dampers, which adapt within milliseconds to the surface, ironing out broken tarmac and speed bumps while limiting body roll at speed. On the assisted-driving side, GWM's Coffee Pilot 3 platform uses 27 sensors, including cameras and lidar, for full-scenario NOA (navigate-on-autopilot, covering city and highway driving) and automated parking, at L2 level.
The trade-offs
Size cuts both ways. The 5.3-metre body and flared wheel arches give the H10 its presence, but make it awkward on narrow city streets and in the tight lanes of older residential compounds, where the risk of scrapes rises. For inexperienced drivers, or owners who park in cramped spaces every day, the review warns the dimensions will make day-to-day use noticeably harder.
Wind noise is the second complaint. The boxy body and near-vertical D-pillar are what create the cabin space, but they also raise aerodynamic drag: refinement is acceptable at low speed, and at highway pace wind noise becomes clearly audible, which the reviewer says will bother buyers who prioritise a quiet cabin or in-car audio.
The verdict from the review is that the H10's core strengths - genuine six-seat space, a long-range plug-in hybrid powertrain and a stable chassis - make it a strong contender in China's 200,000-yuan (about $28,200) six-seat SUV class, a guide price before local taxes and purchase incentives. Buyers whose driving is mostly short urban trips and frequent tight parking, and who want maximum quiet, may find the weaknesses weigh heavier. As the review puts it, there is no car that suits everyone - only one that fits the way it will be used.
Based on reporting by Autohome. Edited and published in English by geisou.
