According to The Wall Street Journal, multiple sources who attended the Mustang four-door reveal said it would use hybrid power, without providing any other powertrain specifics, while another said it would be a hybrid V8.

The automaker has yet to publicly confirm the four-door Mustang or the powertrains it's considering for the new model.

As far back as 2021, Automotive News reported Ford was working on a hybrid Mustang for launch in 2025, while references to 2.3-litre four-cylinder and 5.0-litre V8 hybrid powertrains appeared on the LinkedIn profile of an engineer who worked on the current S650-series Mustang.

Sources later told Automotive News in 2022 that proposed hybrid variants of the Mustang, as well as a new all-wheel drive option, had been cancelled. Two years later, however, Ford Authority reported a hybrid Mustang was back in development.

One of Ford’s most important models alongside its F-Series pickups, the rear-wheel drive Mustang ‘pony car’ has avoided any form of hybrid or electrification – discounting the unrelated Mustang Mach-E electric SUV – despite rivals taking the plunge.

This has included US rivals such as the Dodge Charger, available in two- and four-door body styles, which saw petrol engines reintroduced in 2025 after an electric-only version launched the previous year failed to sell strongly.

Chevrolet axed the Camaro, the Mustang's arch-rival, in 2023, although it may return as a four-door sedan for the 2029 model year as a rival to the upcoming Mustang and Charger four-doors. It's unclear if it'll follow the Chevrolet Corvette sports car, which gained a 6.2-litre V8 hybrid powertrain with its latest C8 generation.

More broadly, Mercedes-AMG dropped V8 engines from its C63 sedan and wagon in favour of a plug-in hybrid four-cylinder powertrain, later admitting the move was a mistake following a dramatic sales plunge, while Porsche introduced a hybrid version of its iconic 911 sports car alongside non-hybrid models.

The current 5.0-litre V8 is the fourth generation of Ford’s ‘Coyote’ engine and makes 345kW/550Nm in the current Mustang GT sold in Australia, increasing to 349kW/548Nm in the Dark Horse and Dark Horse T8-Spec Pack versions.

The engine also forms the basis of V8s used in other models, including the F-Series, and is the backbone of several factory-backed Ford Racing programs, including sports car competition and Australia’s Supercars category.

Ford CEO Jim Farley has previously said the Blue Oval will continue making V8s for "as long as God and the politicians let us".

Ongoing production of the Coyote may also enable the Mustang, which remains Australia’s best-selling sports car year-to-date in 2026, to continue offering a six-speed manual transmission.

Sales of conventional non-plug-in hybrids in the US have increased significantly over the past three years, rising 169 per cent between 2022 and 2025, with more than two million sold last year to account for 12.7 per cent of new-car sales.

So far in 2026, hybrid sales in the US are at a record 16 per cent market share.

A potential avenue for a hybrid Mustang may also lie in its entry-level Ecoboost versions, which use a 2.3-litre turbocharged four-cylinder petrol engine and 10-speed automatic.

Ford produced a plug-in hybrid version of this engine for its current Ford Ranger, where it uses the 10-speed transmission and offers 207kW/697Nm, 2.9L/100km fuel economy and only 66g/km of carbon-dioxide (CO2) emissions.

In Australian versions of the Mustang, the smaller engine makes 232kW/475Nm, with combined fuel consumption of 9.4L/100km and CO2 emissions of 215g/km.

Following significant losses on electric vehicles (EVs), Ford CEO Jim Farley said the brand would look to leverage its ‘icons’ such as Mustang and turn to hybrid and extended-range electric vehicle (EREV) technology.

The Ford Bronco New Energy coming to Australia in 2027 is a prime example, leveraging the Bronco name and image with an EREV powertrain. The Ford F-150 Lightning EV, never officially sold here by Ford, was dropped in 2025 and will return with an EREV powertrain instead.

Mr Farley also promised more affordable models after the brand announced it would drop its cheapest SUV, the Escape, in the US last year. A Toyota RAV4 rival, the Escape was last offered in Australia in 2023.

The four-door Mustang, according to Automotive News, will be priced below $US40,000 (A$56,624) in the US, where the current Mustang starts at $US32,995 (A$46,709), with V8 models from $US47,796 (A$67,661).

The 2026 Mustang starts at $72,990 before on-road costs in Australia, with the V8-powered Mustang GT from $84,917 before on-roads.

MORE: Explore the Ford Mustang showroom

Ahead of the Type 01’s full unveiling in New York on October 6, 2026, Jaguar has shown off the interior of the new ultra-luxury electric vehicle (EV).

The central ‘spine’ seen in the cabin of the 2024 Type 00 concept has been carried through to the production vehicle, bisecting the interior and creating four individual spaces.

A large digital instrument cluster sits ahead of the driver, while there’s a small touchscreen in the centre of the dashboard that can be used to adjust the climate control and sound system volume.

Missing in these images is an infotainment touchscreen, though in the concept this was seen to fold up from the dashboard, as is likely the case for the production vehicle given Jaguar talks about “control on demand” digital interfaces and “hidden-until-needed technologies” in its press release.

Jaguar also makes note of “concealed compartments” and “unexpected moments of colour”, suggesting there will be various ‘surprise and delight’ features.

There’s a digital rear-view mirror, but it’s actually positioned at the base of the windscreen – at the same height as the exterior mirrors – to “help the driver focus”.

No rear windscreen is visible in the interior shots, though there's an expansive panoramic fixed-glass roof.

Instead of the clubby leather-and-wood cabins seen in Jaguars of yore, there’s a minimalist look overall with new materials inspired by brass and travertine stone.

The brass-inspired material runs along the central spine and the tops of the doors.

Striped trim on the bonnet is met with a matching pattern on the dashboard, again closely resembling the concept, while Jaguar’s ‘leaper’ logo is positioned on the door panels against a striped background.

“In contrast to the horizontal interior design norm, we emphasise its dramatic longitudinal nature through the central spine – an architectural statement that creates four individual spaces,” said Jaguar chief interior designer Thomas Holden in a release.

“With authentic materials, technology on demand and reductive flowing surfaces, Type 01 presents unmistakable drama and theatre that will define the modern luxury automotive interior of the future.”

Ahead of its unveiling on October 6, Jaguar is displaying a prototype Type 01 at Monterey Car Week in California this week, wearing a “distinctive new wrap”.

No wrap can conceal the Type 01’s bold proportions, with a long bonnet that says ‘V12 grand tourer’ more than ‘EV’, as well as a rakish roofline, sheer sides, and short overhangs.

Described as a 'luxury four-door GT', the Type 01 will feature air suspension and a tri-motor all-wheel drive electric powertrain producing more than 735kW of power and 1300Nm of torque.

It’s set to use an 800V electrical architecture and a huge 120kWh battery reportedly good for over 690km of electric range, and offer features such as four-wheel steering.

The Type 01 debuts the new Jaguar Electric Architecture (JEA), which can’t support combustion power – it’s electric or nothing.

The electric GT was first revealed in concept form in December 2024 and represented a sharp departure from the X391-series XJ limousine, which was set to become Jaguar’s new electric flagship before it was unceremoniously cancelled by former JLR CEO Thierry Bolloré early in 2021, just months ahead of its debut.

Mr Bolloré announced the XJ had been cancelled as it was “not fitting” with his new vision for the Jaguar brand, which was also announced in 2021 to be transitioning to a more exclusive market positioning – and going electric-only in the process.

The JLR CEO subsequently announced in November 2022 he was stepping down from the top role, while chief creative officer Gerry McGovern – under whom the Type 00 concept was designed – was officially announced earlier this year to have left the company, following reports he was walked from the building.

JLR currently isn't manufacturing any Jaguar models globally, even in China where it has a joint venture with Chery.

The existing Jaguar lineup progressively exited production during 2024 and 2025, leaving the brand with only leftover stock of its discontinued models to sell.

However, the Type 01 will reportedly be joined by two more models based on the new JEA, with Jaguar ditching its role as a British BMW competitor and instead aiming its sights higher at the likes of Bentley.

Unlike Jaguar's previous (and thus far only) EV, the defunct I-Pace electric SUV which battled the likes of the BMW iX3, the Type 01 is positioned more towards the ultra-luxury Rolls-Royce Spectre and Cadillac Celestiq.

However, Jaguar has previously indicated the Type 01 will be priced from around £100,000 (~A$191,000), making it vastly more affordable than either of those full-size electric grand tourers.

MORE: Explore the Jaguar showroom

That's a bigger deal than it first sounds. GWM could have just kept selling the 2.4-litre turbo-diesel and hybrid versions, but the numbers say it needs more.

Five of Australia's 10 best-selling models last year were diesel-powered, and this segment in particular still runs on it. If you want to be taken seriously against a Ford Ranger or a Toyota HiLux, you need a high-output diesel powertrain.

What GWM is chasing here is torque. The new engine – codenamed GW4F30 – makes 170kW of power and 620Nm of torque, the latter held flat over 1400-2400rpm. Claimed fuel consumption is 7.3L/100km on the combined cycle, braked towing capacity is 3500kg, and payload is 945kg.

For context, the Ranger V6 makes 184kW and 600Nm and uses a claimed 8.4L/100km, and it only gets a rear differential lock (with the exception of the new Super Duty). The Cannon Alpha comes with front, centre and rear diff locks alongside its low-range transfer case.

There's a broader piece of context worth understanding too. Under the federal government's New Vehicle Efficiency Standard (NVES), brands with almost nothing electrified in their lineup risk hefty penalties if they don't meet tightening emissions caps.

While some rival brands are rushing to introduce 'new energy' powertrains or cutting higher-emitting variants, GWM's answer is to cover every base – diesel, hybrid, plug-in hybrid and eventually full electric in the 4WD space– so buyers aren't forced into a drivetrain that doesn't suit them. It's the right game to be playing.

Inside is where the real change is

You won't pick this as a 'new' model in the carpark. Externally, it's the Cannon Alpha you already know, but almost everything has happened inside.

The headline change is the infotainment system. The Cannon Alpha's old operating system was fine without ever being impressive. This one, called Coffee OS, is a genuine step up.

We first sampled it in China at the Shanghai and Beijing motor shows, and it's sharp and fast, which matters more than any single feature – it means the hardware has headroom for future updates rather than getting slower every time GWM adds something to it.

Satellite navigation is built in, there's an app suite, and the glare problem the old screen suffered from appears to have been dealt with.

The impressive part is how much of the Chinese-market functionality has survived the trip. These cars are loaded with clever features at home, and Australia usually gets a stripped-back version of it. Here, it looks like a real effort has been made.

The digital instrument cluster now changes with the drive mode you've selected, and it talks to the head-up display as well.

There's new woodgrain trim through the dashboard, and the integrated brake controller has been mounted up on the dash where you can actually see and reach it.

It's neatly done, and it's the sort of detail that suggests somebody thought about how the thing gets used rather than just ticking a spec box.

The rest of the cabin carries over, which is no bad thing. It still feels more premium than it has any right to for the money.

How it drives

Our time was limited and the car was a pre-production development mule with wires running through the back of it and tape on the bodywork, so treat this as an early taste test rather than a verdict.

The first thing is smoothness. This engine is quiet and refined relative to segment standards, and it doesn't clatter the way the HiLux's 2.8-litre oiler does. There's a decent slug of wind noise in the cabin, but you can put most of that down to the tape and cabling hanging off our development car. Crucially, the engine isn't the thing making the noise.

Off the line it gets up and moves without ever feeling like a shove in the back. It's a generous, linear kind of punch, and it feels stronger than the four-cylinder diesels it's up against. It's worth remembering the Cannon Alpha is a physically large dual-cab, considerably bigger than the regular Cannon, so that 620Nm has plenty of mass to shift.

We ran it up to 120km/h to get a read on straight-line pace, and it's slower than a V6 Ranger, though not by a huge margin. That'll be due to mass more than anything. Interestingly, in Sport mode it doesn't automatically default to four-wheel drive, though the mode is there if you want it.

The ride is the surprise

The suspension and steering tune was developed locally, and it's the single biggest improvement over the current model.

GWM did that work at Lang Lang before the proving ground changed hands and the brand lost access to it. What came out of that program is now being deployed in other markets, which tells you something about how well the Australian chassis tune has been received. Chinese roads are generally smooth, so cars developed for them tend to be soft, and soft doesn't work across Australia's extensive, varied and relatively poor-quality road network.

On the highway circuit it was noticeably more settled and more confidence-inspiring than the Cannon Alpha you can buy today. On a simulated country road with mid-corner bumps, body roll was well contained, and while you feel a touch of firmness on the outer edge of a bigger hit, it's exactly that firmness stopping the body from wallowing.

The corrugated gravel section is where it earned its money. Corrugations mid-corner are what catch a lot of ladder-frame vehicles out – your tyres skate across the ridges, you lose most of your steering authority, and a hyperactive stability control system turns a bumpy corner into a genuine problem.

Switched into Mud mode, which splits torque evenly front to rear and can't be used on sealed surfaces, the Cannon Alpha stayed remarkably composed. The stability control shifts into a looser calibration and gives you more latitude to place the vehicle, instead of intervening every time a wheel goes light. On the road, this same surface would have the system tying itself in knots.

So, is it any good?

On a short drive, on a closed facility, in a pre-production vehicle, it's very promising. The engine is smooth and strong enough, the infotainment is finally competitive, and the ride quality is genuinely good.

The questions that matter now are the ones we couldn't answer in an hour. What's it like loaded up? What's it like with 3500kg on the back?

A V6 engine has two extra cylinders to lean on when the work gets hard, and no amount of torque on a spec sheet settles that argument.

GWM has signalled the Cannon Alpha 3.0TD will start under $60,000 drive-away. If it lands there, the Ranger and HiLux have a real problem.

We'll get the upgraded diesel dual-cab back for a full test closer to launch, so stand by for our full verdict.

CarExpert can save you thousands on a new GWM Cannon Alpha. Click here to get a great deal.

Click the images for the full gallery

MORE: Explore the GWM Cannon Alpha showroom

The base Dynamic retains the pre-update model’s front-wheel drive configuration, and is priced at $41,990 before on-road costs, while the Premium adopts rear-wheel drive and is priced at $46,990 before on-roads.

Deliveries of the updated Atto 3, or Atto 3 Evo as it’s referred to, will commence in September 2026.

The upgraded SUV is more expensive than the pre-update lineup, which opened at $39,990 plus on-roads for the Essential and topped out at $44,990 plus on-roads for the Premium.

However, there have been a raft of changes made to this small-to-medium electric SUV.

The Premium now features an 800V electrical architecture, while a new 74.88kWh ‘Blade’ lithium iron phosphate battery powers a 230kW/380Nm electric motor.

BYD touts a maximum DC fast-charge rate of 220kW, allowing for a 0 to 80 per cent charge in 25 minutes, and an AC charge rate of 11kW, while the Atto 3 Evo Premium now has a range of 510km on the WLTP cycle.

The Atto 3 Evo Premium can also jet from 0-100km/h in a claimed 5.5 seconds, which BYD says is comparable with “homegrown Aussie V8 muscle cars from generations gone by”.

Braked towing capacity has also doubled to 1500kg.

The base Dynamic is unchanged from the pre-update Atto 3. This means a single 150kW/310Nm front-mounted electric motor, a 400V electrical architecture, and a 60.48kWh LFP battery.

WLTP range remains 420km, with the battery able to be charged at up to 110kW on DC power – with a 0-80 per cent charge taking 41 minutes – and at up to 7kW on AC power.

The Essential, with its smaller 49.92kWh battery, hasn’t been carried over to the updated range, while the new dual-motor all-wheel drive powertrain offered overseas doesn’t feature in the local lineup.

Both the Dynamic and Premium have 3.3kW vehicle-to-load (V2L) capability, allowing you to power small appliances.

The exterior changes are subtle – a sharper front bumper, slimmer side skirts, new 18-inch alloy wheel designs, and revisions to the rear bumper, spoiler and tail-lights. 

Dimensionally, the Atto 3 is unchanged. It measures 4455mm long, 1875mm wide and 1615mm tall on a 2720mm wheelbase, making it 60mm shorter, 10mm narrower and 40mm lower than the Leapmotor B10 on a 15mm shorter wheelbase. 

Despite this, the Atto 3 is classified in VFACTS sales reports as a medium SUV, while the B10 is classed as a small SUV.

The interior retains its quirky design cues, from the guitar strings on the door trims to the unusual door handles and cylindrical centre air vents.

However, the two-tone blue and off-white interior of the pre-update model – complete with its bold red highlights – has been replaced with a much more subdued grey colourway.

The chunky console-mounted gear shifter is gone, and there’s now a slim, column-mounted stalk used for gear selection.

This has seen the wireless phone charging pad – now with a 50W output, up from 15W – repositioned to a more prominent place on the centre console. There are still physical switches on the centre console, but they’ve been moved further back towards the centre armrest.

The 15.6-inch touchscreen runs BYD’s latest generation of infotainment, which the company says brings a cleaner interface, quicker response times, and more intuitive location of key functions. Wired and wireless Apple CarPlay and Android Auto connectivity remains standard. 

The 5.0-inch digital instrument cluster has been replaced with a larger 8.8-inch unit in both variants, while there’s a new steering wheel design and redesigned door panels.

The base Dynamic gains rain-sensing wipers and ventilated front seats, and picks up the front seat heating and eight-speaker sound system previously exclusive to the old Premium.

There’s also a new child presence detection function that uses sensors inside the cabin to detect if a passenger has been left behind.

The Atto 3 Evo Premium gains dual-zone climate control and four-way power lumbar for the power-adjustable driver’s seat, as well as active front cross-traffic assist.

The Premium is the practicality champion of the range. Despite the rear-mounted motor, boot space has actually grown from 434 litres to 490L (and from 1340L to 1360L with the rear seatbacks folded), while there’s now a 101L storage space under the bonnet where the electric motor sits in the base Dynamic.

The Atto 3 Evo carries over the same exterior colours, with Ski White paint standard and Harbour Grey and Cosmos Black finishes costing an extra $600. Atlantis Grey is offered exclusively on the Premium, also for $600.

After limited runs of models like the T3 van and e6 people mover, the BYD brand properly commenced volume sales in Australia with the original Atto 3 back in 2022.

BYD’s local lineup has continued to grow since then, with the small Atto 2 and mid-size Sealion 7 electric SUVs launched last year as bookends for the Atto 3.

It’s no longer BYD’s highest-volume model, with the Sealion 7 having overtaken it.

Nevertheless, BYD has delivered 3329 Atto 3 SUVs this year to the end of July, outpacing the Leapmotor B10 (607) and C10 (301) and the Deepal S07 (559).

While there are various vans, including the Ford Transit, that are offered here simultaneously with front- and rear-wheel drive, this is far less common among passenger cars and SUVs.

The last passenger car to be offered here simultaneously with front- and rear-wheel drive was the MG ZT, withdrawn from Australia in 2005, while Volvo switched the electric Recharge version of its XC40 to rear-wheel drive in 2023 and sold this alongside front-wheel drive, combustion-powered XC40 variants.

Overseas, General Motors has simultaneously offered front-, rear- and all-wheel drive versions of its Chevrolet Blazer EV.

Pricing

MORE: Explore the BYD Atto 3 showroom

Per the South Australia Police page on Facebook, officers responded to a collision at Chandlers Hill shortly after 7:00am on Tuesday, August 11.

Fire crews and SA Ambulance also attended the crash site to extricate a 21-year-old Seaford Heights man from the wreckage of the Mitsubishi 380.

Fortunately, he was the only occupant of the vehicle, and he was taken to hospital for treatment of minor injuries only.

It’s unclear if wet weather was a factor, and South Australia Police hasn’t confirmed what speed the vehicle was travelling at.

The side of the 380 impacted with the tree, bending the Mitsubishi so much it almost resembles a keyhole. A close-up shot of the front-passenger side of the interior is a sobering reminder of how this crash would have likely been fatal for an occupant on this side of the cabin.

The force of the crash also saw the impacted tree fall down, blocking the road and forcing its closure for several hours.

South Australia Police says it’s continuing to investigate the circumstances of the crash.

The 380 received a four-star rating from independent safety authority ANCAP in 2005, beating its Magna predecessor's three-star score. It received a side impact score of 15.69 out of 16.

Production of the 380, Mitsubishi's last Australian-built vehicle, ended in 2008.

Per a Chinese Ministry of Industry and Information Technology (MIIT) certification filing shared by CarNewsChina, the six-seat Tai 9 measures 5270mm long, 1999mm wide and 1850mm tall on a 3130mm wheelbase.

That makes it 75mm longer, 5mm wider and 55mm lower than the B8 on a 210mm longer wheelbase.

It’s expected to be launched in China later this year, though it's unclear at this stage if it will come to Australia where it could be badged as a Denza.

"Denza is but eight months young in this market. We need a considered and careful approach with our lineup, one that is commensurate with the brand’s development in the market and respectful to our dealer network and their capacity while we are still building our foundations," said a spokesperson for BYD and Denza in Australia, which appears to suggest the model is only being considered for Denza showrooms.

While it has yet to be confirmed for Australia, BYD filed to protect the Ti9 nameplate in December 2025; likewise, it has filed to protect the Ti7 trademark, which is expected to be used on the Fangchengbao Ti7 in Australia.

It’s unclear yet whether the Ti7 will be sold here as a BYD, as it will in the UK, or as a Denza, like all other Fangchengbao models are sold in Australia.

The Tai 9, like its smaller Tai 7/Ti7 sibling, features car-like unibody construction instead of more rugged body-on-frame construction like the Denza B5 and B8 off-road SUVs.

However, all four of these SUVs offer plug-in hybrid (PHEV) powertrains and lithium iron phosphate (LFP) batteries.

In the Tai 9’s case, there’s a 115kW 1.5-litre four-cylinder petrol engine mated with electric motors front and rear, each with a total peak power output of 200kW, with CarNewsChina reporting it’ll also use a 66.48kWh LFP battery with 310km of electric range on an unspecified test cycle.

Its kerb weight ranges between 2865kg and 2965kg, making it lighter than the smaller Denza B8 which tips the scales at 3290kg. The Tai 9 will also be offered with 21-inch or 22-inch alloy wheels.

CarNewsChina has also shared interior imagery, revealing a small digital instrument cluster and a huge screen assembly that incorporates a central touchscreen and a passenger touchscreen.

The Tai 9 isn’t the only Fangchengbao model for which BYD has submitted a trademark filing in Australia.

Earlier this year, it filed to protect the B3 nameplate, pointing to a potential Australian launch for the mid-size Fangchengbao Tai 3 crossover SUV. This model is being launched in markets such as Thailand and Costa Rica as the Denza B3, despite the larger Tai 7 being introduced there under the BYD brand.

Denza models globally are a mix of vehicles developed specifically for the Denza brand (D9 people mover, Z9 GT shooting brake) and Fangchengbao vehicles (B5, B8).

It would be unusual for Fangchengbao’s ‘Titanium’ line of vehicles to be split across the BYD and Denza brands in Australia, however, it’s possible this could be the case.

MORE: Explore the BYD showroomMORE: Explore the Denza showroom

"Our very special Land Down Under car will be… auctioned at the beginning of next year," Porsche Cars Australia CEO Daniel Schmollinger told local media in Sydney.

“I think we can safely say [it will sell for] seven digits," added a Porsche Cars Australia spokesperson.

A date and location for the auction will be announced 'in due course'.

Porsche has also revealed that it intends to part with its 'compass cars' – a quartet of commemorative models inspired by different corners of Australia’s “vast 7.6-million square kilometre landscape”.

However, it's unclear whether the four vehicles – based on the Panamera 4 E-Hybrid, Macan 4S, Taycan 4S Cross Turismo and Cayenne S – will be auctioned off alongside the Land Down Under.

“The compass cars will be sold at one point in time. We will keep them, of course, for our different events that we have across the country," confirmed Mr Schmollinger.

Revealed late last week, the Australia-themed Land Down Under is the product of a collaboration between Porsche's local arm, the German automaker's Sonderwunsch (special request) customisation team, the in-house Style Porsche design division, and globally renowned contemporary artist Werner Bronkhorst.

It presents in two new Chromaflair exterior paint finishes – Terra Australis Red and Southern Cross Blue – with the bodywork painted by hand over 300 hours to create a detailed gradient effect reminiscent of an outback sunset.

Other exterior highlights include Turbo Exclusive wheels painted Southern Cross Blue, a semi-hidden ‘75’ script on the roof, and a series of miniature artworks dotted across the exterior depicting iconic Australian fauna and human-inspired motifs.

Inside, Dark Night Blue and project-specific Coolibah Brown leather feature across the dash, doors and steering wheel, joined by Australian Silky Oak wood inlays.

The sports seats feature 14,417 perforations arranged to resemble paintbrush strokes, while a topographical map of the Blue Mountains spans the upper dash and doors.

Overhead, the headliner is embroidered with Southern Hemisphere constellations as they appeared above Uluru in 1951, marking the year Porsche arrived in Australia.

Mechanically, the Land Down Under is unchanged from the standard 911 Turbo S.

The Land Down Under isn’t Porsche’s first model created specifically to celebrate its Australian history.

In 2021, Porsche marked 70 years in Australia with the 911 GT3 70 Years Porsche Australia Edition, a locally inspired special edition based on the then-new 992-generation GT3 Touring.

Developed by Porsche Cars Australia, Porsche Exclusive Manufaktur, and Style Porsche, the 70 Years paid homage to one of the first 356 models imported to Australia in 1951.

Limited to 26 units, it commanded $494,300 before on-road costs at launch – a premium of $124,700 over the standard GT3 Touring, but still considerably less than the new Land Down Under's predicted sale price.

In 2023, a lightly used 70 Years Porsche Australia Edition sold for $670,500 via auction website Collecting Cars.

MORE: Explore the Porsche 911 showroomMORE: Porsche 911 Turbo S Land Down Under is an unmistakably Australian version of an iconic German sports car

Set to challenge brands including Polestar and Cadillac, as well as Zeekr, Denza and Tesla, Sydney-based distributor Greentech has confirmed Hongqi’s local launch under the abbreviated HQ name.

It will be the first time Hongqi parent company FAW, one of China’s largest vehicle manufacturers, will sell passenger cars in Australia, having only offered commercial vehicles here.

China's oldest car brand, Hongqi started in the 1950s as a limousine maker for high-ranking officials. It still makes sumptuous large sedans such as the V8-powered Hongqi Golden Sunflower Guoli, priced from ¥7.18 million (A$1.51 million).

FAW has manufacturing partnerships in China with Volkswagen Group and Toyota, as well as a more recent collaboration with Leapmotor, which has Dutch-based Stellantis as a stakeholder.

Hongqi plans to launch 15 new electric and hybrid models in Europe by 2028, according to a report by Automotive News late last year.

Speaking to CarExpert, Greentech CEO Jim Wu said the HQ brand will combine smart technology and luxury to position itself “above Tesla” in Australia, with plans for a dealer in each capital city across the country.

With an initial aim of 500 sales per month, the brand has a longer-term goal of 30,000 annual sales, which would have placed it around 14th overall based on 2025 new-car sales figures, behind Chery but ahead of Volkswagen. In terms of luxury brands, Mercedes-Benz placed 16th with 27,581 sales, with BMW just behind in 17th with 26,842 sales.

The first Australian model will be the E-HS9, a large three-row electric SUV scheduled to arrive in Australia in January 2027. It was also the first model to reach European showrooms, having arrived in Norway in 2021.

Local pricing and equipment levels are yet to be announced, but we know the E-HS9 measures 5209mm long, 2010mm wide and 1713mm high, with a 3110mm wheelbase, making it comparable in size to the Mercedes-Benz EQS SUV, Volvo EX90 and Cadillac Vistiq.

Models sold in Europe use a 400V electrical system with a 160kW/300Nm front electric motor and 245kW/450Nm rear motor for all-wheel drive and a claimed 4.9-second 0-100km/h time.

Entry-level versions use a 99kWh nickel manganese cobalt (NMC) battery for a 465km WLTP range, with top-spec models running a 120kWh battery for a WLTP range of 515km.

Six- and seven-seat configurations are available, with the six-seat versions featuring second-row captain’s chairs. The interior includes leather upholstery, twin 16.2-inch displays and an electric panoramic roof.

Higher-spec models come with 22-inch alloy wheels, an upgraded sound system and interior fragrance diffusers.

Mr Wu said a second model will join the E-HS9 in April 2027, described only as a mid-size SUV, meaning it could be the EHS7 (no hyphen) currently in European showrooms which, at 4925mm long, is still quite large.

Priced from 544,900kr (A$81,336), the EHS7 is similar in size to the BMW iX and marginally shorter than the Cadillac Lyriq, and offers batteries of up to 111kWh for as much as 540km of WLTP range.

More likely is the EHS5, which at 4750mm long is 40mm shorter than a Tesla Model Y and sits on a 2900mm wheelbase, making it the smallest of this trio of Hongqi SUVs sold in Europe.

It has 202kW and 210kW motors on its front and rear axles respectively, for a combined 420kW, with an 85kWh lithium iron phosphate (LFP) battery offering a 522km WLTP range and a claimed 0-100km/h time of 4.0 seconds.

It also offers a 400V electrical system and DC fast-charging at up to 265kW, and is priced from 439,900kr (A$65,663), slightly less than the Tesla Model Y Long Range’s 449,900kr (A$67,148) starting price.

Hongqi also offers the smaller HS3 SUV in parts of Europe, such as Italy, and offers a number of SUVs and sedans in China that could make it to Australian showrooms.

MORE: Chinese cars now account for a third of all new vehicles sold in Australia

The 2027 Ferrari Amalfi Spider is available to order from $569,400 before on-road costs and options, some $66,000 dearer than its hard-topped sibling (from $503,261). For reference, the old Roma Spider started from $520,300 before on-roads.

Apart from its folding fabric roof – which features a five-layer construction and is crafted from a customisable fabric available in six colours and two weaves – the drop-top Amalfi utilises the same 3.8-litre twin-turbo flat-plane V8 outputting 471kW of power and 760Nm of torque.

Up from 456kW in its Roma Spider predecessor, the Amalfi's 'F154' 90-degree, 3855cc motor gets new lightweight camshafts (which save 1.3kg) and even the engine block has been redesigned to save another 1kg.

Drive is sent exclusively to the rear wheels via an eight-speed dual-clutch transmission.

Ferrari quotes the same 3.3-second 0-100km/h dash as the Amalfi coupe despite its 86kg dry weight penalty (1556kg).

The power-retracting roof can deploy in 13.5 seconds at speeds of up to 60km/h. When down, the roof is compressed to be just 220mm thick so it only reduces boot space from 255L to 172L.

As noted earlier, there are six roof colours in total to choose from, four for the more traditional “tailor-made” fabric, and two for the “technical” material, which has an interesting weave that shimmers in the light.

The technical fabric can also be applied to the tonneau and nearby surfaces so the material remains visible when the roof is down. Contrast stitching is also available for the roof.

With its five-layer design, Ferrari claims the Amalfi Spider’s roof has sound and heat insulation properties that are “comparable” to a retractable hardtop.

While the paint palette is largely carried over from the coupe, there's a new Rosso Tramonto colour that’s exclusive to the Spider.

The hidden rear wing will automatically set itself into one of three positions (low drag, medium downforce, and high downforce) depending on the car’s speed.

There’s also a driver-activated electric wind deflector integrated in the back of the front seats that creates a larger bubble of less turbulent air inside the cabin.

MORE: Ferrari Amalfi loses its top with new Spider variantMORE: Explore the Ferrari Amalfi showroom

While Ford Australia has yet to officially announce the Chinese-made model, a ‘Coming Soon’ page featuring an image of the Bronco New Energy went live today on the website for Metro Ford in Queensland, confirming the new SUV for Australia.

No specific details were provided, including pricing, model grades or powertrain options. However, the Australian model is expected to launch with an extended-range electric vehicle (EREV) powertrain rather than the pure-electric version also offered in China.

An EREV uses a petrol engine as a generator to recharge the battery, while propulsion is provided by electric motors. EREVs already sold in Australia include the Leapmotor C10 SUV.

The Ford dealer’s post included an expression-of-interest form below an image of the Bronco New Energy with an illuminated front grille and Flame Orange paintwork. The model went on sale in China in late 2025.

Ford Australia wouldn't confirm the new model for Australia when contacted by CarExpert.

“The Bronco New Energy is an exciting addition to the global Ford line-up, adding a new energy drivetrain to one of the world’s most iconic nameplates. Ford Australia is always evaluating options to expand our line-up for customers, but we have no news to share about future products at this time,” a previous Ford Australia statement said.

The Bronco New Energy is manufactured in China by Ford’s joint venture with Jiangling Motors. However, it won’t be the first Ford sold in Australia to be sourced from this part of Asia, with a Taiwanese-built Escape SUV offered locally between 2006 and 2012.

Despite using the Bronco name and similar exterior styling, the Bronco New Energy is built on a different platform from the ladder-frame architecture underpinning the US-made Bronco. Instead, it uses monocoque construction, like the previous Ford Endura and Territory large SUVs.

It measures 5025mm long, 1960mm wide and 1815mm high, with a 2950mm wheelbase, 220mm of ground clearance and a 600mm wading depth.

That makes it longer and wider than the largest SUV currently in Ford Australia showrooms, the Everest, which measures 4940mm long, 1923mm wide and 1841mm high on a 2900mm wheelbase.

The EREV powertrain uses a 1.5-litre turbocharged four-cylinder petrol engine as a generator for a 43.7kWh lithium iron phosphate (LFP) battery pack, which feeds a 110kW front motor and a 180kW rear motor for a combined 360kW/600Nm.

Ford China claims a 0-100km/h time of 5.8 seconds, an electric-only range of around 220km on the CLTC cycle, and a total range of 1220km when the 63-litre petrol tank is also used.

As previously reported by CarExpert, the Bronco is expected to be offered in three model grades: Big Bend, Black Diamond and Outer Banks.

The Big Bend is priced from ¥229,800 (A$48,269) in China. This provides some indication of where Australian pricing could sit, with the Ford Ranger priced from ¥145,800 (A$30,652) in China and from $37,130 before on-road costs in Australia.

Similarly, the Ford Mustang sports car, which is imported into China from the US like the Australian-market version, starts at ¥389,800 (A$81,892) in China and $72,990 before on-road costs here.

Standard equipment on the Bronco New Energy Big Bend includes 19-inch wheels, LED headlights and all-wheel drive, along with synthetic leather upholstery, a 15.6-inch central touchscreen and an 8.8-inch digital instrument cluster.

There’s also Apple CarPlay, 50W wireless phone charging, adaptive cruise control, a panoramic glass roof and 10 airbags.

The Black Diamond is priced at ¥249,800 (A$52,470) and adds selectable drive modes, leather upholstery and steering wheel, a 70-inch augmented-reality head-up display, and a 21-speaker, 1000W audio system.

The Outer Banks is priced at ¥272,800 and adds front and rear mechanical differential locks, LiDAR-based advanced driver assistance systems (ADAS) with highway navigation-assisted driving, heated rear seats and a 7.5-litre heating/cooling fridge.

An optional pop-up camping roof package is also offered on the top two model grades.

MORE: Explore the Ford showroom

The brand has previously confirmed it will enter the Australian market in 2027, and that it plans to bring the T1 and T2 crossover SUVs and the body-on-frame G700 large SUV and F700 dual-cab ute Down Under.

Trademark filings reported by IP Australia between July 27 and August 4, 2026, however, also include the S06, TX, T8, T600 and T700.

It’s possible T700 is an alternative or backup name for the G700, to avoid a trademark challenge from Mercedes-Benz which sells the G-Class. T600 could, likewise, be an alternative name for the upcoming G600 off-road SUV.

The S06 is better known as the Dashing, which already forms part of Jetour’s lineup in export markets such as the Middle East.

In some markets, it’s badged as the Soueast S06, with Soueast being Jetour’s more budget-focused sister brand – and yet another member of the wider Chery Group that has been mooted for a potential Australian launch.

Launched in 2022, the Dashing mid-size SUV measures 4600mm long, 1900mm wide and 1685mm tall on a 2720mm wheelbase, making it almost identical in size to the top-selling Toyota RAV4.

It’s available with a 115kW/230Nm turbocharged 1.5-litre four-cylinder petrol engine mated with a six-speed dual-clutch automatic transmission.

Though it’s similar in size to the T1 bound for Australia, it features sleeker styling.

As for the TX and T8, these are significantly newer models, and were revealed at this year’s Auto China motor show in Beijing.

The TX was revealed in concept form, and has subsequently appeared in production guise in a Chinese Ministry of Industry and Information Technology (MIIT) filing under the Huanyouzhe nameplate.

Measuring 4475mm long, 1880mm wide and 1700mm tall on a 2735mm wheelbase, the new Jetour EV slots between the small Jaecoo J5 and mid-size Geely EX5 SUVs in terms of footprint.

The Huanyouzhe is offered with either a single 200kW electric motor or a dual-motor all-wheel drive powertrain with 75kW front and 200kW rear electric motors.

The T8 is a significantly larger SUV, featuring a third row of seating. While official details are scant, Jetour has claimed it'll offer a pure electric range of over 300km; it's understood to measure over five metres long on a three-metre-long wheelbase, and feature a turbocharged petrol plug-in hybrid powertrain.

These Australian trademark filings point to a fleshed-out lineup of SUVs for the Jetour brand, comprising medium and large crossover SUVs, and large ladder-frame off-road ute and SUV models.

Jetour vehicles will be distributed separately from other Chery Group brands such as Chery, Omoda Jaecoo, and the upcoming Lepas, Freelander and iCaur marques.

In a Chinese press release translated to English, the brand called itself "the pioneer and global popularizer of the boxy SUV category" and "China's global champion of boxy SUVs".

MORE: Jetour T1, T2 launching in Australia in early 2027, burly G700 off-roader and F700 ute to follow

The Jaecoo J5 small SUV was by far the most popular, accounting for 9.0 per cent of all sales last month, the vast majority of them being battery-electric rather than petrol-powered variants.

The second most popular model sold last month was the popular Zeekr 7X mid-size electric SUV, which comprised 6.0 per cent of the total, ahead of the diesel-powered Isuzu MU-X large off-road SUV and D-Max ute, which saved our customers more than any other models in July.

Most popular new cars bought through CarExpert in July 2026

The most compared new cars on CarExpert in July 2026

1. Chery Tiggo 7
2. Tesla Model Y
3. Chery Tiggo 4

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They coordinate with multiple dealers on your behalf, help source a competitive drive-away offer, check that pricing and vehicle specifications match what was agreed, and can also assist with trade-ins, finance, insurance and delivery.

We've also secured discounted pricing across a number of popular brands, including Chery, GWM, MG and many others, giving our customers access to competitive pricing on selected new vehicles.

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There is no fee for the service. You pay the supplying dealer directly, and CarExpert receives a referral fee from the dealer once the vehicle is collected.

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• Access to pricing and availability across CarExpert’s dealer network
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Thinking about buying a new car through CarExpert? Here are answers to some of the most common questions about how the service works.

How much did CarExpert customers save in July 2026?

CarExpert customers saved an average of $3850 across completed new-car purchases in July 2026.

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The Jaecoo J5 was the most popular vehicle purchased through CarExpert in July 2026, representing 9.0 per cent of sales.

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Ready to buy? Find a new-car deal with CarExpert, or call us on 1300 022 770

MORE: Why CarExpert is Australia’s leading new car marketplace

The pair will join four previously promised plug-in hybrids (PHEVs) – two large SUVs, a mid-size SUV, and a mid-size sedan – in the Chinese automotive giant's local lineup, leaving just the ute and small SUV segments unoccupied.

“If you're looking at that chart and thinking there's a couple of segments missing, I think we're very confident in knowing what they are, and we're working on those," said Geely Australia director product marketing and planning Andrew Tuitahi.

While Geely stopped short of specifying any nameplates, the closest match for a sleek-looking medium electric sedan is the Galaxy E8, which ranks among the most aerodynamic mass-production sedans globally with a drag coefficient of 0.199Cd.

First unveiled in 2023, it was also the first EV to be sold by Geely's Galaxy sub-brand, and is available in both rear-wheel drive and all-wheel drive configurations.

At just over five metres long and 1.92 metres wide, the Galaxy E8 is appreciably larger than a Toyota Camry, though slightly shorter than the new electric Lexus ES.

The identity of the incoming electric SUV is also subject to speculation, although we expect Geely is referring to the facelifted version of the EX5 already sold here.

Already a strong seller in Australia, the facelifted 2027 Geely EX5 swaps its 160kW/320Nm front-mounted motor for a new 245kW rear-mounted unit, switching from front- to rear-wheel drive in the process.

It also gains a sharper front bumper, conventional pull-out door handles and minor rear styling tweaks, including a Geely wordmark beneath the light bar. Overall length grows 21mm to 4636mm, while lithium iron phosphate (LFP) battery technology carries over.

Chinese-market versions also gain roof-mounted LiDAR for more advanced driver assistance features.

As previously mentioned, Geely's expanded local lineup will include an array of new PHEVs, too.

Speaking with Australian media in Hangzhou, China earlier this year, Geely Australia managing director and Geely Auto vice president Alex Gu confirmed plans to launch several plug-in hybrid SUVs, as well as a rival for the hybrid Toyota Camry.

"I want to say [in] H1 2027 we will have a big five-seat [SUV], and we will try to bring a seven-seat [SUV]. In H2 we will bring the 'box-style' [SUV] models," Mr Gu said.

We already know the "box-style" model is the production version of the Galaxy Cruiser PHEV 4WD SUV shown at Auto China 2025 in Shanghai, likely pitched as a rival to higher-spec versions of the popular Ford Everest and Toyota Prado, as well as the likes of the Denza B5 and Land Rover Defender.

The larger five-seat SUV could be a version of the Galaxy M7 sold in China, which is about 100mm longer than the existing Starray EM-i with more premium styling and features, as well as a longer-range plug-in Super Hybrid drivetrain.

Geely's local boss also confirmed the Emgrand EM-i – known elsewhere under several names including Xingyao 6 and Starshine 6 – will also make its way to Australia early in the new year, with the Starray EM-i's PHEV drivetrain and its sights firmly set on the Camry.

That leaves one more large, as-yet-unnamed seven-seat PHEV SUV that's not the M9 EM-i already on sale in some overseas markets.

The incoming model onslaught is a core part of Mr Gu's ambitions to make Geely the number one Chinese auto brand in Australia by the end of this decade.

MORE: Explore the Geely showroomMORE: Geely details PHEV-heavy Australian product offensive

BYD hasn't confirmed the Ti7 for Australian showrooms, but the automaker filed to trademark the Ti7 name here in December 2025. Combined with confirmation of right-hand drive production for the UK, the model is expected to reach Australia in 2027.

In the UK, BYD has announced the seven-seat Ti7 will be offered exclusively in Excellence AWD plug-in hybrid specification, priced from £47,995 (around A$91,640) on the road, with first customer deliveries scheduled for January 2027.

The seven-seat Mitsubishi Outlander PHEV starts at £46,995 on the road in the UK, making the two closely aligned on price.

In Australia, the seven-seat Outlander PHEV Aspire is currently priced from $66,790 before on-road costs, suggesting the Ti7 could potentially occupy similar territory if offered here.

Its final positioning could also depend on whether the Ti7 is sold here as a BYD or joins the company’s more premium Denza brand alongside the similarly styled B5 and B8.

All three are sold in China under BYD’s Fangchengbao brand, though the Ti7 is being exported to markets including the UK wearing BYD badges.

A key difference is their underpinnings. The Ti7 uses monocoque construction as with most passenger cars, while the Denza B5 and B8 are more traditional body-on-frame off-road SUVs.

UK-specification Ti7 models use BYD’s DM-p plug-in hybrid system, comprising a 1.5-litre turbocharged four-cylinder petrol engine and front and rear electric motors for all-wheel drive.

The petrol engine produces 110kW, while total system output is 300kW. A 35.6kWh Blade lithium iron phosphate (LFP) battery provides a claimed electric-only range of up to 74 miles, or about 119km. BYD claims the Ti7 can accelerate from 0-100km/h in 4.8 seconds.

That gives it substantially more power than the Australian-market Mitsubishi Outlander PHEV, which produces 225kW in updated 2026 form.

Standard equipment on UK models includes 20-inch alloy wheels, rear privacy glass and LED exterior lighting with a welcome animation.

Six exterior colours will be offered, with Starlight Silver the only no-cost finish. Other metallic colours cost £1100, while Matte Titanium Grey adds £2000.

The cabin features leather upholstery in a choice of black, light grey or brown, with heating and ventilation for the front seats and outer second-row seats.

There is also an integrated refrigerator and drinks warmer between the front seats.

A 15.6-inch central touchscreen offers Apple CarPlay and Android Auto connectivity, while a 10.25-inch digital instrument cluster and 18-speaker sound system are also standard.

Boot capacity is 126 litres with all seven seats in use, expanding to 970L with the third row folded and 1830L with both rear rows stowed.

While the Ti7 will be BYD’s first seven-seat model in the UK, the seven-seat Sealion 8 PHEV joined the Australian range earlier in 2026.

The Sealion 8 starts at $56,990 before on-road costs for the front-wheel drive Dynamic, which offers 206kW and a claimed 103km of NEDC electric range.

All-wheel drive versions produce 359kW and offer up to 152km of claimed NEDC electric range.

More details on the Ti7 will be announced ahead of its UK arrival, while Australian specifications and pricing are unlikely to be confirmed until BYD officially announces the model for this market.

MORE: Explore the BYD showroom

It’s unclear if the X03 will come to Australia, however, a spokesperson for the company told CarExpert in February: “For our next generation model we will develop right-hand drive.”

212 has already been spied testing its current-generation T01 – produced only in left-hand drive – in the Northern Territory.

The X03 is a larger SUV, which according to a Chinese Ministry of Industry and Information Technology certification filing shared by YueShi Car Review, measures 5095mm long, 2038mm wide and 1945mm tall on a 2950mm wheelbase.

For comparison, a Toyota LandCruiser 300 Series measures between 4995mm and 5015mm long, between 1980mm and 2000mm wide, and 1955mm tall on a 2850mm wheelbase.

Unlike the LandCruiser, the X03 is listed as offering only a five-seat layout.

The X03 is powered by a 2.3-litre turbo-diesel four-cylinder engine sourced from Dongfeng, producing 140kW of power. No torque figure is listed in the MIIT filing, however, the 212 T01 Explorer 01 ute features a 140kW/500Nm 2.3-litre turbo-diesel four which is likely the same engine.

It’s unclear if a petrol engine will also be available, as with the T01.

This engine has to lug around a total kerb weight of 2570kg, or roughly the same mass as a LandCruiser 300 Series GXL which uses a 227kW/700Nm twin-turbo 3.3-litre V6 diesel engine.

The X03 has an approach angle of 33 degrees and a departure angle of 30 degrees.

The 212 brand is part of Qingdao-based BAW, previously a subsidiary of the BAIC Group but now privately owned, which produces various civilian and military vehicles. 212 announced last year it planned to enter new markets such as Europe, South America, Southeast Asia, the Middle East, and Africa.

The T01, which entered production in 2024, is thus far 212’s only model, though there’s a wide range of variants on offer.

Similar in size to the GWM Tank 300, the rugged T01 off-roader features live axles front and rear, and a choice of 125kW/415Nm 2.0-litre turbo-diesel and 185kW/410Nm 2.0-litre turbo-petrol four-cylinder engines. These are mated with a ZF-sourced eight-speed automatic transmission.

Locking front and rear differentials are available, and it offers an approach angle of 40 degrees and a departure angle of 36 degrees.

While at first glance its design appears derivative of the Jeep Wrangler or the original Land Rover Defender, which are common inspirations for many Chinese brands along with the Ford Bronco, it’s actually inspired by the BAW BJ212 that entered production in 1965 and which was commonly used by Chinese armed forces.

The T01 range was expanded this year to include the Explorer 01 dual-cab ute, which rides on an identical 3488mm wheelbase to the Jeep Gladiator but is slightly shorter overall at 5469mm (versus 5591mm).

MORE: Chinese military-style off-roaders spied testing in Australia

With bubbly styling and pastel paintwork, it's aimed primarily at first-car buyers and those in need of a cute little urban runabout.

Several compact, affordable electric vehicles (EV) are already sold here, but this one stands out for its sheer popularity back home – the five-door, five-seat EX2 was the best-selling EV in China last year, with almost 466,000 units sold.

So, what's all the fuss about? We took a top-spec EX2 for a spin around Sydney to find out.

How much does the Geely EX2 cost?

The EX2 is Australia's second-cheapest EV, behind only the smaller BYD Atto 1.

To further strengthen the value proposition, customers who order and take delivery of a Geely EX2 before August 31 will receive a complimentary 7kW home EV charger and premium paint upgrade, the latter valued at $600.

Other competitors in the electric city car segment include the larger MG 4 EV Urban (from $31,990 drive-away), BYD Dolphin (from $29,990 before on-road costs), GAC Aion UT (from $31,990 excluding ORCs), and Leapmotor B05 ($35,990 drive-away until September 30). Later this year we'll get the Honda Super-One, priced from $36,900 drive-away, plus a cheaper version of the Aion UT.

Traditional, petrol-powered alternatives also deserve mention, namely the similarly sized MG 3 (from $20,990 plus ORCs), Suzuki Swift (from $24,990 plus ORCs), Mazda 2 (from $29,990 drive-away), and Toyota Yaris (from $28,990 plus ORCs).

To see how the Geely EX2 lines up against the competition, check out our comparison tool

What is the Geely EX2 like on the inside?

You can't ask for much more from a bargain-basement city car.

In base specification the EX2 does a lot right, while the Inspire tested here goes well beyond that, serving up a sublime combination of practicality, technology and comfort for the price point.

Starting with the latter, both variants score power-adjustable leatherette-trimmed front seats with generous cushioning that won't leave you aching after a long journey. The Inspire adds heating functions for the seats and steering wheel – a godsend for those cold winter mornings.

Better yet, the attractive two-tone steering wheel telescopes out a long way, making it easier for taller drivers to find an ergonomic driving position. Those with large hands mightn't appreciate its petite dimensions, though.

Still, the EX2 caters to drivers of all shapes and sizes, which can't be said of all small cars.

It doesn't necessarily cater towards an older audience, though, given how central its digital screens are to the user experience. Most vehicle functions are embedded within the 14.6-inch infotainment system, so a certain level of tech proficiency is required to operate the EX2.

The multimedia touchscreen itself is huge for a car of this size but, more importantly, it's visually sharp, super-responsive to touch inputs, and loaded with useful features including wireless Apple CarPlay and Android Auto, native navigation, and a connected app store.

There are some annoying quirks, though. For example, it takes three taps to heat the seats or steering wheel, as neither function is pinned to the home screen.

Having said that, voice control is on hand to make life a little easier, and younger buyers should have no issues coming to terms with the interface given they spend most waking moments with a smartphone in hand.

On the topic of smartphones, Geely Connected Services is now active for the EX2, with free access included for 24 months from activation. A renewed Geely App will provide remote access to various vehicle functions including door and window control, climate control, vehicle status monitoring, scheduled charging, and more. Emergency Call (eCall) functionality is due to be activated in the fourth quarter of this year via an over-the-air (OTA) software update.

Partnering the infotainment screen is a similarly polished 8.8-inch digital instrument cluster that sits flush with the dash and presents important driving data in an uncluttered manner.

You can cycle through a variety of different readouts, although it isn't immediately obvious how. As it turns out, this requires you to press and hold the left-hand steering wheel track/music control button for about two seconds until arrows appear at the bottom of the cluster display, at which point you can then use the right-hand steering wheel controls to select a preferred layout. Talk about overcomplicated.

But why waste time fiddling with the driver's display when there's a 256-colour ambient lighting system to play with!? All it takes is a few taps for your favourite colour to shine through the galactic lighting panels on the dash and door cards, personalising an otherwise generic space.

Audio comes through six speakers in the Inspire, and I must say I was impressed by the sound quality after experiencing eight truly dreadful speakers in the BYD Seal 6 Touring. So if you love cranking up the volume for some impromptu karaoke, this could be the car for you.

Not so much if you value traditional notions of luxury as, seats and steering wheel aside, the EX2 feels more Toyworld than Gucci inside. Most of the interior is shod in hard, scratchy plastics of various colours and textures, all of which come off as particularly cheap, even by segment standards.

At least the centre armrest is soft enough as to not bruise your elbow. And heck, some small hatchbacks like the Mazda 2 and Suzuki Swift don't come with an armrest at all.

Lift its lid and you’ll find one of a claimed 30 storage spaces in the EX2 – good luck finding anywhere near that many in most similarly sized cars.

Personal favourites include the vast lower tray, slide-out glovebox drawer, and door bins large enough to swallow one of those 1L Frank Green drink bottles all the kids are hauling around these days.

By moving the gear selector to the steering column, Geely has freed up useful space on the centre console for drinks and phones. It helps that there aren’t many physical buttons competing for real estate, with temperature, fan and media controls all housed within the infotainment screen.

USB-A and USB-C outlets are fitted up front, while the phone tray doubles as a wireless phone charger. That said, it couldn’t penetrate my thick Quad Lock case, so some owners may still find themselves reaching for a cable.

The EX2 is officially classified as a 'light car', but it sure as hell doesn't feel like that in the second row.

Because while it might look cute and dainty in photos, this electric hatch is properly roomy from front to rear. So much so that I – a broad, six-one adult – was able to get comfortable behind my preferred driving position. And when I say comfortable, I mean seated naturally with kneeroom, toeroom and headroom to spare.

The same simply isn’t possible in a Corolla or Mazda 3, let alone their smaller Yaris and Mazda 2 siblings. That’s not to say the EX2 stands head and shoulders above all others, as the Aion UT and Dolphin are similarly spacious in the second row.

All three EVs also feature a flat floor, which makes the middle seat more usable than it would be in most petrol-powered hatchbacks.

However, the EX2 has a slightly different ambience, trading a glass roof for light headlining that keeps the cabin feeling open and airy.

It makes up the resulting lack of wow-factor with a strong set of rear amenities, namely twin air vents, a USB-A outlet and one-touch windows, although there's no centre armrest.

Instead, drinks are best kept in the roomy door bins, while map pockets and a small phone nook below the USB outlet provide extra storage. Geely’s integrated-frame seat design unlocks an additional 28L of under-seat space – perfect for small travel bags and backpacks.

Practicality remains the top priority out back.

The Inspire's powered tailgate rises high to reveal a claimed 375L of boot capacity – more than most small hatches on sale today – along with a wide aperture that further improves accessibility. Be careful when loading bulky items though, because there's a sharp drop down to the floor.

Folding the rear seatbacks via pull tabs on each side unlocks more cargo space, although it also leaves a large step up from the boot floor.

A basic load cover and bag hooks are fitted as standard, while a deep 70L 'frunk' serves as a likely home for charging cables and/or the tyre repair kit.

To see how the Geely EX2 lines up against the competition, check out our comparison tool

What's under the bonnet?

Both versions of the EX2 are powered by a single, rear-mounted electric motor, although the Inspire extracts greater performance and driving range out of its larger battery pack.

Like the the EX5 and Starray EM-i SUVs already sold here, the EX2 sits on Geely's Global Intelligent Electric Architecture (GIEA), offering up to 80kW DC fast-charging and vehicle-to-load (V2L) capability.

It also comes standard with MacPherson-type strut front suspension and multi-link rear suspension, electric power steering, and four drive modes (Eco, Comfort, Sport and Snow).

To see how the Geely EX2 lines up against the competition, check out our comparison tool

How does the Geely EX2 drive?

On the road, the EX2 has a serious Achilles' heel that's impossible to ignore. And no, it's not the powertrain.

Because while 85kW and 150Nm is on the low side for a near-1400kg car, it's still enough for this city slicker to feel sprightly between the speeds of 0-60km/h.

At the same time, the power isn't delivered with overwhelming immediacy, and there's never enough grunt to upset the tyres or chassis. As such, it's hard to imagine a first-car buyer accidentally driving their EX2into a hedge. Nor are they likely to cop many speeding tickets.

That's not to say you can't reach triple-figure speeds in the EX2, because you can. Sure, it takes a while, but at least you don't have to listen to the thrashing of a gutless combustion engine under the bonnet.

Efficiency also helps make up for the performance deficit. The EX2 may not be especially quick, but our tested energy consumption of 13.8kWh/100km is among the best in its class, reinforcing its appeal as an affordable urban EV.

So, if a lack of go isn't the issue, then what is? Intrusive safety systems, perhaps? After all, that is becoming an all too common complaint.

Not even.

Geely’s suite of advanced driver assist systems (ADAS) is nowhere near as obnoxious as the equivalent setup in the Aion UT. Yes, there’s a camera-based driver monitoring system that interrupts your music to warn of inattention, and lane-keep assist regularly nibbles at the steering. Both become tedious, but the EX2 at least lets you create a custom ADAS profile for quicker deactivation of the worst offenders.

And, unlike the Aion UT, it comes with straightforward, reliable semi-autonomous driving tech for longer journeys.

The EX2 is a pretty quiet thing on the highway, too, protecting its occupants from outside noise better than larger and more expensive vehicles.

It can't, however, protect them from Australian road surfaces, and that's its downfall. Despite boasting a sophisticated suspension setup – MacPherson struts up front and multi-link at the rear – and modest 16-inch alloys, the EX2 simply doesn't ride as well as it should.

Even over relatively smooth surfaces it rarely feels settled, bobbling away beneath you, while the rear-end is short on rebound control over larger undulations.

Compliance is likewise lacking. Road joins, reflectors and shallow ruts can send surprisingly sharp thumps through the cabin, and bigger hits seem to use up the suspension travel altogether.

Yet, for all this perceived harshness, the EX2 is far from sporty. Yokohama BluEarth GT tyres provide plentiful grip, at least in the dry, and you don't get the sense the car is about to fall over going around high-speed bends.

Still, it becomes clear during urban driving that stability and agility are very different things.

Approach a 90-degree turn and the steering is slow to react, leaving the EX2 somewhat reluctant to change direction compared to, say, a Mazda 2. Carry a little more speed and it quickly leans onto its outside tyres, with pronounced body roll and understeer taking over.

In other words, there's no benefit to driving the EX2 with any real enthusiasm. For the optimal experience, drive it like your grandmother would – gently.

Doing so draws attention to the things it does well around town, where good visibility, light controls and compact dimensions make it easy to manoeuvre and park. Apprehensive drivers also stand to benefit from the high-resolution surround-view monitor and its clever camera angles including a kerb view.

It’s worth experimenting with the drive settings, too, because the EX2 is more configurable than just about all of its competitors.

Don't expect a miracle cure for the aforementioned flaws, but there are multiple drive modes, regenerative braking levels, steering weights and brake pedal responses, giving owners plenty of scope to tailor the car to their preferences.

Braking is something this newcomer does well. The left pedal is soft yet progressive in its delivery of stopping power, while the option of strong, immediate regen removes the need to use it as much as you would in other small cars.

To see how the Geely EX2 lines up against the competition, check out our comparison tool

What do you get?

Two grades are offered – Complete and Inspire.

2026 Geely EX2 Complete equipment highlights:

• 16-inch steel wheels with covers
• Tyre repair kit
• Automatic LED headlights
• Automatic high-beam
• LED daytime running lights
• Rear LED fog lights
• Rear spoiler
• Hill descent control
• Privacy glass
• Heated, power-folding exterior mirrors
• Keyless entry and start
• Automatic climate control
• 8.8-inch digital instrument cluster
• 14.6-inch touchscreen infotainment system
• Satellite navigation
• Wireless Apple CarPlay
• Three USB outlets (2 x USB-A, 1 x USB-C)
• Geely Connected Services:
• • Voice Assistant
  • 4G network connection
  • Live traffic data for satellite navigation
  • Over-the-air updates
  • Geely Application Store
  • Online media streaming
  • Remote vehicle functions
• Four-speaker sound system
• Leatherette upholstery
• Six-way power driver's seat
• Four-way power front passenger seat
• Front centre armrest
• 60:40-split/folding rear bench
• ISOFIX child-seat anchors (outer rear seats)
• Top-tether anchorages

The EX2 Inspire adds:

• 16-inch alloy wheels
• Contrasting black roof
• Power tailgate
• Rain-sensing wipers
• Heated steering wheel
• Heated front seats
• Six-speaker sound system
• 15W wireless smartphone charger
• Multi-colour ambient lighting

The EX2 is available in six exterior colours across both model grades, with Moon White as the standard finish. Nebula Beige, Star Silver, Aurora Green, Comet Grey and Nova Pink each cost an additional $600.

Horizon Grey is the standard interior colour across the range, while Inspire buyers can also choose Skyline White at no additional cost, regardless of exterior colour.

To see how the Geely EX2 lines up against the competition, check out our comparison tool

Is the Geely EX2 safe?

The Geely EX2 has yet to be rated by independent safety authorities ANCAP and Euro NCAP.

Standard safety equipment includes:

• Seven airbags (front, side, curtain and centre)
• Rear parking sensors
• Rear-view camera
• Autonomous emergency braking
• Adaptive cruise control
• Blind-spot monitoring
• Driver fatigue alert
• Evasive Manoeuvre Assist
• Front cross-traffic alert
• Lane-keep assist
• Automatic lane-change assist
• Emergency lane-keep assist
• Rear cross-traffic assist
• Safe exit warning
• Traffic sign information

The EX2 Inspire adds:

• Surround-view monitor with transparent view
• Individual tyre pressure monitoring

To see how the Geely EX2 lines up against the competition, check out our comparison tool

How much does the Geely EX2 cost to run?

Geely offers a seven-year, unlimited-kilometre vehicle warranty, plus an eight-year, unlimited-kilometre warranty for the high-voltage battery.

The EX2 requires servicing every 12 months or 20,000km, whichever comes first, with Geely offering seven years of capped-price servicing.

Prepaid scheduled servicing packages are also available, priced at $517 for three years (saving $128); $1190 for five years (saving $297); and $1642 for seven years (saving $410).

For context, GAC doesn't offer prepaid or capped-price servicing for the Aion UT, while the BYD Dolphin costs $2291 to maintain over seven years.

Roadside assistance is offered for 12 months, and renews for an additional 12 months when the EX2 is serviced at an authorised Geely service centre for up to seven years.

To see how the Geely EX2 lines up against the competition, check out our comparison tool

CarExpert's Take on the Geely EX2

Ironically, this little car's biggest selling point is that it isn't particularly little inside.

With space for five adults (something not all models in this category offer), seemingly unlimited cabin storage and a big boot, the EX2 is far more practical than any other light-class car on sale today.

It's competitively priced, too, as well as efficient, and generously equipped in Inspire guise. The Complete is less compelling, given its smaller battery and stripped-back specs.

And regardless of the variant, the EX2 lacks an ANCAP rating, which could deter some safety-conscious buyers.

Poor ride quality is another sticking point, taking the shine off an otherwise compelling urban runabout. The EX2 isn’t tied down well enough to feel sporty, yet isn’t tuned to feel comfortable over the patched, uneven roads that are common around Australian cities either.

With that in mind, you should take it for a test drive alongside the more mature MG 4 EV Urban before opening your wallet.

Alternatively, hold tight for a more comprehensive follow-up review, by which point Honda’s charming Super-One could also be in the frame.

CarExpert can save you thousands on a new Geely EX2. Click here to get a great deal.

Click the images for the full gallery

MORE: Explore the Geely EX2 showroom

The current Seal 07 electric vehicle (EV) was launched in China in March 2026 as a rival to battery-powered sedans including the Tesla Model 3, Mazda EZ-6 – sold in Australia as the Mazda 6e – and Xpeng P7.

According to CarNewsChina, the new Chinese-market Seal 07 measures 5080mm long, 1960mm wide and 1495mm tall on a 2960mm wheelbase.

That makes it 159mm longer than the 4921mm Mazda 6e, as well as 240mm longer than the BYD Seal 6 sedan and wagon sold in Australia, and 280mm longer than the BYD Seal electric sedan.

The new Seal 07 is also 85mm longer and 50mm wider than the current Seal 07 EV it's set to replace, which measures 4995mm long and 1910mm wide.

The figures come from certification filings with China’s Ministry of Industry and Information Technology (MIIT), which has listed both battery-electric and plug-in hybrid versions of the new Seal 07 ahead of its launch.

BYD typically drops the zero from some Chinese-market model names for export markets, but the new Seal 07 has not been confirmed for Australia, where it could be badged Seal 7 if offered locally.

Australian government filings published in May 2026 suggest the Seal 7 plug-in hybrid (PHEV) will become BYD's second PHEV sedan in local showrooms, following the Seal 6 launched earlier this year.

The new Seal 07 EV is listed with a rear-mounted electric motor producing 245kW in entry-level form, 5kW more than the current model, while a more powerful version produces 300kW. Battery capacities and claimed driving ranges have yet to be revealed.

The outgoing Seal 07 EV uses a 69kWh second-generation Blade battery to deliver a CLTC-rated driving range of 705km, with Chinese pricing starting at ¥169,900 (around A$35,700).

That makes it pricier than the Mazda EZ-6 EV, which starts from around ¥139,800 (A$29,358) in China, but cheaper than the Tesla Model 3, which starts from ¥235,500 (A$49,455) in China.

In Australia, the Mazda 6e starts at $49,990 before on-road costs, while the Model 3 starts at $54,900 before on-roads.

The new Seal 07 DM-i plug-in hybrid combines a 115kW 1.5-litre turbocharged four-cylinder petrol engine with a 160kW electric motor powered by a 38.03kWh lithium iron phosphate (LFP) battery.

BYD claims an electric-only range of 245km on the CLTC cycle.

The current Seal 07 DM-i was launched in China in September 2025, several months before the current Seal 07 EV arrived.

The rapid replacement may be a response to weak demand for the existing Seal 07, which recorded just 627 Chinese sales in June, according to CarNewsChina.

The Seal remains BYD Australia’s best-selling sedan, recording 394 sales in July 2026, almost double the Seal 6’s 199 deliveries including sedan and wagon body styles combined.

Both were well behind the Sealion 7 mid-size electric SUV, which found 2548 new customers in July to rank fourth overall behind only the Toyota RAV4, Toyota HiLux and Ford Ranger.

MORE: Explore the BYD showroom

The Chinese brand, which was launched in Australia in November 2025, has confirmed a smaller 44kWh battery pack offering 320km of WLTP driving range will join the Aion UT lineup before the end of this year.

This compares with the current 60kWh lithium iron phosphate (LFP) battery fitted to the two existing grades in Australia, both of which have a 150kW/210Nm electric motor and offer 430km of WLTP range.

GAC Australia has not detailed any other specification or equipment changes for the new entry-level Aion UT.

A 44kWh battery is already offered in versions of the Aion UT sold in China, where it is paired with a less powerful 100kW/145Nm electric motor and offers up to 420km of range on the more generous CLTC testing cycle.

While GAC Australia has not announced pricing for its new entry-level electric hatch, it has confirmed it will undercut the price of its most affordable Aion UT variant, which at $31,990 before on-road costs is also its cheapest model overall.

Australia's cheapest electric vehicle (EV) is the BYD Atto 1 light hatch at $23,990 plus ORCs, but more comparable small electric hatches include the BYD Dolphin priced from $29,990 plus ORCs, and the MG4 Urban which starts at $31,990 plus ORCS.

The cheaper Aion UT will also compete with the newly launched Geely EX2 light electric hatch, which starts at $26,490 plus ORCs.

The entry-level EX2 Complete uses a 35.35kWh LFP battery and offers a claimed 252km of WLTP range.

The EX2 was China’s best-selling passenger vehicle in 2025 with 465,775 sales, equivalent to more than one-third of Australia’s entire annual new-vehicle market.

The Aion UT became GAC’s fourth model in Australian showrooms in April 2026, following the brand’s local launch in November 2025 with the Emzoom small SUV, the Aion V mid-size electric SUV, and M8 plug-in hybrid (PHEV) people mover.

GAC plans to expand its Australian lineup further with at least 10 more models, potentially including the S7 large SUV as a rival to models such as the Toyota Kluger. The company has also said it plans to introduce a dual-cab ute to Australia sometime in 2027.

MORE: Explore the GAC Aion UT showroom

According to CnEVPost and Car News China, the filings show the #2 will measure just 2751mm or 2764mm long, likely depending on the sportiness of the bumpers attached to the variants, each of which are 1669mm wide, 1555mm tall, and ride on a 1875mm wheelbase.

That means the #2 is around 60mm longer than the third-generation ForTwo, but virtually the same in all other dimensions. The third-gen ForTwo, which ceased production in 2024, was 2695mm long, 1663mm wide, 1555mm tall, and had a 1873mm wheelbase.

The #2 will be powered by a 60kW motor that's hooked up to a lithium iron phosphate (LFP) battery from CATL. Although the filing doesn't specify battery capacity, earlier reports indicated it would be a 35.7kWh unit good for a WLTP range of around 300km.

A kerb weight of 1130kg is listed in the filing, and the #2 is said to have a top speed of 140km/h. If true, the #2 will be 40kg lighter than the electric ForTwo EQ despite having just a bit more than double the battery capacity. The ForTwo EQ had a tiny 17.6kWh battery, and a 135km WLTP range rating.

Buyers can choose from 15-inch wheels fitted with either 165/65 or 185/60 tyres, or 16-inch rims with 185/50 or 205/45 rubber.

Stylistically, the #2 stays true to the ForTwo before it, as well as the Concept #2 unveiled in April this year. One thing seemingly missing from the new car is the ForTwo's steel Tridion safety cell, which was typically highlighted by an arc of contrasting colour.

The new car can be specified with a black, champagne or colour-coded roof. Among the other options to be available are numerous wheel designs, mirror caps, and fluted champagne-colour extensions for the sills, front spoiler, and rear skirt.

Owners can even opt for a grille insert that mimics the Louis Vuitton bag design seen on the concept, complete with fake leather straps.

We'll find out more about the car when it debuts at the Paris motor show in October. 

When it goes on sale, the #2 will be the smallest car developed by the brand since Geely took a 50 per cent stake in 2020. While Smart originally made its name with tiny city cars, all of the models launched since the brand’s rebirth under Geely/Mercedes-Benz stewardship have been 4.2m long or longer. Indeed, the #6 sedan is around the size of the Toyota Camry.

As with other Smart cars since that time, the Chinese firm is in charge of engineering, while Mercedes-Benz is responsible for design. The #2 rides on the new Electric Compact Architecture, which has been specifically developed for tiny city cars.

With Smart's original factory in Hambach, France now owned by Ineos, the #2 will be built in China and exported around the world. Europe will, obviously, be a key market, but there seems to be a good chance it will be sold in Australia too, given the #2's street art teaser campaign included a mural in the Melbourne CBD.

Although the car has yet to be confirmed for Australia, a Smart Australia spokesperson noted "further information regarding Smart #2 market availability will be shared at the appropriate time".

MORE: Explore the Smart showroom

Chery is on a roll right now, targeting the heartland of Australian suburbs with its range of value-packed, family-friendly SUVs.

The newest model to arrive is this, the Tiggo 9 CSH Elite – an even more affordable, front-wheel drive version of its flagship seven-seat plug-in hybrid SUV that it says will broaden its appeal without compromising on refinement, features or driving range.

Here are seven things we like about the new 2026 Chery Tiggo 9 CSH Elite.

Priced right

The 2026 Chery Tiggo 9 CSH Elite is priced at $52,990 plus on-roads costs, which is $7000 less than the flagship Ultimate variant with all-wheel drive.

More importantly, it is the second most affordable seven-seat plug-in hybrid vehicle (PHEV) within the large SUV segment, behind only Chery’s own Tiggo 8 PHEV which starts from $45,990 drive-away.

It not only undercuts the BYD Sealion 8 (from $56,990 plus ORCs), the GWM Tank 300 PHEV (from $55,990 drive-away), Mazda CX-80 PHEV (from $68,100 plus ORCs) and the closely related Omoda 9 (from $61,990 plus ORCs), but it’s also cheaper than entry-level variants of the popular Hyundai Santa Fe and Toyota Kluger.

Packed with features

Chery didn’t cut much from the list of standard equipment for the new entry-level Elite version compared to the range-topping Ultimate.

Instead, most of the savings are derived from its mechanical makeup, which we will get to in a minute.

Yes, it loses out on a few things like a head-up display, heated second-row seats, ventilated front seats, and a massage function for the front passenger, and it only has an eight-speaker (rather than 12-speaker) Sony audio system, but it is still packed with more than you’ll ever need.

That includes synthetic leather seat trim, dual-zone climate control with vents for both second- and third-row occupants, power-adjustable and heated front seats with massage for the driver, a 10.25-inch digital instrument cluster, and a 15.6-inch infotainment touchscreen with Bluetooth connectivity, embedded sat-nav, wireless smartphone mirroring, DAB+ digital radio, and voice control.

It rides on smaller 19-inch alloy wheels too, but that’s the only indicator from the outside.

Big on space

The Chery Tiggo 9 CSH Elite is a good-looking rig on the outside, especially in the Star Wars Imperial Battleship-inspired colour the company calls Technical Grey, which provides a nice contrast for the cascading waterfall grille up front and the slim light bar across the tailgate.

But it is even more impressive on the inside, with a classy cabin that is big on space and filled with family-friendly conveniences.

For starters, those in the front are treated to a pair of comfortable and supportive seats that offer plenty of adjustment from the Mercedes-Benz style toggles on each door card, and great vision through the expansive windscreen.

The T-shaped dashboard is nice and clean, with a mixture of materials and surface treatments that look and feel good, although the piano-black highlights on the centre console and door armrests attract fingerprints faster than a New York cop shop.

That aside, there are two large cupholders, two felt-lined phone mats (with a wireless charger on the driver’s side), a deep cubby under the armrest between the seats, and extra storage space big enough for a small handbag under the console.

The small digital instrument cluster in front of the driver is easy to read and not hindered by the rim of the three-spoke steering wheel like larger screens, and the oversized infotainment touchscreen is crisp and clear.

But – and it’s not Robinson Crusoe here – the menu system can be a bit fiddly to adjust simple things like the air-conditioning, or to find certain functions such as the brake regeneration settings, or to de-activate beeps and bongs from the safety systems.

The 60:40-split/folding middle-row seatbacks offer decent but not class-leading legroom for a couple of adults – or three young kids – to travel comfortably, with adjustable air vents in the back of the centre console and on the B-pillars, plus extra ventilation for their feet under the front seats.

Access to the third row is via a simple lever on the side of the second-row seats that only flips down the backrest, so you’ll need to climb over. And, like most of its rivals, the two seats back there are really only suited for small kids or short trips. But they do have air vents in the roof and cupholders.

When all seven seats are occupied, the Tiggo 9 CSH Elite’s power tailgate reveals a limited amount of cargo space – probably enough for the groceries or a couple of small sports bags – but that expands to a cavernous 819 litres of capacity in five-seat configuration, and 2021L behind the front seats.

Under the bonnet

Okay, so here’s where most of the difference is between the Elite and Ultimate variants of the 2026 Chery Tiggo 9 CSH.

While both utilise the same 105kW/215Nm 1.5-litre turbo-petrol four-cylinder engine and have two electric motors (90kW and 75kW) driving the front wheels through a dedicated hybrid transmission, the Ultimate adds an additional electric motor on the rear axle that delivers added performance and the benefit of all-wheel drive traction.

It also has a larger 34kWh lithium-ion battery pack under the rear of the car that delivers long-range EV driving of up to 170km.

Still, the front-drive Tiggo 9 CSH Elite is far from underwhelming in terms of specs and performance.

It produces combined maximum outputs of 225kW and 450Nm, can drive for up to 90km in EV mode from its 19kWh battery pack, and has a claimed average fuel consumption of just 1.5L/100km.

Driving

In the real world, the Elite doesn’t feel all that different to the Ultimate in normal driving conditions.

Sure, it doesn’t have the same surprising level of head-whacking acceleration under full throttle, or the added security of all-wheel on slippery surfaces, but for the most part it has much the same driving character.

With a full battery, the Tiggo 9 is predominantly an electric car, which means it delivers seamless and silent motivation away from a standstill, and effortless cruising abilities even at highway speeds.

And, if you’re only tootling around the suburbs or commuting to work and back each day, and recharging the battery regularly, then this is how you will experience the Tiggo 9 for the majority of time.

However, the convenience of a plug-in hybrid is the backup from its petrol engine, which is largely inaudible when it chimes in but does deliver more than adequate performance when you need everything it has.

Plus, with a 70-litre fuel tank, Chery claims the Tiggo 9 has more than 1200km of driving range between refills and recharges.

As for the rest of the package, the Elite rides more comfortably on its 19-inch wheels and, despite its configuration, the front axle never feels overwhelmed by the instant torque output from the electric motors under heavy acceleration.

The Tiggo 9 is a big car, and it can feel a little ponderous through the corners, which isn’t helped by the overly assisted power steering that lacks a bit of feel and feedback, and doesn’t re-centre naturally. On the flipside, that does make it easy to swing around in tight carparks.

Safety

One element that hasn’t been altered between the Elite and Ultimate variants of the Chery Tiggo 9 is the level of standard safety equipment.

Both share a comprehensive suite of advanced semi-autonomous driver aids and crash-avoidance features, including autonomous emergency braking, front and rear collision warnings, lane-keeping assistance, adaptive cruise control, blind-spot detection, rear cross-traffic braking, driver attention monitoring, automated parking assistance, front and rear parking sensors, and a 360-degree parking display.

We have been critical of Chery’s calibration of its safety systems in the past, particularly the overzealous lane-keeping assistance that constantly bounces the car between the lines to the point where it is annoying and, on long drives, can be fatiguing.

But it seems like it’s improving at a rapid rate because the Tiggo 9 CSH Elite we drove, which features the latest in both hardware and software, was by far the best we’ve experienced in this regard.

Sure, the adaptive cruise control doesn’t like going around even the gentlest of bends and will slow the car down unnecessarily, we did experience a few lane-keeping jolts through the steering wheel, and we had to dig deep into the menu to shut down some of the warning chimes before going stir crazy.

But, for the most part, our Tiggo 9 Elite test car was much more liveable than we’ve experienced from any other Chery so far.

Ownership

Lastly, the Tiggo 9 Elite isn’t just affordable to buy, but also to own. Chery’s aftersales package provides customers with a sense of security matched – or bettered – by only a few brands.

Like all of its models, the Tiggo 9 CSH Elite is covered by Chery Australia’s seven-year, unlimited-kilometre warranty, while the battery pack is guaranteed for eight years.

There’s also seven years of free roadside assistance if the vehicle is maintained according to its prescribed servicing schedule through the Chery dealer network.

The Tiggo 9 CSH requires maintenance every 12 months or 15,000km (whichever comes first), and comes with a seven-year capped-price service scheme that costs $3174.15 over that timeframe at an average of $453.45 per year.

MORE: Explore the Chery Tiggo 9 showroom

According to GM Authority, the seventh-generation Camaro – which was previously reported to enter production in Michigan in late 2027 for the 2028 model year – is now expected to debut as a 2029 model.

The report says the first ever four-door Camaro will be based on an updated version of General Motors’ Alpha 2 rear-wheel drive architecture, which is also expected to underpin future Cadillac and Buick sedans.

The architecture is designed to accommodate longitudinally mounted engines and rear-wheel drive.

GM has recently unveiled a new 6.7-litre naturally aspirated LS6 V8 for the 2027 Chevrolet Corvette Stingray, Grand Sport and Grand Sport X.

The new engine produces 535hp (399kW) of power and 520lb-ft (705Nm) of torque, making it the most powerful base engine yet fitted to a production Corvette.

GM has not confirmed the LS6 for the born-again Camaro, but GM Authority has identified it as a potential powertrain for a high-performance version of the new model.

The Corvette pairs the LS6 with a dual-clutch automatic transmission, but GM Authority reports the next Camaro will offer more than one transmission choice, including a manual.

The returning Camaro could go toe-to-toe with a four-door version of its arch-rival, the Ford Mustang, with both muscle cars set to revive the V8-powered sports sedan formula previously offered in Australia by the Holden Commodore and Ford Falcon.

The Camaro, a two-door coupe and convertible originally launched for the 1967 model year, was last produced for the 2024 model year. However, Chevrolet said when it announced the end of the sixth-generation model that it was not the end of the Camaro story.

The last Camaro was officially made available in Australia via selected HSV and Holden dealerships in late 2018 after it was converted to right-hand drive by Walkinshaw Automotive.

But sales wrapped up in early 2020 after about 1500 examples were produced – long before the nameplate joined the Ford Mustang in Supercars racing under the motorsport category’s Gen3 regulations in 2023.

The previous Camaro 2SS sold in Australia was powered by a 339kW/617Nm 6.2-litre naturally aspirated LT1 V8. It was available with both a six-speed manual and 10-speed automatic, with the latter priced from $89,190 before on-road costs.

The flagship Camaro ZL1 launched in mid-2019 was fitted with a supercharged 6.2-litre V8 producing 477kW and 881Nm, and was also offered with a six-speed manual. Australian pricing started at $159,990 before on-roads.

The fresh Camaro news comes just days after Ford reportedly revealed a four-door version of the Mustang at a US dealer event earlier this month.

According to Automotive News, Ford told its US dealers it intends to produce a four-door, petrol-powered Mustang. It could go on sale before the end of the decade, although Ford has not yet publicly confirmed any Mustang sedan plans.

A four-door Camaro would echo the layout of Chevrolet SS, the name given to the Australian-built Holden VF Commodore exported to the US from 2013 to 2017.

There is also historical symmetry on the Ford side: the original 1964 Mustang shared significant underpinnings and components with the US-market Ford Falcon, which was released in North America and Australia in 1960.

Neither the new Camaro nor the four-door Mustang has been officially confirmed by GM or Ford for Australian showrooms, and it remains unclear whether either new V8 sedan will be produced in right-hand drive.

But while the Camaro has never been produced in RHD ex-factory, the Mustang has been a global model for two generations now, starting with the sixth-generation S550-series in 2015.

MORE: Explore the Chevrolet showroom

It’s understood the thieves are taking car keys from open storage shelves while the owners are working out.

Victoria Police say approximately 250 vehicles were stolen from the carparks of gyms in Melbourne’s southeast between November 2025 and April 2026 – and more than half of those incidents occurred in the cities of Casey, Cardinia, and Greater Dandenong.

The crime spree has been blamed on youth offenders, with several teenagers under investigation after being caught in possession of the allegedly stolen cars.

According to police, the alleged thieves are ‘tailgating’ gym members to gain access to the fitness centres, then helping themselves to unsecured car keys, wallets, and other valuables.

“We’ve recently seen the consequences of cars stolen from gyms and being driven by youths,” said Acting Senior Sergeant Benita Pringle from the Greater Dandenong, Casey and Cardinia Proactive Policing Unit.

“Opportunistic thieves are looking for an easy steal with as little effort as possible. Don’t make it any easier for them to take your car.

“We’re asking gym-goers to exercise caution, to be aware and report suspicious behaviour.”

As we reported in March 2026, car theft in Victoria has almost doubled over a three-year period, with 32,000 reports filed in 2025 alone.

MORE: Q&A with car security professional John Savino

China's Ministry of Industry and Information Technology (MIIT) has published details about the new sister model for the pint-size electric SUV that will be the Ora brand's first PHEV-equipped model, building on the expansive multi-powertrain portfolio of the overarching GWM brand.

The filings reveal the new Ora 5 Touring – which won't be named the Ora 5 GT as reported by CarNewsChina since that model is yet to appear and our sources say it will look "much different" – is larger than the Australian-delivered Ora 5 electric SUV. While its maximum 1844mm width and 1630mm height are similar, the PHEV is roughly 300mm longer at 4758mm overall.

Further, while the PHEV's front fascia is practically identical to the Ora 5 EV's, the rear has been redesigned and now features a more conventional tail-light arrangement with a new-look full-width light bar. This accents a generally boxier rear-end than seen on the existing EV, which should provide improved cargo capacity.

As for powertrains, the filings show the PHEV will be fitted with a 1.5-litre turbocharged four-cylinder petrol engine producing 115kW of power, paired with a lithium iron phosphate (LFP) battery pack supplied by Chinese manufacturer CATL.

For reference, that engine – produced by GWM and wearing the model code 'GW4B15M' – is the same as that fitted to the Haval H6 PHEV sold in Australia. In that model, quoted engine outputs are 110kW of power and 240Nm of torque.

A 19.1kWh lithium-ion battery also feeds one electric motor in front-wheel drive guise. The front-drive H6 PHEV's system outputs are quoted at 240kW and 540Nm, though it's not clear how similar this is to what the Ora 5 PHEV will offer.

However, the Ora 5 PHEV's battery capacity and electric motor specifications have yet to be confirmed. Interestingly, CarNewsChina reports that the Ora 5 PHEV's use of CATL battery cells is unique, as most electrified GWM vehicles use components from its dedicated battery subsidiary SVOLT.

Additional details revealed by the MIIT include a kerb weight of 1800kg, while the filing lists 18-inch alloy wheel and tyre combinations – matching the wheel diameter of the Australian-delivered Ora 5 EV.

There will also be a raft of optional extras available, including front and side radar, LiDAR technology, and side-view cameras, along with various aesthetic options like different wheel designs and exterior mirror styles. Buyers can also opt for a normal roof instead of panoramic glass.

GWM Australia has yet to lock in additional powertrains for the Ora 5, though it has confirmed it's weighing up PHEV options. It has also confirmed the new Ora 5 Hatch will arrive here in the third quarter (July to September) of 2026, followed by the Ora 5 Touring in either late 2026 or early 2027, and then potentially the Ora GT.

In July, its first month on sale, the Ora 5 electric SUV chalked up 403 deliveries according to VFACTS data, putting it only slightly behind GWM's ladder-frame Tank 300 large SUV in terms of popularity.

MORE: Explore the GWM Ora 5 showroom

An early EV pioneer with the electric i-MiEV city hatch sold here from 2010 to 2012, Mitsubishi has since fallen behind key Japanese rivals including Toyota – itself previously criticised for its slow adoption of EVs – in offering battery-powered models in Australian showrooms.

Due in local showrooms in the fourth quarter of 2026, the ASX VR-e will change that. Separate to the Renault Captur-based petrol-powered ASX already sold here, it will be based on the Foxtron Bria, which measures 4315mm long, 1885mm wide and 1535mm tall on a 2800mm wheelbase.

Mitsubishi Australia issued a single image of the exterior, and one image of the interior, while confirming the ASX VR-e will be offered in four model grades: LS, Aspire, Exceed and GSR.

The new EV is being developed through Mitsubishi’s partnership with Taiwan’s Foxtron Vehicle Technologies, a joint venture between electronics giant Foxconn and automaker Yulon.

Mitsubishi says the VR-e name pays homage to the Galant VR-4, the high-performance all-wheel drive sedan introduced in Australia in 1990 and a predecessor to the Lancer Evolution.

It uses a Pininfarina-designed vehicle platform, but Mitsubishi says the ASX VR-e will receive its own front and rear styling, wheels and interior finishes.

The ASX name stands for ‘Active Sports Crossover’, while the VR-e designation references the Galant VR-4.

The Galant VR-4 was powered by Mitsubishi’s 4G63T 2.0-litre turbocharged four-cylinder petrol engine and a full-time four-wheel drive system.

Mitsubishi Australia has yet to announce local pricing, battery capacity, driving range, charging speeds or final powertrain specifications for the ASX VR-e.

In Taiwan, the closely related Foxtron Bria is offered in three model grades – Elegant, Emerge and Pioneer – priced from NT$899,000 (around A$39,470).

That pricing overlaps with the petrol-powered Mitsubishi Eclipse Cross – discontinued in Australia in 2025 – which starts at NT$1,105,000 (around A$48,510) in Taiwan.

The entry-level Bria Elegant and mid-range Emerge use a 171kW rear-mounted electric motor and a 57.7kWh lithium iron phosphate (LFP) battery. Foxtron claims a 0-100km/h time of 6.8 seconds and 516km of NEDC driving range.

The flagship Bria Pioneer adds a second electric motor for all-wheel drive, producing 299kW and cutting the claimed 0-100km/h time to 3.9 seconds. Its NEDC range is 466km from the same 57.7kWh battery.

Foxtron claims DC fast-charging at up to 134kW allows a 10-80 per cent recharge in around 30 minutes.

Mitsubishi has not confirmed whether these powertrains or specifications will carry over unchanged to Australian ASX VR-e models.

Inside, there's standard black cloth trim, 9.2-inch digital instrument cluster and a 15.6-inch centre touchscreen, as well as wireless smartphone charging.

Higher-spec variants add ventilated front seats, a 360-degree camera, panoramic glass sunroof, and an electric tailgate.

Advanced driver assistance systems (ADAS) include adaptive cruise control, lane-centring assist, and rear cross-traffic alert.

The arrival of the ASX VR-e comes amid record EV sales in Australia, with the Tesla Model Y topping the national sales charts across all fuel types in both May and June 2026.

June delivered an all-time record for Australian new-vehicle sales, while last month was the strongest July on record.

Despite the record market, Mitsubishi’s Australian sales fell 27.4 per cent year-on-year during the first seven months of 2026, when every one of its models posted a decline.

The Japanese brand now sits 10th overall with 27,864 sales to the end of July, behind Tesla on 28,366.

The result comes after Shunichi Kihara became Mitsubishi Motors Australia CEO on January 5, 2026, replacing Shaun Westcott, who resigned in September 2025.

MORE: Explore the Mitsubishi showroom

The entry-level Cupra Terramar S and mid-spec Terramar V can be had with the Leather and Sound Pack free of charge – usually a $1600 option for both variants. This package adds Deep Burgundy leather-appointed upholstery, as well as a 12-speaker Sennheiser premium audio system.

Further, the entire Terramar lineup is now available with a 5.85 per cent comparison rate when financed with Cupra Choice, which in the case of the mild-hybrid S equates to $199 per week.

Note, the finance offer requires a 10 per cent deposit, and the 36-month term has a 30,000km mileage allowance. Guaranteed future value is also included as part of the financing package, with the Terramar S valued at $29,846 at the end of the term.

Despite playing in Australia's biggest and most competitive new-vehicle segment in terms of sales, the Terramar hasn't quite enjoyed the same success as its Volkswagen Group platform-mates – namely the Volkswagen Tiguan on which it's based and the Audi Q3 alongside which it's built.

To the end of July in 2026, the Terramar has notched up 293 registrations according to VFACTS new-vehicle sales data, amounting to a little over 10 per cent of the related Tiguan's 2088 sales in the same period. The Audi Q3 has recently gone through a generational overhaul, and the premium compact SUV returned 1245 registrations during the January-July period.

It's worth noting that while Cupra is headquartered in Martorell, Spain, just out of Barcelona, the Terramar – which replaced the Ateca – is assembled alongside the new Audi Q3 in Hungary.

Cupra Australia sales are down 31 per cent year-to-date, with 1211 vehicles delivered to the end of July. Part of the drop in volume was due to the model changeover for the Formentor crossover, which was in runout for the first six months of 2026 until the facelifted range belatedly arrived about a month ago.

The Cupra Terramar S is powered by the Volkswagen Group's 110kW/250Nm 1.5-litre four-cylinder turbo-petrol engine with 48V mild-hybrid technology, and drives its front wheels via a seven-speed 'DSG' dual-clutch automatic transmission.

The Cupra Terramar V ups outputs to 150kW/320Nm from a larger 2.0-litre four-cylinder turbo-petrol engine, driving all four wheels via a seven-speed DSG.

Atop the range are the VZ and VZe, the former getting a more powerful 195kW/400Nm version of the V's 2.0 TSI motor, while the VZe pairs the 1.5 TSI of the S with a transmission-mounted electric motor and 25.8kWh (gross) lithium-ion battery pack for total system outputs of 200kW/400Nm, and an electric driving range of over 100km per charge.

Pricing

MORE: Explore the Cupra Terramar showroom

“Due to a software error, the 7.0-inch combination meter may fail to display at vehicle startup, thereby failing to display important warning messages and core driving information (eg: dashboard indicators and speedometer),” the recall notice says.

“This can also deactivate the turn signal and hazard lamps and certain audible warnings (such as the key left in ignition and the driver/passenger seat belt reminder).”

• A total of 16,238 vehicles are affected, produced between May 14, 2024 and May 21, 2026
• The original recall notice is attached here

“If important warning messages and core driving information are not displayed on the combination meter, there can be an increased risk of accident resulting in injury or death to vehicle occupants and/or other road users.”

There are no warnings or symptoms before the failure occurs.

Toyota Australia says it will contact owners of all affected vehicles to organise a fix, which will include an update to the ‘combination meter' software.

The update must be carried out by a dealer and will take around 60 minutes, although Toyota cautioned some vehicles may need to remain at dealerships for longer depending on individual workshop schedules.

It’s the second recall in a little over 12 months for the latest, ninth-generation Camry, which was released in Australia in September 2024, with the popular sedan involved in a wider July 2025 recall of 69,586 Toyotas, including the Corolla, Corolla Cross, GR Corolla, GR Yaris, Kluger and RAV4 vehicles.

That recall concerned a similar software programming issue that could cause the combination meter to remain blank, preventing the indicators, central info screen and instruments from displaying correctly.

Concerned owners can contact the Toyota Recall Campaign Hotline on 1800 987 366.

MORE: Explore the Toyota Camry showroom

If you've driven a new car lately and found yourself bombarded by lane departure warnings, speed limit chimes, or driver monitoring alerts, you're not alone – and even the organisation responsible for rating vehicle safety thinks some systems have gone too far.

Speaking about the introduction of ANCAP's, chief executive Carla Hoorweg said the independent auto safety body is no longer focused solely on whether advanced driver assistance systems (ADAS) work, but also whether they're so intrusive that drivers end up switching them off.

The change comes as mandatory safety technologies become increasingly common in new vehicles sold in Australia, including some form of lane support, speed assistance, and driver monitoring systems.

"We've been making these changes to push manufacturers to make sure their systems are tuned for local driving conditions," said Ms Hoorweg.

The updated protocols include a greater emphasis on how these systems behave during everyday driving, with ANCAP engineers now conducting real-world road assessments alongside traditional track testing.

That includes evaluating whether lane support systems are appropriately calibrated for local roads, how accurately vehicles recognise speed signs, and even how irritating their warnings are to live with.

"Now we're starting to assess how annoying those systems are as well," said Ms Hoorweg.

"That'll be a function that our engineers will be performing in their real-world drive."

Ms Hoorweg said the goal is to encourage manufacturers to develop safety systems that drivers actually want to leave switched on, rather than technologies that constantly interrupt or distract.

"[So] We're not getting these horrendous beeping... cars that you can't actually steer in the lane without it beeping because it's so sensitive," she said.

Importantly, Ms Hoorweg stressed ANCAP doesn't require manufacturers to rely on audible alerts.

"By the way, beeping – we don't require beeping."

Instead, she said automakers are free to use a range of warning methods, including visual prompts or haptic feedback through the steering wheel.

"There's a range of different ways that manufacturers can choose to alert a driver," she said.

"You'll see some of the very well-deployed systems use a haptic, a much more comfortable driving experience than constant beeping."

The shift reflects broader changes to ANCAP's 2026 assessment criteria, which place greater emphasis on the overall driving experience rather than simply ticking boxes for the presence of safety technology.

Under the new protocols, lane support systems will be assessed on how naturally they intervene, including how quickly steering assistance activates, how much effort is required for the driver to override the system, and how smoothly control is handed back.

ANCAP says driver monitoring systems should also adapt their behaviour depending on whether the driver appears attentive, distracted, or fatigued.

The organisation's updated guidance states that well-designed driver monitoring systems should support motorists, "not irritate them", while crash avoidance systems should become more or less sensitive depending on the driver's level of engagement.

It's a notable acknowledgement of growing criticism surrounding increasingly intrusive driver assistance technologies.

While systems such as autonomous emergency braking, lane support, and driver monitoring have contributed to improved vehicle safety, many motorists have complained about overly aggressive lane-centering, persistent speed warning chimes, and false driver attention alerts.

Rather than encouraging drivers to tolerate those frustrations, ANCAP now wants manufacturers to prove they can deliver safety systems that work effectively without becoming a distraction themselves.

MORE: BMW iX3 the first five-star vehicle under tougher 2026 ANCAP standards

The NX7 appears to be the production version of the Urban SUV PHEV Concept revealed at the Beijing motor show in April.

It's made the transition from concept to production vehicle with few changes, though it's sprouted door handles and conventional exterior mirrors. It retains a LiDAR unit above its windscreen, as well as split-level LED daytime running lights up front that tie it in with other Nissans such as the new Leaf and facelifted Ariya.

Dongfeng Nissan has yet to reveal the interior, however, if its NX8 showroom-mate is any guide, we can expect a 10.25-inch digital instrument cluster as well as dual 15.6-inch displays and a 63-inch augmented reality head-up display.

The NX8's cabin is largely devoid of physical switchgear, while ambient lighting, patterned surfaces and two-tone colour schemes add visual interest.

A Chinese Ministry of Industry and Information Technology filing, shared by CarNewsChina, reveals the production NX7 will follow the concept in featuring a plug-in hybrid (PHEV) powertrain.

The NX8, in contrast, features a choice of electric or extended-range electric powertrains.

Dongfeng Nissan therefore is employing the same strategy as with its N6 and N7 sedans – the former is a PHEV, while the latter is around 100mm longer and is offered only with electric power.

Per the MIIT filing, the NX7 uses a 1.5-litre four-cylinder petrol engine with 73kW and an electric motor with 170kW of peak power, along with a 40.9kWh battery offering up to 225km of range on the more lenient CLTC cycle.

The N6 PHEV sedan, in contrast, features a 75kW/135Nm 1.5-litre four-cylinder petrol engine, and a 155kW/320Nm electric motor, but much smaller-capacity 20.3kWh or 21.1kWh lithium iron phosphate (LFP) batteries.

The five-seat NX7 measures 4785mm long, 1920mm-1932mm wide and 1660mm-1665mm tall, with a wheelbase of 2815mm.

The Australian-market X-Trail, in contrast, measures 4690mm long and 1725mm tall on a 2705mm wheelbase.

The NX8 is larger still, measuring 4870mm long, 1920mm wide and 1680mm tall on a 2917mm wheelbase. In terms of dimensions, it slots neatly between the Australian-market X-Trail and Pathfinder, the latter of which was recently discontinued. Unlike those, however, it's offered exclusively with five seats.

It's available in China as an extended-range electric vehicle (EREV) with lithium iron phosphate (LFP) batteries ranging in capacity from 20.3kWh to 43.2kWh, and as an electric vehicle with either 73kWh or 81kWh LFP batteries.

Electric range is up to 310km on the CLTC cycle in EREV variants, and up to 650km in EV variants.

All NX8s are rear-wheel drive, with EREVs featuring a 195kW/310Nm electric motor and a 109kW/225Nm turbocharged 1.5-litre four-cylinder petrol engine which serves as a generator, while EVs have between 215kW and 250kW of power, plus 310Nm of torque.

Nissan is tapping its Chinese joint venture as a source of products for key export markets, and that includes Australia.

The Frontier Pro dual-cab PHEV ute has already been confirmed to dealers for a local launch and spied testing in Melbourne, while other Dongfeng Nissan models that could come here include the N7 sedan, the NX8 SUV, and a production version of the Terrano PHEV concept revealed alongside the Urban SUV PHEV concept at Beijing.

“As a right-hand drive market, we're there for the future investments of all those products that you've seen in China. At least our hands are up; whether we get them or not, that remains to be confirmed,” Nissan Oceania managing director Steve Milette told CarExpert.

MORE: Explore the Nissan showroom

According to Automotive News, the first vehicle shown off by Ford was a new entry-level SUV, which will reportedly be priced from around US$25,000 (A$35,300), and will be available with a choice of petrol and hybrid drivetrains.

If true, this new SUV would have a starting price US$5000 (A$7000) less than the Escape that it effectively replaces. The Escape went out of production in the US at the end of 2025, although existing stock remains on sale in North America at the time of writing.

It would also mean the new SUV will undercut both the Bronco Sport (US$31,845) and the Maverick ute (US$28,145), which is the cheapest model available in Ford's American showrooms. Last week Ford announced the Fathom electric ute, due to go on sale next year, will start at US$29,945 (A$42,400).

The trade publication's sources say a video of an early prototype of the vehicle was shown featuring a wide and boxy design that bears a resemblance to the first-generation Escape. Executives on stage emphasised the design wasn't final and was being shown to provide an indication about the car's size.

Other sources indicate the new SUV will be built in Hermosillo, Mexico, where the Bronco Sport SUV and Maverick ute are currently produced. Both of these vehicles are based on the C2 platform, which was also used by the now-discontinued Escape.

It's unclear what platform the new budget SUV will be based on. Ford recently announced a deal with Geely, in which the Chinese automaker will take an ownership stake in Ford's plant in Valencia and produce two EVs there.

Ford will in turn use a Geely platform for a new "multi-energy" SUV due out in 2029 that will replace the Kuga, the Escape's European sibling. Ford of Europe is also planning to launch a Bronco-branded model based on the C2 architecture in 2028.

The other vehicle Ford revealed at the Las Vegas dealer conference was a prototype of a four-door Mustang, which attendees likened to a Porsche Panamera both in terms of size and general styling.

Executives told dealers the four-door Mustang would have a starting price under US$40,000 (A$56,500). It would also be capable of a 0-60mph (0-97km/h) time of under four seconds and feature more rear-seat space than a Panamera.

Although no name for the four-door Mustang was discussed, previous reports indicate it will wear Mach 4 badging. This isn't the first time Ford has displayed a four-door Mustang prototype, with a similar model shown at last year's dealers' conference in Las Vegas.

For reference, the Dodge Charger sedan starts at US$51,995 (A$73,500) with a 313kW 3.0-litre twin-turbo straight-six engine. Meanwhile the base Panamera costs US$113,000 (A$160,000) when equipped with a 260kW turbocharged 2.9-litre V6.

No timeframe was given for the four-door Mustang's launch.

MORE: Explore the Ford showroom

GAC Australia has confirmed a new lower-priced model grade is scheduled to arrive by the end of 2026, but has revealed little else, including its equipment levels or pricing.

The Aion UT rivals the BYD Dolphin, which starts at $29,990 before on-road costs, as well as the MG4 Urban, which arrived in Australia in April 2026 priced from $31,990 plus on-roads.

News of a more affordable Aion UT comes as the Geely EX2 joins the electric hatch battle, priced from $26,490 plus ORCs, albeit with a less powerful motor and shorter range than the Aion UT.

Australia's cheapest electric vehicle (EV) is currently the BYD Atto 1 hatch, priced from $23,990 plus ORCs – a price the cheaper new Aion UT variant is unlikely to undercut.

The current entry-level UT is powered by a front-mounted 150kW/210Nm electric motor, with a 60kWh lithium iron phosphate (LFP) battery enabling a claimed 430km WLTP range.

The same powertrain is used by the higher-spec Luxury grade, which adds a panoramic sunroof, powered mirrors and tailgate, a ventilated driver’s seat, and wireless phone charging for an additional $4000.

In China, the Aion UT is offered with a lower-output 100kW/145Nm powertrain, potentially providing an option for the cheaper version planned for Australia.

Prices for the lower-output model start at ¥73,000 (A$15,558) in China, where the Geely EX2 is priced from ¥65,800 (A$13,872). The higher-output 150kW Aion UT is not sold in China and is reserved for export markets.

The Chinese-market model is offered with three battery sizes ranging from 32.2kWh to 44.1kWh, with claimed ranges of between 320km and 420km under the more generous CLTC testing standard.

Regardless of whether Australia's cheaper Aion UT comes with the 100kW powertrain or retains its current 150kW setup, it will still be more powerful than several of its closest rivals.

The price-leading Geely EX2 Complete has a 60kW/150Nm electric motor driving the rear wheels, fed by a 35.3kWh LFP battery, for a claimed 252km WLTP range.

The higher-spec EX2 Inspire uses a more powerful 85kW/150Nm motor and larger 47.1kWh LFP battery to extend range to 345km WLTP. It is priced at $30,990 before on-road costs.

Meantime the sub-$24k BYD Atto 1 Essential produces 65kW/175Nm and offers a 220km WLTP range from its 30kWh battery, and the Atto 1 Premium ($27,990 plus ORCs) makes 115kW/220Nm and has a 43kWh battery offering 310km of WLTP range.

The MG4 Urban offers WLTP ranges of 316km and 405km across its two grades, while the BYD Dolphin offers 340km and 427km.

The Atto 1 leads the electric hatch sales battle with 3536 sales year-to-date, ahead of the same brand's Dolphin (2716), although the MG4 Urban outsold the latter in July, with 666 deliveries compared with 401 for the BYD.

The Aion UT arrived as GAC’s fourth model in Australian showrooms in April 2026, after the brand was launched locally in November 2025 with the Emzoom small SUV, the Aion V mid-size electric SUV, and the M8 plug-in hybrid (PHEV) people mover.

The company has committed to introducing multiple SUVs here, which may include the Range Rover-inspired, Toyota Kluger-rivalling S7 large PHEV SUV displayed at its Australian brand launch last year. GAC has also confirmed plans to introduce a dual-cab ute to Australia sometime in 2027.

The fledgling Chinese auto brand appeared in VFACTS sales figures for the first time in July 2026, when it posted 1008 sales for the month, which would extrapolate to an annualised rate of more than 12,000 vehicles.

The company previously told CarExpert it sold around 4000 vehicles in the first six months of this year, exceeding its internal targets.

MORE: Explore the Aion UT showroom