Car News

Nissan has issued an urgent recall notice affecting its most popular model.A total of 13,795 Nissan X-Trail e-Power mid-size SUVs could have a potentially dangerous software issue, according to the official notice from the Federal Department of Infrastructure, Transport, Regional Development, Communications, Sport and the Arts.The affected X-Trails covered model years from 2022 to 2026, and used the Japanese brand’s e-Power hybrid technology.A software issue with the lithium-ion battery controller could cause the vehicle to enter a fail safe mode, which means the vehicles could lose power while driving and wouldn’t be able to charge the battery.Unlike other hybrids, Nissan’s e-Power technology only uses the petrol engine to charge the battery and the electric motors drive the wheels, rather than a combination of both. This means if the battery can not charge, the vehicle can not be driven.The recall notice said if this occurs it could “increase the risk of an accident, causing injury or death to the vehicle occupants and other road users”.Nissan will be contacting affected owners and urging them to attend their local dealership to have the software reprogrammed at no cost.Nissan also recalled 237 Qashqai e-Power compact SUVs for the same issue.The affected models cover the 2025 to 2026 model years and again will be reprogrammed free of charge.

The list of Australia’s favourite off-road SUVs is set for a massive shake up in the coming years, as a 4WD-obsessed boom in the Chinese market starts to overflow to Australia.The GWM Tank 300 and Tank 500, as well as Denza’s B5 and B8, might have been the first to tackle ever-popular legends, the Toyota LandCruiser, Nissan Patrol and Ford Everest, but they will soon be joined by new offerings from GAC, Geely and Chery.Below is a list of the five off-road hybrid SUVs either confirmed to be heading to Australia or highly likely for an Australian arrival with the intention to unseat some of the world’s most popular 4WDs.Also known as the Geely Battleship 700, this large hybrid off-roader is part of an all-new family of flagship products for the Geely brand.It will debut a new off-road architecture for Geely, which can be equipped with either a 1.5-litre or 2.0-litre engine mated to a front electric motor, and dual rear electric motors that feature a mechanical differential lock.There is no mechanical connection between the front and rear axles, with that space taken up by a 47kWh battery pack, which grants it up to 185km of CLTC driving range, according to preliminary specs out of China.Combined power for its tri-motor system is a headline-grabbing 830kW, and the boxy off-roader has luxurious interior fittings which take Geely into new territory. Pricing is yet to be revealed, and while the Galaxy Cruiser hasn’t been confirmed for an Australian arrival, it is slated for a UK arrival, confirming right-hand drive production.Read more about the Geely Galaxy Cruiser hereWith styling more reminiscent of the Toyota Prado rather than the Defender-esque look of the Geely, GAC’s upcoming Yue 7 was recently revealed at the 2026 Beijing Motor Show.Also a plug-in hybrid with no mechanical connection between the engine and rear axle, the over-five-meter-long SUV boasts formidable off-road angles.It is not as punchy as the Geely claims to be, with a mere 400kW of combined power on tap from its 1.5-litre four-cylinder petrol engine and dual electric motor set-up, which is a familiar formula for these Chinese 4WDs.It will be offered with either a 28.3kWh or 46kWh battery pack, which grants it either 116km or 188km of CLTC electric driving range, respectively.The computer-based 4WD system is said to be capable of sending power to just one wheel at a time if needed and simulating low-range driving.While GAC Australia is yet to comment on the arrival of the Yue 7, the company is plotting 10 new models in our market in just five years, with the local boss telling CarsGuide recently this will include a large SUV and a pick-up truck.Read more about the GAC Yue 7 hereThe Chery sub-brand’s flagship off-road machine is squarely designed to target rivals like the Tank 500 and Denza B5, according to executives.Unlike some of its rivals here, the V27 doesn’t ride on a ladder-frame platform and instead rides on a car-line monocoque underpinnings.This isn’t an indicator of its off-road performance, with prior iterations of the famous Mitsubishi Pajero and current Land Rover Defender also based on unibody platforms.The V27 uses a range-extender hybrid system (meaning the 1.5-litre engine is not mechanically connected to the front or rear axles), being purely electrically driven at the wheels.It uses a 34.3kWh battery pack which grants it 150km of electric driving range to an also lenient NEDC standard and power outputs from its dual-electric motor set-up combine for a total of 335kW/505Nm.Despite being over five meters in length, the V27 is only a five-seater, but has a cavernous boot area, and like the above GAC Yue 7 is able to be equipped with a tailgate mounted full-size spare.Expect to learn more later in 2026 as the iCaur brand gears up for its Australian debut.Read more about the iCaur V27 hereYou may remember Freelander as a Land Rover nameplate from the 90s, but it has now been spun off as a new sub-brand and joint-venture between Land Rover and Chery, as the British company embraces ‘China Speed’ for best use of its intellectual property.Utilising a Chery platform and Huawei cabin tech, the Freelander 8 large SUV also wears iconic elements of the Freelander nameplate’s British design.A far cry from the original Freelander of the 90s, which was a relatively small but capable SUV, the new model is a large three-row offering chasing the trendy boxy bodystyle trend in the Chinese market.Also using a 1.5-litre engine in a range-extended set-up, the brand has at least confirmed that it will have some kind of tough off-road ability despite an over-three-meter long wheelbase.Power figures are yet to be confirmed, but it will get over 200km of electric driving range from an enormous 60.33kWh battery pack, while promising 2000kg of towing capacity and at least a central differential lock.Read more about the Freelander 8 hereGWM’s long-expected off-road monster is still on the cards for an Australian launch. The good news is, the brand is strongly considering an upcoming updated model featuring the company’s new 4.0-litre V8 twin-turbo engine.The bad news is this update, which is expected to be the first version of the 700 available in right-hand drive, isn’t due until 2028.The Tank 700 is available in both rugged Hi4-T form, which maintains the mechanical linkage from the engine to the rear axle, maintaining a low-range transfer case and placing the electric motor in the transmission, as well as new-age Hi4-Z form that forgoes the mechanical connection for a larger battery and more electric driving characteristics.As for specs the latest Hi4-Z version produces a combined 720kW/1375Nm, according to Chinese specs. Its 59kWh battery pack grants it a WLTC-measured 190km EV driving range.Expected to be priced well north of $100,000 in Australia (perhaps even more in its ultimate V8 form), the Tank 700 would move GWM into new pricing territory and test the limits of what its buyers are prepared to pay. Even so, GWM is expected to debut a Tank model even higher up the price scale, with an expected Tank 800 to be launched on the same GWM One platform as the flagship Haval H10 and Wey 9X from the Chinese giant’s other sub brands.Read more about the GWM Tank 700 here

Toyota's LandCruiser family looks ready to grow in Australia, with the brand confirming new models are under study that would expand the lineup beyond the 300 Series, Prado and 70 Series in our market.The comments appear to confirm reports Toyota is working on at least two new LandCruiser models – a new ute and an SUV, both with electric options – which are expected to launch from next year.And one or both appear on the table in Australia, with Toyota here confirming they are studying the opportunity and believe there is room for new LandCruiser models in our market."We're studying it, and we think that there is probably room for this. It's about the right product at the right time," says Ray Munday, Senior Manager Product Planning and Pricing at Toyota Australia.It would mark a significant departure from all we've known and expect from the LandCruiser badge, with both rumoured models to be reportedly based on a monocoque (or car-based) platform, meaning they will have an urban focus, rather than an off-road one.It has been reported that the ute version will take its cues from the EPU concept first revealed at the 2023 Japan Mobility Show. The SUV version – expected to take its inspiration from the LandCruiser SE concept also revealed in Tokyo – is reportedly designed as a "sports SUV" – a far cry from the rugged off-roaders that currently wear the LandCruiser badge.Both are reportedly being developed with electric and petrol-hybrid options.One model that is almost certain to not appear in Australia is the LandCruiser FJ, with Toyota pouring cold water on the idea of launching that product in our market."The FJ has an older engine, it doesn't meet our requirements, (and) doesn't come available in the powertrains that we're after, so no plan on that," says Toyota Australia VP of Sales, Marketing and Franchise Operations, John Pappas.That engine is the brand's 120kW and 246Nm 2.7-litre petrol engine, which has recently been axed from entry-level Toyota HiLux variants in Australia.

You may or may not know Australia was the first export market for the world’s best ever selling car.The vehicle in question is the Toyota Corolla and this was the first country to receive exports when 15 examples of the first-gen E10 model were shipped here in November 1966, just a month after it was revealed in Japan.During the 1966 Tokyo Motor Show (October 26 to November 8) Toyota had pulled the covers off the diminutive two-door, 1.1-litre city car which over the next six decades and 12 generations would go on to comprehensively out-sell automotive icons like the Ford Model T, VW Beetle and original Mini.So, yep, the Corolla turns the big six-oh this year and Australia was a VIP guest at its first party.Less than a year after the original E10 series debuted, a four-door sedan and wagon type van joined the initial line-up and the Corolla die was cast, the newcomer quickly building its reputation as an affordable, versatile and economical small car, initially going into bat against the similarly-sized, not to mention similar-looking, Datsun (Datto) 1000 and Subaru 1000.Another Aussie milestone for Corolla was assembly of the E10 in Port Melbourne, the first manufacturing site for the model outside Japan. Toyota Australia went on to build more than 666,000 Corollas across its Port Melbourne, Dandenong and Altona plants.    Only four years later, in 1970, the chubbier E20 Corolla was introduced, retaining the original’s front-engine, rear-wheel drive configuration but with more capacity, power and weight.The alpha-numeric model code convention continued in 1975 with the E30 / E50 ‘rolla, still rear-drive with later versions powered by a 1.3-litre four and the choice of manual shift or ‘ToyoGlide’ three-speed auto. The third-gen E40 / E60 Sprinter variants were JDM (Japanese Domestic Market) and (other) selected export markets only. A more mature E70 Corolla arrived in 1981 with a new coil-spring, five-link rear suspension, but still rear-wheel drive, with a relatively conservative appearance. A clear ‘white goods’ Toyota period.The E80 kicked off the front-wheel drive Corolla era in 1985 and the ground-breaking E90 became a hugely popular small car option in Australia from 1989, bringing more contemporary looks and the availability of 16-valve, twin-cam engines (anyone remember ‘The O2 Advantage’ slogan?), especially the high-performance ‘4A-GE’.The E100 from 1994 looked more like a substantial E90 upgrade than a new-generation model but the E110 in 1998 was a clear design departure with a distinctive quad headlight face morphing into a wide-eyed, dual-headlight expression following a facelift.In 2001, the now imported E120 ushered in a sturdier, high-waisted look for the ninth-generation, with sedans, wagons and hatchbacks available. The E140/E150 continued that design theme from 2006 to the E170 sedan and E180 hatch launched here in 2014.The Corolla reached a million Australian sales, in September 2007. And for completists, the E160 (Corolla Axio sedan and Fielder wagon) was never officially sold in Australia. Which brings us to the current 12-generation E210. Launched in 2018 it’s the longest-running Corolla model and has proved a huge success.It’s brought back hot hatch performance with GR and soon-to-arrive GRMN variants and looks set to soldier on until the 13th-generation Corolla arrives later this year, with (surprise, surprise) late October a short odds favourite for launch timing. Speaking of hot hatches, in terms of motorsport the Corolla has done everything from Bathurst (its first success was a Class A victory in 1968) to the World Rally Championship as well as multiple Australian Rally Championships (at the hands of Neal Bates and Coral Taylor) and a multitude of other competition appearances around the globe.It’s recently spawned the Corolla Cross SUV as well as a host of other variants throughout its life (AE86 anyone?). And the Corolla shows no sign of slowing down with efficient hybrid powertrains keeping it relevant with sales numbers continuing to tick over locally.Last year, 18,968 new Corollas found homes in Australia, and with another 6277 sold to the end of May this year it remains the country’s best-selling small car by a comfortable margin.   Toyota has all but confirmed the next-gen Corolla will be available with hybrid, plug-in hybrid, pure electric and possibly hydrogen fuel cell powertrain options.Speaking at the showing of a Corolla Concept at last year’s Japan Mobility Show, Toyota President & CEO Koji Sato said despite the new powertrain options, the Corolla must remain a car for “everyone”. “Whether it's a battery EV, plug-in hybrid, hybrid, or internal combustion engine vehicle - whatever the power source - let's make good-looking cars that everyone will want to drive,” Sato-san said. Hear, hear to that. But facing more challenges than ever before in its 60 years, the 13th-generation Toyota Corolla will possibly be the most important for the world’s biggest carmaker. Bring on the birthday party.

A Chinese auto executive has warned that the extreme pace of the new car industry in China is “brutal” and unsustainable.BYD Executive Vice President He Zhiqi took to Weibo to lament the “insane” pace with which the Chinese auto industry is progressing - citing a figure of 650 new or updated cars launched just in the first half of 2026.That works out to around four new or refreshed cars launched per day. Contrast this with Australia, where a handful of new cars launched in a week is considered busy, and it becomes clear why the phrase ‘China speed’ has become common.“It’s completely insane,” He Zhiqi said on Chinese social media site Weibo this week, saying the market is “not just fierce, but brutal” in China.While carmakers must still develop cars for many months or years leading up to launches, He Zhiqi says the “buzz” of a new car launch can’t be held for “three months before it goes cold”.In China, the pace set by brands belies the cooling market.Automotive News Europe reports the passenger car segment is down 23 per cent compared to June last year, citing data from China’s Passenger Car Association.Bloomberg also reported the pace of China’s industry means the monthly output of new car launches in a month is roughly equivalent to that of a calendar year in the US.While the BYD executive says the current trend in the industry is unsustainable, He Zhiqi points out that the hard times will result in carmakers emerging with the resilience to survive brutal market conditions.“Competition also breeds prosperity,” he wrote. “You have to roll around, crawl and fight in it to build a strong body.”

The final-ever car to be designed, engineered and built in Australia was released 20 years ago this week, on July 16, 2006 – just three days after production commenced in Elizabeth, South Australia.A perfect excuse to see the Holden VE Commodore with a fresh perspective.Not as an infamous failure with timing chain issues, an eternal engine light on and broken heater controls, but as one of the world’s last affordable family cars with a body builder presence, great chassis, loping performance and rock-solid safety.Find a good one today and the VE’s muscular, dynamic strength can still disarm. In a world of same-same SUVs, don’t you miss hunky world-class Australian cars made for our environment?Understanding why the final Commodore was what it became may make some people reassess this model’s incredibly complicated story, because one day, future generations will be clambering for a slice of bygone automotive history.Here are 10 reasons why Australia’s last car deserves more respect. The VE revival starts right here.The 1948 formula on repeatEvery Holden family sedan from 1948’s first 48-215 to the final VF II of 2017 followed the same template. To a tee. A large three-box four-door rear-wheel-drive family car with at least five seats and six cylinders.At the start, the formula was an obscene money-spinner. General Motors-Holden’s (GMH) became so profitable with 50 per cent market share within its first decade that people actually called for the government to rein it in.That didn’t last. Rivals led by Ford’s thematically identical Falcon swooped in, the market fragmented as the population diversified driven by Japanese cars, then fuel prices soared, GMH went bankrupt (but was bailed out by Detroit in 1987) and Holden had to be content with half its late 1950s market share (or less).The writing should have been on the wall by the late 1990s, as a new kind of family car, defined by the pioneering Toyota RAV4, steamrolled across the globe.The VT Commodore illusionIsn’t it funny that, in 2026, while the VT Commodore is admired, the AU Falcon that embarrassingly flopped against it is what’s revered as the era’s ultimate Australian family car.This Commodore’s phenomenal sales emphatically put Holden on top again after years of to-ing and fro-ing with the EF and EL Falcon series.It was such as success not because of any enduring loyalty to the brand, but because people hated the then-new AU’s styling. And, at the time, Holden was GM’s most profitable division on the planet – the darling of Detroit.These are important distinctions to make in understanding Holden’s desire to go all-in with the next-gen model, because by 1999, following a bumper volume year that saw a record-breaking 94,642 Commodore registrations, GM thought sedans would prevail against SUV imports.Project 2686, that became the VE, was headed by engineering veteran, Tony Hyde, and was Holden’s biggest investment in an Australian vehicle since the 1971 HQ (one of Hyde’s earlier jobs), and the first all-new, non-German Opel-based big Holden since then too.In 2001, that 1948 formula was yet-again set in stone more-or-less, while the fail-proof Commodore was still riding high on top of the pops.“VE Commodore is the car we always wanted to build,” Hyde said.But even back then, SUVs were already decimating sedan demand across the world, including here. Clearly, Holden didn’t want to believe it – and there was still five years of VE development that lay ahead. The 2005 oil crisisJust as today’s soaring fuel prices have kicked the door wide open for electric vehicles, the world’s third biggest oil crisis after 1973 and 1979 then went on to pull the rug from under the VZ Commodore, BF Falcon and its Territory SUV offshoot.None really ever recovered. By the eve of the VE launch on July 16, 2006, tensions must have been unbearable down at Holden’s Fishermans Bend headquarters.  The gala launch eventAfter five years of anticipation, on an overcast Sunday morning, a VE SS V and its WM Caprice long-wheelbase luxury sedan sibling stormed a Melbourne stage before the media, to the incongruous tune of UK indie band Republica’s Ready to Go – a 10-year-old hit by then.This was meant to signal the 14 model Commodore’s retention as the number-one selling model in Australia, following strong competition from the surging Mazda 3 and Toyota Corolla small cars. One. Billion. Dollars!The VE was proudly proclaimed Holden’s “Billion Dollar Baby” (totalling nearly $A1.7 billion today), which is a colossal amount in anybody’s language for what were two similar large rear-drive sedans in a sub-million-annual-unit market that would barely take in 100,000 vehicles annually.No, the fourth-generation Commodore wasn’t just for Australian mums and dads this time.But what was meant to be Holden’s victorious return to prominence was instead undermined by the media’s insistent questioning surrounding the VE’s higher-than-expected fuel consumption compared to the much-lighter VZ it replaced.That became the main focus of the headlines that followed. And it’s all people talked about, souring the new Holden for many consumers seeking something more economical.VE product fun factsOver 1000 engineers and technicians worked on Project VE over a five-year period leading up to its launch.The VE sedan’s final design by Peter Hughes was frozen by mid 2002, and evolved from a basic sketch by styling boss Mike Simcoe in 1998.VE sedan was 18mm longer, 57mm wider and 20mm taller than the VZ equivalent.Over the VZ, the VE sedan’s wheelbase increased by 126mm, to 2915mm.The VE ute’s longer 3009mm wheelbase was shared with the WM Statesman/Caprice models.Holden estimated that the VE was tested over 3.42 million kilometres, with the electricals undergoing over 41,000 hours of testing. Surely that Alloytec V6 engine light would have driven them nuts by then!The VE’s body-in-white was by far the stiffest and strongest Holden ever built. Still on safety, the Commodore was the first to standardise electronic stability control (ESC) across the range.Technically, the VE was a front mid-engine sedan, with the engine mounted behind the front axle and steering mounted forward of the front axle centre line. Pushing the front wheels to the leading extremities helped achieve this.Suspension is independent multi-link all-round.Holden secured Ford BA Falcon/SX Territory colour and trim (and more) designer Sharon Gauci’s services for the VE; she retired earlier this year after 22 years with GM, lately as Executive Director of Global Design for Buick and GMC.In VE Series 1 cars, Australians could buy engines mated to four-speed, five-speed or six-speed automatic transmissions.The VE’s aggressively flared wheel arches were not aerodynamically inefficient as many are led to believe, though they were toned down for the VF.The Zeta platform project was officially sanctioned on April 12, 2002; GM had wanted Holden to switch to a far-more complex Cadillac architecture known as Sigma for VE, but it was too expensive and narrow in key packaging areas.The dashboard’s symmetry was deliberate to aid left-hand-drive productionAt launch engine choices were a Holden-built 3.6-litre HFV6 V6 in either 180kW/330Nm LE0 or 195kW/340Nm LY7 guises, while a Corvette-derived L98 6.0-litre Gen-IV V8 delivered 270kW/530Nm.Front and rear track increased 33mm up front and 41mm in the rear.Weight distribution was close to 50/50.Around 1500 Holden SSs received the Pontiac G8’s nose cone to clear stock as a result of the latter brand’s dissolution in 2009. An entire family of VE SUVs, coupes, crossoversOf course, a VE utility (out in 2007) and wagon (from 2008) followed, but these would only account for part of that billion-dollar VE outlay.We didn’t learn until years later that Project VE was initially conceived in the early 2000s with far, far grander scope and scale.It took in an SUV (Holden’s Territory no less, badged Nullarbor), another Adventra crossover wagon, a VE Monaro (eventually revealed by the Coupe 60 concept of 2008), a Crewman dual-cab ute and even a mid-sized sports sedan called TT36 Torana, to take on the BMW 3 Series. Car enthusiast Bob Lutz headed GM’s global product strategy and he championed Holden’s engineering knowhow. GM’s head of global large carsThese vehicles would variously also serve GM’s international brands across North America, South America, Europe, Asia and the Middle East.Using the VE’s Zeta rear-drive architecture, the so-called VE Flex Enablers strategy would see these and other Commodore spinoffs sold as Chevrolets, Pontiacs, Buicks, Opels, Vauxhalls, Saabs and Daewoos, and possibly even as Fiats, Lancias and Alfa Romeos had GM’s investment in the Italian conglomerate not sour spectacularly.It’s difficult to pinpoint precisely when the VE Flex Enabler strategy untangled, but it adversely affected Holden profoundly, as each individual project was cancelled.After the boom years of the early 2000s, GM was haemorrhaging money by mid-decade, forcing further cuts to VE, and the looming global financial crisis just made things worse.It was a perfect storm for the Commodore to be born into.Holden VE-based 2010 CamaroA survivor was the reborn Chevrolet Camaro, that was designed in the United States but engineered in Melbourne using the Zeta platform. For years before its 2009 production debut, prototypes made regular appearances on Australian roads.It is likely that the Monaro 60 Concept died so the Camaro could live. Pontiac G8The VE export program was also dramatically diminished.While there were Commodore SS-based Pontiac G8 and G8 ST ute versions announced for America, only the sedan made it across the Pacific, before GM’s May, 2009 bankruptcy and subsequent closure of the famous brand also killed that project too.VE Sportwagon’s Alfa connectionAs an interesting side note, the VE-based Nullarbor SUV and Adventra crossover wagon gave licence to create the VE Sportwagon as a ‘shooting brake’ model, instead of a boxy carryall.The handiwork of senior designer, Tony Stolfo, it was the first big Holden wagon since the demise of the HG in 1971 that shared the sedan’s shorter wheelbase.Holden design chief, Richard Ferlazzo, pointed to the tailgate opening that ate into the rear roof portion as a direct rip-off from the Alfa 156 wagon.Finally, no VE sedan ever came with a split/fold rear seat, even though the Falcon had done so since the release of the EA in 1988. The official story at the time was that the solid bulkhead that remained in place enhanced the Commodore’s handling and refinement, giving it a decisive dynamic edge.However, a senior Holden exec later admitted that the decision was made to lure people wanting extended-cargo versatility into the Sportwagon instead, since that was an untested concept.AftermathA raft of updates occurred in August 2009, headed by the introduction of a smaller-capacity, 3.0-litre V6 engine prioritising fuel economy, as well as upgraded 3.6-litre V6 units and improved transmissions.In 2010, the VE Series II brought styling, engineering and interior changes as well.Over 520,000 VEs were built between July 13, 2006 and May 17, 2013, representing the longest-ever single-model run of any Holden model, as well as the most produced.More than 350,000 were sold in Australia during that time, with the series holding on to the top-selling spot up until 2010.Happy 20 birthday, Holden VE.

This key Toyota Kluger rival has received a serious update.The overhauled Nissan Pathfinder three-row SUV has been shown off as it looks to tackle the Chinese market. There are no plans for this new Pathfinder to launch in Australia, with the X-Trail mid-size and Patrol large SUVs occupying the three-row space for Nissan.The Pathfinder was discontinued in Australia earlier this year, with factors like declining sales and impending emissions penalties contributing factors.This new version of the Pathfinder is built in China as part of Nissan’s partnership with Chinese carmaker Dongfeng. It is powered by Nissan’s innovative 2.0-litre variable compression turbo-petrol engine as opposed to the 3.5-litre naturally-aspirated V6 previous iterations used in other markets. This new VC Turbo engine produces 185kW and 376Nm, and is designed to maximise high levels of performance and strong fuel efficiency for comparatively small size.It represents only a subtle decrease in performance from the V6's 202kW/340Nm.The new Pathfinder drinks fuel at a rate of as little as 8.65L/100km, which is considerably lower than the 10.0L-plus rating of the V6.It has a nine-speed transmission and is available in front-wheel drive and all-wheel drive.  The car’s interior features a 12.3-inch central touchscreen and 12.3-inch digital display, with an optional 10.8-inch head-up display.The new Pathfinder will be available in both six- and seven-seat configurations, with some cabin innovations like reclining second-row seats specified to meet Chinese market preferences.Nissan is currently facing the prospect of fines under Australia's New Vehicle Efficiency Standard (NVES) which imposes a European-style emissions regime on cars sold here. Petrol models like the previous V6-powered Pathfinder would attract high penalties under the new laws.The Pathfinder is currently only offered with petrol power, unlike rivals such as the Toyota Kluger and Hyundai Palisade which are only offered as plugless hybrids in Australia.The Pathfinder is not slated for a return to Australia, with our market much more likely to receive the upcoming NX8 in its place. The NX8 is also a Chinese-built model, and is joint-developed by Nissan and its Dongfeng partner.While it has similar large SUV dimensions to the Pathfinder, for now it has only been revealed as a five-seater in either fully electric and range-extender hybrid forms.

A camouflaged prototype of what appears to be the Genesis GV90 has been spied in Melbourne, Victoria ahead of its imminent global reveal.The forthcoming electric SUV flagship for the South Korean luxury carmaker was spied alongside a Hyundai Ioniq 9.It appears the GV90 is considerably longer than the Ioniq 9 which already measures in at over five metres.It also features Genesis’ signature ‘Two Lines’ design language as seen by the tail-lights.A vehicle registration search shows that this is a Genesis evaluation vehicle with a tare weight of 3151kg. This is 377kg more than the Ioniq 9.The GV90 was first previewed by the Neolun concept back in 2024 and was originally expected to be revealed in 2025. This date was pushed back.It’s understood that this new electric SUV from Genesis will be based on the Hyundai Group’s forthcoming eM platform, which is an iteration of the E-GMP platform that dates back to 2021.The eM platform is promised to offer more range, as well as a higher level semi-autonomous driving capabilities.No other official details about the GV90 have been confirmed yet.The original Neolun concept had coach-style rear doors that are hinged in the opposite direction.There have been sightings of GV90 prototypes with these types of rear doors, however this particular example that was spied in Australia appears to have typical rear doors.It’s unclear whether there are still plans to offer the coach-style rear doors in the production-specification GV90.Given the GV90 has been spied in Australia, it’s likely that a local launch is on the cards.Once it launches it will form as a rival to the Mercedes-Benz GLS, Volvo EX90, as well as the forthcoming Range Rover Electric.

XPeng has announced pricing and launch specification for its coupe-style L03 mid-size SUV in Europe, ahead of a likely Aussie arrival.The newcomer is offered initially as a battery-electric vehicle (BEV), with a Range Extender Electric Vehicle (REEV) version joining the line-up before the end of the year.Given order books are already open in China (where the car is called Mona L03) and examples have been spotted testing in Australia, the L03 is a likely 2027 arrival here, the Chinese maker already confirming it will “be available in 64 countries and regions”.With customer deliveries scheduled to begin in the fourth quarter of this year and priced from €35,600 (~$58,250), the German L03 range consists of five models, two rear-wheel drive (RWD) single-motor BEVs, a pair of dual-motor all-wheel drive (AWD) electric variants and a single range-extender option.It would likely be cheaper in Australia due to our close proximity to China and the existence of a free trade agreement.The REEV version features a plug-in hybrid powertrain with the wheels driven exclusively by an electric motor, with a (70kW) 1.5-litre internal combustion engine (ICE) acting as a generator only to recharge the 37.3kWh LFP battery while driving. Claimed WLTP range is 1000km on a single tank of fuel and full battery charge, with a pure-electric range in excess of 200km.The single-motor, RWD version of the BEV is claimed to accelerate from 0-100km/h in 6.6 seconds with combined cycle (urban/extra-urban) energy consumption of 11.9kWh/100km.German pricing:  It’s important to note these German prices include 19 per cent VAT (Value Added Tax) and as with most Chinese new arrivals, you can generally expect the L03 to be significantly more affordable when it lands in Australia.The L03 is priced from between the equivalent of $31,000 to $34,000 in electric form in China (where there are nine models on offer) and a local entry-grade is likely to be more in line with base versions of the BYD Atto 3 (from $39,990), GAC Aion V (from $42,590) and Geely EX5 (from $41,990).Developed by a global team led by former Ferrari Head of Exterior Design Juanma López, the L03 measures 4.65 metres long, a fraction over 1.9m wide and 1.6m tall with a 2850mm wheelbase. Drag coefficient is a slippery 0.23.All Euro L03 grades feature full LED exterior lighting, 18-inch alloy wheels (20s on the flagship Ultra BEV), Vehicle-to-Load (V2L) functionality, a panoramic sunroof, electrically adjustable, heated and ventilated front seats, electrically adjustable, folding, and heated exterior mirrors, nine-speaker audio (with two speakers integrated into the driver's seat), built-in navigation, dual-zone climate control, and three screen displays - an 8.9-inch digital instrument cluster, 15.6-inch central touchscreen and a 26.8-inch head-up display.The boot boasts a decent 367-litre volume and there’s an 89-liter ‘frunk’ up front.Safety includes seven airbags and “more than 13 driver assistance systems” bundled under the name ‘XPILOT’, including AEB (Auto Emergency Braking), blind-spot monitoring, lane change assist, rear cross-traffic alert adaptive cruise control and more.CarsGuide has contacted XPeng Australia for comment on the L03’s potential for local sale and likely arrival timing.

Electric car buyers in Australia are facing a new concern.There are demands for increased responsibilities for car manufacturers to correctly state how long EV batteries should last, according to a report from the Australian Automotive Dealer Association (AADA). The report warns that buyers could face a “wave of litigation” when EV batteries need replacement outside of warranty as their cost could exceed the vehicle’s remaining value.One particular dealer said Chinese-built cars are “not holding their charge” or are “blowing up on fire”.The report suggests manufacturers should be required to define acceptable battery thresholds or disclose the expected degradation of a unit. Most batteries carry an eight-year or 160,000km manufacturer warranty, but dealers are looking for greater clarity on what this means.The new initiative would require manufacturers to provide clear indicators of acceptable battery performance.A battery would be considered to be performing at an acceptable level if it has at least 70 per cent of its total capacity remaining after more than eight years, for example. The EV driving range debate continues to rage on and it remains a substantial roadblock for buyers considering switching from petrol- and diesel-powered cars. Many EVs now boast more than 500km of driving range, but people have also started to recognise that most journeys do not require significant amounts of driving. The convenience and accessibility to home and public charging have also increased the convenience of EVs. Reported driving range figures on a particular car can vary greatly depending on the testing cycle used. The Worldwide Harmonised Light Vehicles Test Procedure (WLTP) is viewed as the most accurate standard available. Its testing figures often come in noticeably lower than the older New European Driving Cycle (NEDC) and the even more generous China Light-Duty Vehicle Test Cycle (CLTC).As much as these systems do their best to mirror real-world driving, they can never be truly accurate because of the different ways people use their cars.Consumers often experience range anxiety or disappointment when EVs fail to achieve the range advertised in brochures, according to AADA. AADA has put forward a series of reforms for the Australian Consumer Law to adopt, but it remains to be seen whether any of these will make their way into legislation.