Articles by Byron Mathioudakis

Mazda's CX-5 has become a mid-sized SUV favourite since launching in 2012, setting high standards for sportiness, quality, ease and reliability. Now there's the third-generation model that's usefully larger, roomier, safer, smoother and comfier than before. But it also lacks a hybrid, costs more, offers fewer choices and ditches buttons for a touchscreen display.

China may hog much of the automotive headlines nowadays, with its aggressively and allegedly heavily-subsidised cheap vehicle-export strategy.But it is the South Korean carmakers Hyundai, Kia and even KGM (formerly SsangYong) that have come of age this decade, through engineering excellence, bold design, visionary product planning and sheer value for money that is the envy of the rest of the world.In fact, every year since 2020, a Korean vehicle has stood out above all others in some way, showing up anything Japan, Germany, France, Italy and America can do.Korea is the actual fear of the rest of the world, and here’s why.China dominates the electric vehicle (EV) segment in many parts of the world with unfeasibly inexpensive models that have democratised the technology.But the Hyundai Motor Group (HMG), which includes Kia, that makes the best affordable EVs, due to progressive technologies that, in models like the Hyundai Ioniq 5 and Kia EV6, have included faster-charging 800-volt architectures, Vehicle-to-Load (V2L) tech and other advancements that were the provenance of high-end European marques like Porsche.And let’s not forget the brilliant ballistic missile that is the Ioniq 5 N, a performance grand-touring hot hatch that redefines what an EV can do.HMG invested billions in electrification well before most other mainstream carmakers during the 2010s, gaining experience with early EVs like the original, Toyota Prius-esque Ioniq, Kona Electric and Kia Niro EV, allowing Korea to forge ahead with next-gen models nowadays.Sticking with the Ioniq 5, this is an incredibly talented mid-sized SUV for a number of other reasons besides breakthrough EV engineering, such as for design, interior packaging and overall sophistication.It still turns heads with crisp, timeless design that plays lip service to Hyundai’s first in-house-developed production car (the 1970s Pony), while it has a loping, relaxed refinement that embarrasses most other SUVs, period.For us, the Ioniq 5 remains a leading candidate for the car of the decade, even though it launched back in 2021.In 2026, the Kia EV3 is arguably the best small SUV EV for the money on a number of fronts, especially where Chinese vehicles struggle with, including unintrusive advanced driver-assist systems (ADAS) tech, user-friendly vehicle controls, regional steering and suspension tuning and Australia-wide servicing access.More than the sum of its parts, the EV3 simply behaves and drives like a good car should, with few vices or frustrating surprises.Everybody remembers the Kia Stinger of 2017, an ambitious but ultimately doomed final attempt at a large, rear-drive family sedan in the mould of the Holden Commodore and Ford Falcon.A glorious failure, it cemented Kia a place in the hearts of performance family sedan fans.Except… its spirit lives on in the award-winning Kia EV6, the just-as-talented but far-sleeker cousin to the Ioniq 5, melding the packaging, practicality and performance of, say, a VF SS or Falcon XR6 Turbo, within an EV proposition.And, guess what, with Millennials and Gen Z buyers rejecting SUVs and crossovers as daggy and boring, it is Kia that is poised to step up with a cool, sleek and sophisticated liftback. So much more mature and charming than a Tesla Model 3.For most of this decade, it has been Korea that has offered Australia’s cheapest new car in the Kia Picanto.Yes, it’s old and one of the smallest on the market, but the Picanto’s proven reliability, solid engineering, decent safety specification, long warranty, dealer-network back-up and decent dynamics make it a dependable and enjoyable runabout.Nowadays the improved second-gen MG 3 is nipping at the Kia’s heels, but Kia has no intention of abandoning the bargain basement in Australia… we hope.Kia has obviously shot itself in the foot with the Tasman because of its kooky, oddball styling.But the sole Korean body-on-frame one-tonne ute is currently the best in its diesel-powered class, with a lovely, refined and roomy interior, excellent workhorse capability, a powerful yet proven and efficient powertrain and pleasing servicing back-up.The Tasman is also impressive to drive, and we do not hesitate to recommend one over its rivals – especially as a long-term ownership proposition.No DPF issues like the Toyota HiLux or engine-belt and transmission problems that reportedly afflicts the Ford Ranger, either. The Kia is a better vehicle than either of these segment best-sellers in our estimation.In North America, the Ford has prised open the car-based, monocoque-bodied, dual-cab ute market wide open with the SUV-derived Maverick, and that’s a deserved success for the hybrid and turbo-petrol-powered pick-upYet it is Korean minnow KGM that has pioneered the similar concept, but as a battery electric ute, with the Musso EV.Along with being a good-looking, comfortable and refined five-seater family car, it is keenly priced, well equipped, decent to drive and everyday-useable thanks to a WLTP range of between 380km and 420km.Plus, and, in keeping with the Musso heritage, there is some ute functionality on offer, including AWD availability and an 1800kg braked towing capacity.There’s nothing even remotely like it in Australia right now that combines all of the above, except from KGM. Which shouldn’t be too surprising, given that the original Korando all the way back in 1983 was named for the contraction of the term “Korea can do”.

New city cars aren't over yet, as the latest version of Volkswagen's nine-year-old Polo proves. Tested in mid-range 85TSI CityLife guise, the German alternative to the Suzuki Swift, Mazda2 and MG3 has evolved into a roomy, comfy and practical hatch. Great economy and driving dynamics are further bonuses. But there are issues, prompting us to ask if the VW is good value.

Honda has a range of vehicles that has rarely been better than it is today.Outside of normal advances that makes every new model safer, cleaner and better equipped, in every measurable metric including for value, driving dynamics, ride comfort, warranty, servicing costs and efficiency, 2026 Hondas generally eclipse their 1980s to 2000s brand-heyday predecessors.Examples include the Prelude sports coupe, Civic series — including the outstanding Type R — and CR-V hybrid.So, why were sales still languishing at around 15,000 units last year when comparable rivals, Volkswagen and Subaru, shifted about 40,000 vehicles each, Mazda 90,000 and Toyota 240,000?In the late 2000s, it was aiming for 80,000 annually. What happened? We pitched this question and more to Honda Australia bosses.Fixing ‘Hondas are too expensive’ perceptionSince shifting from recommended retail pricing to the highly-controversial no-haggle/drive-away pricing 'agency model' in mid-2021, the perception is that its vehicles are now too expensive.Losing the entry-level Jazz light car from the low $20,000 mark did not help. Suddenly, the cheapest Honda was the previous Civic from $31,000 in runout, jumping to $45,000 when the next-gen model appeared for 2022. Ouch.The thing is, every single established model, especially the HR-V, Civic and CR-V, have taken big strides in adopting big generational improvements ever since. And, factoring in equipment levels, rivals like Toyota, Mazda and Volkswagen did close the gap with Honda. A key example of this is the HR-V hybrid from $39,900 drive-away.“For us, and ever since we've transitioned to this (agency) model, the simplicity and the transparency for the customer has been paramount,” according to Honda Australia Director, Rob Thorp. “(These) trump some of the other gimmicks or methods that others maybe choose… it doesn't work for everybody, but for us, that premise is just core to how we want to go to market.“OK. People may have a different view. But we're very firm in the simplicity and transparency aspect.”Smarter marketingHonda admits its marketing has not been good enough to achieve the sales it wants.But Honda Australia President and CEO, Jay Joseph, does not believe that the agency model is to blame.“I would flip your question around, and I respect the question, but I would say, actually, we need to do a better job, explaining to the public, to our customers, the advantages of (agency) one price,” he admits. “Some people think no haggling means, ‘Oh, that means you're just not giving me anything’, but the real advantage is, actually, we're promising you that everybody gets the same price.“You'll never be embarrassed at a barbeque when your neighbour says, ‘Oh, you paid that? I paid this much less’. That won't happen, because we've made that commitment to the buyer.“So, actually, once, if we do a better job, explaining that, I think we're protecting them better than anything else.”Boosting salesAccording to Thorp, better sales results are coming.“We agree with you that, when we look at our current line-up… they all deserve more than what they're currently generating,” he revealed.“But we know that in this current environment, it's just not easy to just lift your volume. It does require all parts of the business to be working harmoniously.“So, whether that's through our network or through our marketing and advertising, through the pricing of the product launches that we have now, all that has to work harmoniously well.”But Thorp says there is no going back.“Last year, we were able to grow 10 per cent year-on-year in a market that's pretty flat and the competition is pretty intense,” he said. “And this year, we're also looking for ongoing sustainable growth and are on track to deliver another 10 per cent as well.“So, we know that there's opportunity for us to expand our volume and our growth, but we also keen to do it in a very sustainable way.“You know, certainly we could discount and damage the brand to achieve that volume growth, but that's not what we want. We want it in a sustainable way, in a way that works for us, for our network, but most importantly, for our customers.And we think our strategy will deliver on that.”Greater visibilityHonda Australia went from over 105 dealers to 75 sales sites since 2021, prompting critics to point to a lack of visibility for consumers who otherwise shop elsewhere.“Brand presence is certainly a factor (of our lower sales)," Joseph admits.“And we won't dismiss or discount that.“As we grow volume, one of the things that we're looking at is, ‘do we have the network necessary to deliver that?’ Is it time for us to grow? That’s one of the questions we talk about.“But that's not how people shop. People don't begin shopping in a dealership anymore. They begin online.“So, really, over the last two years, and this predates my time in the last 14 months, we've been rebuilding a brand, marketing and sales machine, that works together.“Putting those pieces together that Rob (Thorp) was just describing, so that we have a system that works to attract people.“If you think about our jobs, it's actually pretty simple. We're just supposed to be matchmakers. We're supposed to deliver a product to a location where it can be sold, and we're supposed to drive consumer traffic to that location. Now that location happens to be more online now, and we've just put the pieces together for people to conduct those transactions online.“We’re getting some traction with that, we're seeing the result of it, and now we've got new product coming in on top of that.”

Honda has announced that it is developing an advanced hybrid set-up for its next-generation Pilot full-sized SUV, to give the Japanese brand a more-effective rival against the Toyota Kluger, Kia Sorento, Hyundai Palisade and others.And after nearly a quarter of a century of being a largely North America-only model, it may even come to Australia.Why? To be built upon a new electrification-ready large-vehicle architecture set to debut sometime in 2028, this might be the first Pilot in four iterations since 2002 that is not solely manufactured in left-hand drive (LHD).While flatly refusing to comment on any future product, Honda Australia President and CEO Jay Joseph did reveal that things are changing within the company as it seeks out greater efficiencies globally, that may open the door to vehicles that were previously unavailable here."The right hand drive requirement is a little bit of a challenge for some of the North American product that we have, which was always intended of LHD," he told CarsGuide."But we're becoming more capable, and more adept, at being flexible on that. So that option is opening up."Not a confirmation then that the Pilot or any other US-made LHD-only will definitely come to Australia, but the strongest evidence in years that one of the biggest obstacles that Honda has faced here may soon be reduced, if not eradicated.So, why is the brand's next full-sized, three-row SUV so important?Announced last month as part of Honda’s new-model strategy outlining a focus away from electric vehicles (EVs) to hybrids, it will address the current Pilot’s biggest issue – the lack of a hybrid alternative to the powerful but thirsty 3.5-litre V6 petrol unit, hurting sales and giving rivals a free kick in one of the world's largest markets.In its place will be a V6 petrol/hybrid powertrain, reportedly of 3.0 litres in capacity, acting partly as a generator for the plug-less range-extender electric vehicle tech, charging a sizeable battery that power electric motors via a hybrid transmission, as well as clutching in direct drive to all four wheels as required.Along with dramatic fuel-economy gains, significant weight savings (upwards of 100kg) have also been earmarked for the platform.Additionally, Honda said that it is adopting some Chinese and Indian-market practices and methodologies to make its centrepiece hybrid tech price competitive, ushering in a far-more efficient model development process it refers to as “Triple Half: 50% Reduction”.In a nutshell, compared to 2025 levels, each successive Honda should cost half the amount of money to develop, and build, and in half the amount of time (hence the triple reference), slashing costs and boosting global accessibility along the way.And the Pilot is just the start.The new hybrid powertrain and architecture is also slated for the next Passport (a related but smaller five-seater SUV with some off-road capability), the long-overdue North American-market Odyssey redesign (the current minivan is already eight-years old), and – as reported in CarsGuide recently – the next-gen Ridgeline monocoque-bodied dual-cab ute.Expect to also see it feature in a future Accord (as strongly hinted by the Honda Hybrid Sedan Prototype revealed last month), along with a host of corresponding Acura luxury-brand SUVs.While Honda's American luxury brand that pre-dates Lexus is unlikely to arrive in Australia any time soon, it seems having access to a BYD Shark 6 PHEV ute or Hyundai Santa Fe hybrid SUV rival to fill in some big gaps in the local portfolio would be desirable.With 15 new models promised globally between now and 2031 (which do include Acura), the Honda Australia boss indicated that the future range will largely mirror what North America and Asian markets offer.“In general, the North American focus products are well suited to Australia,” Joseph revealed. “The Asia market products are well suited to Australia (too)."I'd have to look at the list to give you an exact number, (but) at least a third of them, maybe half, somewhere in that range (may come to Australia).”By our calculations, that would mean between five and seven or even eight all-new models could arrive by March 31, 2031, Japan's end of financial year (JEOFY) and the deadline for those 15 newcomers.Along with replacements of ageing core existing vehicles, meaning HR-V (confirmed globally for 2028, then Civic, ZR-V, CR-V and perhaps Accord soon after), that leaves room for the Pilot and Ridgeline on top, as well as possibly one of the smaller, sub-HR-V SUVs like the Elevate/WR-V, as sold in India, Japan, South Africa, Brazil and elsewhere.As announced in Honda's widely-reported latest financial results for the most recent JEOFY report ending March 31, the company is reeling from an operating loss of around $A3.7 billion – its first in 70 years.A turnaround is forecast by the end of the 2028 JEOFY, thanks in part to these new-product innovations and several other measures including the highly-publicised cancellation of some EVs, though the coming Super One city car is not one of them.Would the next-gen Pilot hybrid be a worthwhile addition to Honda Australia's range, or it better-served pitching the future Ridgeline as a Shark 6 PHEV foe?

Honda rejects claims that it has abandoned the affordable end of the new-car market, suggesting that its smallest SUV now stands as the de-facto replacement for the Jazz light car discontinued in Australia back in 2021.Right now, the HR-V in base Vi X automatic petrol-powered grade is cheaper than the current-generation has ever been, dropping to $32,900 (all prices are drive-away).That’s $2000 below what it was when launched in Series II guise in September, 2024, which in turn was $1800 less than the pre-facelift version when that debuted as the all-new third-gen HR-V in early 2022 at a stiff $36,700.The Vi X is actually about $500 less expensive than what the Jazz equivalent was in its late-2000s heyday, when sales nudged 10,000 units annually.Back then, it started from around $21,000 ($33,400 adjusted for inflation in 2026) for the base GLi 1.3-litre auto, while the $23,555 Jazz VTi 1.5L auto cost about $37,500 in today’s money.According to Honda Australia Director Rob Thorp Australian consumers are now responding to the HR-V as a result of the lower pricing over the past 18 months.“The HR-V in particular plays an important role for us as an entry point into the brand,” he told CarsGuide.“And that in itself, for the last year or two, has been a hugely successful model for us, actually. And continues to sell well.”While steady this year, HR-V sales jumped 44 per cent in 2025 to (a still modest) 4817 units, running ahead of the small SUV segment’s 16 per cent growth year-on-year.In contrast, with the light-car class that the Jazz belonged to down by nearly 28 per cent last year, Thorp revealed that the numbers required to sustain the light hatchback would not add up, vindicating his company’s decision to drop it.“At times you have to make really hard business decisions,” he admitted.“Whilst the Jazz was a beloved brand name and was a volume vehicle for us, the reality was, economically, it was really hard. And we had to make a tough yet courageous decision to not continue with it“If you took the economics out of it, I agree. We would have loved to have kept it, but just unfortunately, it didn't work.”Making this worse, the current GR/GS-series Jazz that Australia misses out on would have switched to costlier Japanese-sourcing, since Thai production ceased with the discontinuation of the previous GK version at the beginning of this decade.That Honda has managed to cut the price of the HR-V Vi X by nearly $4000 since 2022 is all the more remarkable considering that it is also imported from Japan, rather than Thailand like its successful predecessor was from 2015.Plus, post-2024 facelift, the small SUV received more safety technology and improvements to the steering, suspension and refinement, making it a better and sharper proposition than before.

Sports coupes are rare nowadays, but Honda returns to old pastures with the Prelude. Yet the reborn 2+2 seater is anything but retro, with crisp styling, Civic Type R components and a performance-tuned hybrid system promising excitement with economy. An odd combo perhaps, but even a brief drive reveals engineering refinement and dynamic athleticism that transcend the sum of its parts.

The Toyota Prado-esque Haval H9 won’t be allowed into Australia.One of GWM’s guaranteed hits, the chunky 4WD that would probably cost a fraction of its Japanese inspiration rivals seems to have been knocked back for our market.Planned to land locally this year, we understand that the H9 instead makes way for a pair of brand-first seven-seater hybrid SUVs, the H7 Plus and H10, although neither are officially confirmed as yet.Disappointing news for 4x4 fans wanting a handsomely proportioned, off-road-engineered value option, perhaps, but the odds are stacked against the H9.Looking exactly like what a rugged and ready Toyota Prado rival should, the body-on-frame 4WD wagon, now two-years old in China, shares its chassis and some mechanical parts with GWM’s actual proper off-road brand Tank’s 500 sold in Australia since 2024, along with the related Tank 300.The latter, in particular, has been a success for GWM, attracting a diverse buyer set. And therein lies the problem.Haval is a value-for-money SUV brand proposition, not an off-road offering. This means the rugged, Tank-esque H9 does not fit with the rest of the range, creating fears that it would muddy the waters for buyers who are still getting used to GWM’s sheer proliferation of sub-brands that will soon add Wey (luxury) alongside Ora (electrification), Cannon (ute) and Tank (4WDs).Furthermore, due to their shared parts, sizing and visual similarities, the question of sales cannibalisation between the Tank and Haval is clearly keeping GWM’s Australian product planners up at night, particularly when the added cost of model complexity is thrown into the mix.Plus, just facelifted this year in China, the H9 now looks similar to one of the several facelifted H7 Plus versions, which has conveniently gained the company’s vaunted Hi4 plug-in hybrid electric vehicle (PHEV) tech. And that’s scheduled to come to Australia before the end of the year as a long-wheelbase seven-seater adjunct to the volume-selling H6 five-seater mid-sized SUV.Or, in other words, right in the heart of the family-car market in this country fight now.Not only would this broaden Haval’s market reach against rival Chinese seven-seater SUV PHEVs like the recently-released BYD Sealion 8 and Chery Tiggo 8 Super Hybrid, it gives GWM another low-emissions hybrid to help it better meet New Vehicle Efficiency Standard (NVES) requirements.Fewer fines, more potential buyers. This is something that the 2.4-litre turbo diesel and 2.0-litre turbo-petrol-powered H9 would actively work against, sealing the model’s fate in Australia, at least for this generation.According to GWM Australia Public Relations Manager, Justin Stefani, it makes more sense to choose the H10 over the H9.“If we don't bring in the H9, there's potential for bringing H10 in,” he revealed at the China Auto Show in Beijing late last month.“The option is there… it’s just how we play the chessboard, right?”As reported last month, the H10 is Haval’s monocoque five-metre flagship SUV, offering three rows of seating, and is slated to arrive in early 2028 at this stage.It has only been announced with GWM’s four-cylinder turbo-petrol PHEV powertrains, though other varieties are expected to follow in time.GWM Australia Marketing Manager, Steve Maciver, added that he is cognisant of the potential confusion of offering a Tank-like Haval.“That’s the bit that we have to work through,” he admitted. “You know, we're developing a very, very clear master brand position in GWM with Wey sitting at the head of that. How those brands across Haval, Tank, Cannon, Ora and Wey play.“It's about bringing personality, purpose and a role to each of those brands.“We've got to be clear on what Haval stands for. That's where those product decisions are really important for us to make sure we get that right.”

The Tank 700 appears to have the green light for Australia.That’s the good news. So is the fact that it will offer GWM's vaunted new twin-turbo V8, as well as a long-wheelbase model with three-row/seven-seater capability, making it more family-friendly practicality.The bad news is that the Toyota LandCruiser, Mercedes G-Wagen-like hybrid off-road SUV is still up to two years away from launching here, despite the debuted of a facelifted version at last month’s China Auto Show in Beijing.According to GWM Australia Public Relations Manager Justin Stefani the company will hold out for the next redesign that is due to surface in its home market later next year or in 2028.“There is no timing confirmed,” he said.“It aligns with what (GWM International Vice President, James Wang) said… that, from an engineering perspective, we would look to potentially bring the 700 into Australia on the back of a new iteration.“Because the 700 is quite an old vehicle, it’s been around for a while, so if you think about chronologically, (this just facelifted) 700 comes out, new V8 powertrain comes out, and we’d be silly to put a car in for 12 months that’s aged and then have to update it.“We’d probably wait until the next-generation is out, and then look to how that business case works.“We’d probably say 18 to 24 months off.”So, how actually old is the 700? Using a variation of the platform found in the Tank 500 SUV and Cannon Alpha ute, this large, design-driven body-on-frame 4x4 five-seater wagon arrived in China in early 2024.As part of the mid-cycle update, the MY26 facelift includes a revised front-end design, new trims and updates to what’s under the bonnet.This includes the implementation of that highly-anticipated 4.0-litre twin-turbo V8 petrol engine, to be made available with electrification. Details are to be divulged at a later time, as it has yet to hit the roads in China.Which means, for now at least, the 700 headline is the new 3.0-litre twin-turbo internal combustion engine (ICE) petrol V6s.First up is the 260kW/560Nm non-electrified unit, driving all for wheels via a nine-speed torque-converter auto developed in-house at GWM and shared with the China-market Cannon Alpha and Tank 500. It’s good for 0-100km/h in 8.6 seconds, 190km/h or 12.5 litres per 100km.Next up is the Hi4-T plug-in hybrid electric vehicle (PHEV) version, adding an electric motor to up the V6’s combined power, combined torque and acceleration numbers to 385kW, 800Nm and 8.3s, while a 37.1kWh battery pack allows for under 100km of pure-EV range. This one prioritises off-road 4x4 prowess.Finally comes the all-new, GWM-first Hi4-Z PHEV application, removing the centre differential but adding an electric motor and 59kWh battery out the back, for a WLTC (China)-claimed 190km range, as well as a 720kW and 1375Nm combined-bump in outputs, shaving 0.6s off the 0-100km/h time. This is more on-road focused, boosting efficiency significantly.Note the latter’s additional electrification tech significantly cuts into the 700’s braked towing capacity, dropping from 3500kg to 2500kg.Plus, cargo capacity suffers as well, from the ICE’s 490 litres to 392L (Hi4-T) and just 180L (Hi4-Z), followed by corresponding drops when the rear seatbacks are folded down, from 1601L to the Z’s 1025L.Maybe that’s why GWM Australia has elected to wait for the next-gen model, which may have better electrification packaging so as to not compromise practicality.With the latest electrified V6 and V8 petrol choices, combined with upgraded diesel options and the Australian Tune 1 steering and suspension upgrades by ex-Holden dynamics engineer Rob Trubiani, the 2028 700 is shaping up to be an intriguing premium off-road SUV indeed.

GWM has revealed its upcoming Tank 800 full-sized SUV flagship has been given the green light for Australia – and it’s going to be here sooner than anybody expected.To be released before the end of June next year, the body-on-frame 4WD wagon will arrive with electrified V8 petrol power options in the higher-end versions, to match considerable off-road capability, giving the Chinese brand flagship a point of difference against the Toyota LandCruiser 300 Series and Nissan Y63 Patrol.It should have a considerable price advantage over its V6 turbo petrol-powered Japanese opponents, starting from around $100,000 if the speculation is to be believed, while equipment and luxury specifications suggest that the 800 will be more-closely aligned with their Lexus LX and not-for-Australia Infiniti QX80 offshoots.“The Tank 800 has just been approved for Australia for the second quarter of next year,” according to GWM Australia Public Relations Manager, Justin Stefani. “(GWM Australia Chief Operating Officer, John Kett) and I were just told this morning.”Previewed all the way back in 2021 as a concept vehicle, the production 800 will debut in China soon. The “cheaper” versions are likely to have seven seats, while the more-opulent models will have a 2+2+2 arrangement boasting ‘captain’s chairs’ with ottomans, massaging seats and other trinkets, as per the brand’s (unrelated) Wey V9X full-sized luxury SUV.In keeping with the Tank’s branding, the 800 will deploy GWM’s new separate-chassis platform architecture, that is also expected to eventually underpin a full-sized ute (think Ford F-150). That was mooted for release in the North American market (where the Chinese brands are yet to conquer), though that has been indefinitely delayed (but not cancelled, we understand) due to the current US administration’s tariffs.As revealed back in January, the Tank’s engine in question will be a 403kW 4.0-litre V8 twin-turbo petrol unit that, when mated to at least two electric motors and driving all four wheels via a dedicated hybrid transmission, bumps that power output up to 735kW.GWM Chief Technology Officer Nicole Wu, told the Australian media at the recent China Auto Show in Beijing that it will be made available in series-parallel hybrid and plug-in hybrid electric vehicle configurations, giving consumers unprecedented power as well as fuel economy.Less-expensive versions are expected to use variations of GWM’s 3.0-litre turbo petrol Hi4-T PHEV engines, which – in the smaller Tank 700 – delivers a handy 385kW and 800Nm.More information about the upcoming 800 will be divulged shortly.