Articles by Stephen Ottley

As the old children’s story told us - slow and steady wins the race. If the likes of BYD, Chery and GWM are the Hare, Geely may end up being the automotive equivalent of the Tortoise. Now in its second year in the Australian market, the brand has expanded deliberately slowly. It started with the EX5 electric mid-size SUV, added the similar-sized Starray plug-in hybrid (or Super Hybrid as they like to call it) and then earlier this year the smaller EX2 electric SUV. Now comes its latest addition, the Starray all-wheel drive (AWD), which joins the existing front-wheel drive offerings. There’s only a single, high-grade variant of the AWD model available, the Inspire. It’s priced from $44,990, before on-road costs, and features the same equipment as the Inspire front-wheel drive that starts at $41,490 (while the Complete FWD still kicks-off the range at $37,490). Standard equipment includes: LED headlights and tail-lights 19-inch alloys Keyless entry and ignition Panoramic sunroof Power tailgate Power-adjustable front seats with heating A 15.4-inch multimedia touchscreen  Ambient interior lighting A 16-speaker, 1000-watt premium sound system   In terms of design, there isn’t anything noticeably different about this new AWD model, with the same inoffensive exterior and functional cabin. But what it lacks in design flair, inside and out, it compensates for with space.  For this size of SUV the Starray is roomy, especially in the second row, so it makes it a genuine family car option in this mid-size SUV segment. As for cargo space, the main boot area remains 428 litres, however with the introduction of the rear-mounted electric motor, this AWD variant has 72L less underfloor storage than the FWD models. That rear motor adds not only all-wheel drive but also more performance. Power is up 80kW (to 220kW) and torque is up 150Nm (to 412Nm), so there is notably more punch when you put your foot down. Unfortunately, while there is a new multi-link rear suspension set-up, Geely continues to stick with the more European-orientated tuning for the ride and handling. While it’s better than the usual softly sprung approach for the Chinese domestic market, the firmer Euro-spec doesn’t suit Australia’s patchwork roads. The ride can sometimes feel too ‘floaty’, lacking composure and control, while at other times it can feel too firm and hit bumps harshly.  Then there’s the steering, which is too light and vague most of the time, then hyperactive when the lane keeping assistance is activated. Obviously a mid-size SUV like this doesn’t need steering dynamically-tuned for spirited driving, but it shouldn’t feel this numb when you’re on the move. But Geely Australia management is adamant local ride and handling tuning is not on the agenda, at least any time soon, despite other Chinese brands (most notably GWM) investing heavily in the practice. Instead, the brand says it can call on experience from other brands Geely owns, such as Lotus, but it’s not clear exactly what involvement those engineers have or can have on any upcoming Geely models. The same need for improvement can be said for the active safety features, which require further development and tuning to make them more seamlessly integrated into the driving experience. As it stands, the Starray offers up a steady stream of beeps, bongs and other alerts when it feels things aren't in order. The lane keeping assistance is perhaps the most irritating, as it struggles to maintain any consistent path in the lane. So as much as the steering can feel numb, when you activate the adaptive cruise control, lane keeping starts as well and the steering wheel begins to tug in your hand as it wanders around the lane. So, if Geely does get the Lotus engineers to help with the handling, perhaps Geely-owned Volvo could lend its expertise to the safety calibration and integration. But while it may have its weaknesses, where the Starray will impress buyers is in their hip pocket. Not only is it amongst the more affordable mid-size SUVs, hybrid or otherwise, with a 29.8kWh battery and a 60L fuel tank it has a claimed EV range of 130km and a combined range of 1065km - with a claimed fuel economy figure of just 1.7L/100km. Of course, achieving that figure in the real-world and not the test cycle is almost-impossible, but still you should expect to see good returns, below 4.0L/100km if you drive in the urban setting. Our test drive took us three hours south of Sydney and we managed to get approximately two hours of that drive done on EV power before it ran out. Once it was depleted, the petrol engine had to do most of the work and after some twisty roads up and down some mountains, we saw a relatively-high return of just over 5.0L/100km. Given most buyers will spend time in the city and suburbs, it’s unfair to judge the fuel economy on a single open road drive, so instead we’ll reserve final judgement until a more representative test. But its efficiency, and ability to run on electric power alone, will no doubt be a major selling point for the Starray and help Geely continue its slow climb up the sales charts. As many Australians feel on-going financial pressure and look to save on their weekly budget, a cheaper up-front price coupled with (theoretical) lower running costs, particularly on fuel, the Starray will look very attractive.

US President Donald Trump has emerged as the unlikely electric vehicle supporter, helping to drive the global sales boom. Despite a very public dislike of EVs, the US President’s decision to start a war in the Middle East has sent the price of a barrel of oil to record highs, seemingly doing more for EV sales than any ‘green’ incentives. It turns out years of debate over how to incentivise EVs were pointless. All we needed to do the whole time was jack up petrol and diesel prices. I don’t want to get too political here, this is an automotive website, but you simply cannot avoid the direct connection between politics, fuel prices and what we ultimately end up driving. And when you look at political events, both in the US and here in Australia, there is a very clear connection between the price of fuel and the surge in EV sales. According to a Nikkei report, petrol-powered cars made up just 49 per cent of global vehicle sales in the first half of the year, down from 73 per cent just five years ago. Ironically, despite the rising fuel prices causing widespread unhappiness, in September President Trump rolled back fuel economy incentives in the US designed to encourage EV uptake, following his earlier decision to end tax breaks for EVs. So while sales of EVs are on the rise in Australia, Europe and in parts of Asia, they are actually in sharp decline in the US. Closer to home, when the Iran War started in late February the average price of a barrel of oil was $68 and the average price of a litre of unleaded in Australia was $1.66. In September oil was at $102 per barrel and fuel was sitting between $2.04 and $2.08 per litre. That means if you’re filling up your car with, let’s say 50-litres of fuel, that will now cost you $20 more than it did at the start of the year. If you’re filling up once a week, that adds up and can only add the financial pressures Australian consumers are facing. In this context it makes sense that sales of EVs have sky-rocketed since March. Year-to-date (to the end of September) sales of EVs are up 136 per cent, while sales of petrol and diesel cars are down 29 and 20 per cent respectively. In September Australians bought 22,959 purely petrol-powered vehicles, but we bought 26,287 EVs - which was the single biggest segment of the market - and overall that accounts for 18 per cent of total vehicle sales. This is a dramatic change after years of very slow growth and an overall reluctance for Australians to make the switch to EVs. We had years of debate around financial rebates, discounted registrations, free charging, discounted parking and other potential means to motivate buyers to switch. While there is no doubt the rising cost of fuel has been a huge factor in pushing buyers into EVs, it would be too simplistic to say that the only reason for this sales surge. Once again, we must look to the world of politics and the impact of the New Vehicle Efficiency Standard. While, like Trump, it is a polarising political hot button issue, the simple fact is that the government has motivated the car companies to offer more EVs and do so at a more competitive price. As much as fuel prices have played a part, so too has the increasing number of more-affordable EVs for buyers to choose from. So what can we learn here? Well, once again the consumer has spoken. If you give Australians a choice, they will choose the vehicle that best suits their personal needs. Dictating EVs was never an option, and no serious politician suggested that despite some hysteria around that, but giving car makers a reason to offer more fuel efficient and lower emissions vehicles is a better outcome for all. There are obviously thousands of Australian drivers who are happy to make the switch to an EV, and they continue to do so. But for those not ready, there remain plenty of petrol and diesel-powered choices too.

Holden versus Ford was the rivalry that defined the Australian car industry for decades. Whether it was in the driveways around the country or on the racetrack, like this weekend’s Bathurst 1000, for generations Aussies picked a side - red or blue. But while Ford and General Motors (via Chevrolet) are still competing at Mt Panorama, the fire has well and truly gone out of the contest between the two sides. While Ford remains a popular brand, with Holden gone and General Motors now fragmented into Chevy, Cadillac and GMC, there’s no direct competition. So what is Australia’s new car rivalry? There are several options, but in an ever-shifting new car market it can be tricky to pin down just one specific head-to-head battle. So here are a list of our contenders for the replacement of Holden v Ford - let us know your favourite (or suggest your own) in the comments or join the debate on social media. The Holden v Ford contest was defined by Commodore against Falcon, at least it was for decades. These days the two most popular new vehicles have traditionally been the Toyota HiLux and Ford Ranger, so it makes sense to pit these two against each other. Ford’s Everest also gives Toyota’s Prado a hard time in the battle for Australian SUV buyers looking for adventure. And the Mustang and GR Supra are now rivals on track, competing against each other in the Supercars. But, the argument against this being the new Aussie grudge match is Ford simply doesn’t have enough competition against the rest of Toyota’s expansive range. Ford sales have fallen off notably in 2026 (down 14 per cent at the end of September), while Toyota remains on top. Even before Holden’s demise, Toyota had emerged as the benchmark in the Australian car industry. Such was its dominance, capturing nearly a quarter of the new car market each year, that it seemed nobody could challenge it for top spot on the sales charts. But in 2026, BYD has emerged as the surprise new contender, not only for a top five spot, but actually the clear number two brand - ahead of Kia, Ford, Mazda and all the rest. BYD sales have more than doubled in ‘26, as its line-up of electric and plug-in hybrid models clearly hits the spot with what Australian buyers are looking for. Perhaps even more so than Toyota’s limited all-electric and conventional hybrid offerings. Toyota remains comfortably ahead, as in nearly double the amount of sales ahead. So it may take a few more years for Toyota to get nervous about losing the sales lead, but it seems like BYD is the most likely challenger for the crown. If we’re looking to the future perhaps this will come to be the defining contest for the hearts and purchases for Australians in years to come. The pair have locked in a battle for the best-selling electric vehicle in recent years, although the American brand looks to comfortably claim that honour this year thanks to the boom in Model Y sales. But as Australians seemingly embrace electrification, these two brands have clearly impressed plenty of buyers with what they are offering. Whether or not they can both become best-selling brands, especially Tesla with its limited line-up, remains to be seen and that will define how far into the Australian psyche this rivalry ingrains itself. While it’s clearly not the same as the Holden v Ford contest of one brand against another, there is very clearly a new divide in Australia between the so-called ‘legacy brands’ and the new order of Chinese car makers. The likes Toyota, Kia, Mazda and Hyundai have been the Aussie favourites since the Holden/Ford dominance faded - and, in fact, the rise of these brands undoubtedly played a role in the downfall of Holden. But in recent years, especially 2026, they have come under pressure. BYD, GWM, Chery and MG have now cemented themselves in the top 10 selling brands, pushing the likes of Mitsubishi, Subaru, Nissan and Volkswagen down the sales charts. As I’ve previously written, Australians are more brand agnostic than ever before and have embraced these new Chinese brands remarkably quickly. But there are clearly still many who prefer to stick to brand names they know and have experience with. This divide, between those that appreciate the establishment and those who are happy to try the new, could very much come to define the next decade of car culture in Australia. What do you think is the new Holden v Ford? Let us know in the comments or join the debate on social media.

BYD is working on a new ute for the Australian market, but the brand isn’t ready to reveal what to expect - yet. BYD New Zealand General Manager Warren Willmot told New Zealand outlet Autotrader in September that the South American focused Mako ute, which is based on Sealion 6 SUV, is not on the agenda for his market. But he indicated there was something else on the horizon built specifically for Australia and New Zealand tastes. “Not for NZ, we declined this,” Wilmot is quoted as saying. “Instead Aus/NZ are working on a more suitable workhorse ute for our market.” It followed comments earlier this year Group Vice President of BYD and General Manager of BYD Asia-Pacific Auto Sales Division Liu Xueliang, who told CarsGuide a specific Australian model was coming. “We have another special model, just for Australian customers,” Liu said via translator, but wouldn’t be drawn on further details. Asked if he would like to shed any light on this development, BYD Australia Chief Operating Officer Stephen Collins wasn’t revealing anything, saying: “ Not particularly.” However, tellingly he did add that it is a matter of timing rather than substance, saying it was “way too early to say” anything about this new ute. So exactly what form this new ‘Australian’ ute takes remains unclear. Another variation of the Shark 6 would seemingly make the most sense, but the reluctance for either Wilmot or Collins to even hint at its form suggests it may be a very different proposition. The company is likely to follow the playbook of Ford and Toyota with the Ranger and HiLux, respectively, and broaden the Shark 6 portfolio to expand its customer base. We’ve already seen that with the addition of the Cab Chassis and Performance variants this year. One often-rumoured option is a more off-road capable version of the Shark 6, which could use the front and rear mechanical differential locks already available on the related Denza B8 to enhance its low-grip performance. Another option believed to be on the table is a combination of the Shark 6 Performance’s powertrain, which is capable of towing 3500kg, and the Cab Chassis (which is currently limited to 2500kg towing). Collins did join his New Zealand colleague in ruling out the Mako as an option for BYD in Australia, making it clear he doesn’t feel there is a big enough market for an SUV-based ute despite the popularity of the likes of the Holden Commodore and Ford Falcon utes in the past, as well as the cult following for the Subaru Brumby.  ”It's not left-hand drive, right-hand drive. It's not a technical reason. It's just that we think there's not really a market for it,” he admitted. “And also, one of the key things for us is, every model we bring in really needs to have a role. So if it has a role and there's a market then it ticks a number of boxes. If it doesn't really have a role or there's no market, then that's not going to work. “So I think it's mainly market driven. I think we think the market is extremely different.” This is bad news for anyone who was hoping to re-live the glory days of the Brumby or hoped BYD might come through where Hyundai (Santa Cruz) and Ford (Maverick) haven’t.

Jeep’s future in Australia is coming into focus - and it looks very different to its past. For decades the American off-road brand has built its reputation, for better or worse, on the back of its American-made SUVs. But it is now looking increasingly likely that its future models are likely to be built in China and not the USA. According to overseas reports, Jeep will introduce more European-focused vehicles rather than simply exporting what suits the American market. That’s driven by the fact Jeep is one of four ‘global brands’ that Setallantis will focus on (in its stable of 15), alongside Fiat, Peugeot, and Ram. Stellantis signed a partnership with Chinese automotive giant Dongfeng earlier this year and it is looking increasingly like this will be the source for the next wave of Jeep models to land in Australia. “The agreement announced by Stellantis and Dongfeng in May strengthens a long-standing global partnership and supports the development and production of future Peugeot and Jeep vehicles for China and other markets,” a Stellantis spokesperson told CarsGuide.  “We look forward to sharing additional details for Australia at the appropriate time.” Stellantis Australia isn’t ready to reveal exactly what sort of models will be headed our way, but reports indicate there will be two models and they will both be available by a choice of plug-in hybrid or fully-electric powertrains. They will also be built at Dongfeng’s Wuhan factory, which has a long history with another Stellantis brand, Peugeot, which pre-dates the latest partnership. Dongfeng has had a joint-venture with Peugeot-Citroen since 1992, so has plenty of experience building the French-badged cars in China. This also opens the door for Peugeot to make another run at the Australian market, with either a new independent distributor or under the Stellantis Australia umbrella. Chinese-built Peugeot and Jeep models would give both brands with mixed reputations for both value and quality a fresh start in Australia. Chinese made vehicles now dominate the Australian market with over 244,000 already sold in 2025, ahead of Japan and South Korea sourced cars. Meanwhile, American-built models have only amassed 14,810 sales in the same timeframe. Given the repeated recalls and quality issues that have plagued Jeep in recent years, along with the rise and rise of Chinese-built cars in this market, a switch of production bases could be the brand’s best hope.  Especially if Dongfeng and Jeep can ensure competitive pricing to correct course after an ill-conceived plan to try and pivot the brand more upmarket. Getting Jeeps more price-competitive again and with a higher quality standard is the only way for the brand to revive its fortunes in Australia. The days of the Grand Cherokee selling more than 30,000 examples every year are long gone - as is the Grand Cherokee. Jeep has managed to notch just 378 sales in the first eight months of 2026, which has led to the inevitable questions about its future. But it seems the move to more Chinese manufacturing has been in the works for some time and Jeep Australia will simply have to endure a bit more pain until it can try again with a refreshed range. This is likely the same scenario for Peugeot, as it awaits more Chinese-built options to reinvent itself in Australia. But China won’t be Jeep’s only option, with Europe set to play a bigger role as Stellantis management tries to give it a new chance alongside its more successful French, Italian and German brands like Peugeot, Fiat and Opel. Reports have said the new ‘STLA One’ modular platform will underpin a range of Stellantis small and mid-size models across multiple brands, including Jeep. Crucially, it will feature an 800-volt electrical system that will allow it to accommodate fully-electric, plug-in hybrid and conventional hybrid powertrains.  A small SUV to sit slightly above the new Avenger, as well as a larger model that will sit just below the Compass are speculated to be on the way. This would create the potential for a more comprehensive line-up of Jeeps in Australia, and one that potentially distances itself from its American heritage (at least in a production sense). Whether or not it succeeds or fails will depend on many factors, not least the price and positioning of each model. But for Jeep fans, or just anyone questioning why the brand hasn’t given up and left Australia already, it’s clear there is a plan to once again make Jeep a popular choice for Aussie SUV buyers.

BYD may be offering the cheapest car in Australia, but that doesn’t mean it wants people to think it’s a cheap brand. The Chinese automotive giant made headlines with its recently introduced $19,990 drive-away deal for the pint-sized BYD Atto 1 electric car. That not only cut about $7000 out of the price, but also made it the cheapest new car on sale at the time of publication. Typically car makers are reluctant to slash prices dramatically, as that can often have a negative impact on the second-hand value of its models. BYD Australia Chief Operating Officer Stephen Collins is acutely aware of the dangers of dropping prices, but said each more is carefully considered to reduce the impact of resale value to not upset existing owners. “With Atto 1, we’ve said that it's running till the middle of December, that's it,” he said. “I don't see it running beyond that. So I think in the long run, I don't think they'll have an impact on residuals. “We were just talking before, I don't think there's one occasion where we've dropped an RRP (recommended retail price). So residuals are a function of many things, demand and supply, but also what you do at the RRP level. So look, I think we're doing what we can, and I think we're doing an okay job in the residual space. “And you and I both know, for fleets in particular, that's a massive part of their decision-making that is a big contributor to whole of life cost. Can we do more? Yes. We need to keep doing more to protect the residuals and that's at the forefront of our mind.” The challenge for BYD as a brand is that its original distributors, EVDirect, did often change the price or do deals on models to drive sales. Collins was speaking to CarsGuide at the launch of the updated Atto 3 Evo, and its predecessor had several price changes during EVDirect’s tenure. In just 2024 the price moved three times in nine months thanks to a combination of drive-away deals and model updates. Since BYD has taken direct control of the brand, in July 2025, Collins has taken the position of only adjusting the RRP if a new model arrives and requires adjustment. “The only time we've changed RRPs is when there's a model change. Apart from that, we haven't touched an RRP. Now, we have, and like everyone, we have campaigns  and finance deals and whatever, but we haven't touched an RRP.” Collins and his team will know that long-term sales success comes when you have returning customers. Burning your customer base with dramatic and repeated price changes only hurts residual values and leaves owners feeling disappointed. So while BYD is expected to continue offering drive-away deals and other discount offers to drive demand when needed, don’t expect a race to the bottom from the brand as it looks to secure its long-term position in Australia. But that won't stop the brand from introducing new models at highly-competitive prices, such as the new Atto 2 DM-i. It starts at just $24,990 (plus on-road costs), which makes it the most-affordable plug-in hybrid on sale at the time of publication.

It may look like the old one but this new BYD Atto 3 Evo is a very different proposition. The company has given its popular mid-size SUV a major upgrade, introducing an all-new, rear-wheel drive option for the first time. So how does this new version stack up? We put it through its paces to find out if the unseen changes make up for the lack of new looks.

BYD clearly has no plans on settling for second-best. The fast-rising Chinese brand looks set to finish 2026 as the closest rival to Toyota. And now, hot on the heels of announcing the cheapest electric vehicle in the country, it has now added the most-affordable plug-in hybrid, too. The Atto 2 DM-i is the newest addition as the brand looks to expand its range in Australia. In theory it ticks a lot of boxes, too. It gives buyers looking for cheaper running costs a new option. It should appeal to those looking to electrify but not ready for the all-electric switch. And, it’s also just an affordable small SUV, regardless of what’s under the bonnet.  So, does it actually tick those boxes? Well, let’s start with the question of value, and the Atto 2 DM-i makes a strong opening statement. There are two models to choose from and both start under $30,000.  The Essential kicks off the line-up at just $24,990, before on-road costs, which is cheaper than the Chery 5 hybrid (from $31,990), GWM Haval Jolion hybrid (from $32,990) and is even cheaper than the petrol-powered Hyundai Kona (from $33,700). Even the better-equipped Premium starts at just $29,990, before on-roads, which is an impressive number for a hybrid, let alone a plug-in hybrid. Especially when the Atto 2 EV is priced from an already appealing $31,990 for the Dynamic and $35,990 for the Premium. Despite its modest price the Essential still comes equipped with: 360-degree view parking cameras Adaptive cruise control Traffic sign recognition Forward collision warning Rear collision warning  Rear cross-traffic alert LED headlights  Keyless entry and ignition Four-speaker sound system 10.1-inch multimedia touchscreen Wireless Android Auto and Apple Car Play Premium adds: Vehicle-to-load (V2L) 50W wireless smartphone charger 12.8-inch multimedia touchscreen Eight-speaker sound system Panoramic sunroof Synthetic leather seats Ambient lighting Obviously the key difference between the Atto 2 models is the powertrain. The DM-i uses a 1.5-litre four-cylinder petrol engine paired with an electric motor that makes a combined 122kW in the Essential and 156kW in the Premium. Both are equipped with BYD’s trademark Blade battery with lithium iron phosphate (LFP) chemistry. The Essential has a 7.85kWh battery that provides 39km of EV range and a claimed fuel economy return of just 1.0L/100km. The Premium gets a much larger 18.03kWh battery, which means a 90km EV range, and a claimed fuel economy figure of 0.7L/100km. Obviously that is a very impressive and attention-grabbing figure but like all plug-in hybrids, the published economy is a best-case-scenario, so don’t expect to see 1.0L/100km or less in the real-world. Our test drive was predominantly on open roads, so it wasn’t representative of what you’ll likely find in a predominantly urban environment, which is where a PHEV shines. So we’ll reserve our judgement on the efficiency of the Atto 2 DM-i until a later date. What our test drive did clearly demonstrate is that the Atto 2 is a well-built car. It may not be particularly quick, but it’s not weak either, comfortably cruising at 80km/h and faster on the open road.  It also did a nice job when the going got twisty. Again, measuring it against its mainstream and affordable peers rather than any dynamic benchmark, the Atto 2 DM-i felt solid and predictable on the road. The ride was respectable and soaked up bigger bumpers with relative ease, which is commendable on such an affordable car. One issue this reviewer had whilst driving was the seating position, which reminded me of my 1982 Alfa Romeo Alfasud. By that I mean I wasn’t able to find a comfortable position as the pedals felt too close and I couldn’t get the steering wheel close enough. That may be a specific issue for taller drivers, but driving comfort is important for anyone who tries it on for size. Fortunately there is plenty of space for other things, including a claimed 20 in-cabin storage spots and a new, larger boot. It now measures 425L, which is 45L more than the electric Atto 2.  It may be a cheap car, but BYD has included all the safety features you should reasonably expect in any modern car. That includes the previously listed technology including forward and rear collision alert and similar smart safety assists, so BYD should be commended for not cutting corners. However, it must be noted ANCAP has not tested the Atto 2 independently yet. As for its ownership credentials, BYD offers a six-year/150,00km warranty, which is only average in this age of seven years (or more) and unlimited kays coverage from many of the big name brands.

The flagship model grade of the new Porsche Cayenne Electric line-up is the Turbo. And while it doesn’t have an actual turbocharger, it has plenty of performance. Surprisingly, the Cayenne Electric Turbo is actually cheaper than the existing Cayenne Turbo E-Hybrid, starting at $259,800 for the SUV and $272,000 for the Coupe.  As the flagship it comes fully-loaded with equipment, including: 22-inch alloy wheels Unique lower front bumper Porsche Active Aero Dynamics with active Aeroblades HD-Matrix LED headlights Panoramic roof with variable light control Adaptive sports seats with 18-way adjustment 14-speaker Bose premium sound system While this new electric version has the same basic silhouette of the previous Cayenne, this new model is longer and lower than the internal combustion versions, giving it a more modern look. Inside, is a very contemporary and practical cabin, with curved screens for the digital instrument display and the multimedia system, as well as the option to add a third screen in-front of the passenger.  The overall level of fit and finish, the detail and quality of the materials is exactly what you’d expect from a premium brand and an SUV at this price point. Performance is always a high benchmark for any Porsche with a ‘Turbo’ badge and that’s no different for the Cayenne Turbo. Its dual-motor, all-wheel-drive electric powertrain can make a staggering 850kW of power and 1500Nm of torque, although that power is only on boost and it typically uses ‘only’ 630kW. With the full 850kW in use, the Cayenne Turbo has a claimed 0-100km/h time of just 2.5 seconds, which is hard to believe for such a big SUV.  The extra performance does come at a small cost, with the Cayenne Turbo having the lowest driving range of the line-up (only 5km less than the Cayenne), at 537km. This is courtesy of a 106kWh battery that Porsche builds itself at a special factory specifically for the Cayenne. As for safety, the Cayenne Electric is as well equipped as you should expect a car at this price to be. There are all the features that have become the norm, including speed limit warning, autonomous emergency braking, lane keeping assist, etc. But it’s not the fact that it has all the safety features that’s impressive, it’s the level of calibration. Yes, the speed limit warning will go off if you speed, but generally the other safety systems were very well-behaved and understated during our drive.

The days of China playing catch-up with the rest of the automotive world are over.  Some of the oldest brands in the car industry are now able to learn from Chinese brands, as they look to become more competitive on price and with the latest generation of electric vehicles. One of the companies at the centre of this new dynamic is Stellantis, the multinational group that combines Alfa Romeo, Fiat, Peugeot, Citroen, Maserati, Jeep, Opel and more under the one umbrella. Since 2023, Stellantis has had a stake in Chinese brand Leapmotor and has begun selling its vehicles in global markets - including Australia. The initial offering, the C10 SUV, was met with less-than-glowing reviews and since then the two sides of the joint-venture have begun to work more closely together. Stellantis is teaching Leapmotor how to build cars more appealing to European and Australian customers, but Leapmotor is also able to teach its own lessons, too. That’s according to Francesco Giacalone, Leapmotor International Head of Product and Marketing, who said the information and learnings flow both ways between Europe and China. “ For what concern Leapmotor, what we are seeing is that there are, in this moment, more and more interactions in terms of vehicle customisation,” Giacalone said. “So there are Stellantis teams of chassis, dynamic performance that are constantly visiting Leapmotor to help to improve the Leapmotor products for the overseas markets. "They are as a Stellantis team acquiring experience about how Leapmotor develop the products and in concrete terms, helping Leapmotor to be more efficient and fit to the customer in overseas markets. "At the same time, they are learning component by component what can be picked from Leapmotor as let's say low-hanging fruits or a bit more complex to integrate in the Stellantis architecture.” The launch of the more European-focused B05 hatchback and the new B03X compact SUV are signs of the European and Chinese sides of the business working together to shape a more globally friendly offering.  The B05 is due to arrive in Australian showrooms before the end of 2026. Pricing has already been announced, with the all-electric hatchback set to start from $35,990 drive-away for the base car, while the long-range variant will start at $39,990 drive-away. That means it won’t be the cheapest EV on sale in its segment, the GWM Ora 5 starts at just $33,990 drive-away, but it does feature a 160kW/240Nm electric motor, rear-wheel drive layout and the tuning was largely done in Europe with the help of Stellantis - combining the best of both sides of the partnership. While Giacalone didn’t reveal exactly what cars Leapmotor has planned for the Australian market, he did hint at offering cars tailored to our tastes, and even indicated a ute is under investigation. So expect more examples of affordable, European-tuned but Chinese-built cars, like the B05 and B03X to become increasingly common in the coming years.