Gac M8 vs Toyota Mirai

What's the difference?

The GAC M8 PHEV Luxury is a people mover that carves out a very specific niche, largely thanks to its plug-in hybrid powertrain and ambitious price point. It’s undeniably well specified and genuinely luxurious inside, but it never quite escapes its chauffeur-like identity as it's a vehicle built around passenger comfort rather than driver engagement.

Being a new brand in our market limits ownership appeal, at least for now. Where the M8 really impresses, though, is efficiency, and that alone may be enough to justify its unusual positioning.

Believe it or not, the Mirai represents a pretty big gamble for Toyota, a company who has been known in the past for being relative conservative with its vehicles.

In recent years though, with models like the GR Yaris and even the RAV4 Hybrid, it seems like Toyota is more willing to go out and take a chance on something that would not be considered a safe bet.

The Mirai represents this willingness to experiment, but it is still too early to say whether it will a winner or a failure.

It drives well, looks good and its powertrain is a potential gamechanger for electric cars in Australia, but whether hydrogen takes off locally with customers is beyond Toyota’s control and up to those willing to invest in refuelling infrastructure.

The GAC M8’s design is… well, it’s out there. This isn’t a people mover that fades politely into the background. There are clear parallels with the Lexus LM, right down to the towering grille (complete with a vague hint of spindle shaping), which may well be the tallest grille I’ve encountered!

It’s a big unit, too, measuring 5212mm long, 1893mm wide and 1823mm high. The overall shape is sharply squared-off and prioritises presence over dynamism. It also comes standard with a full suite of LED exterior lighting.

The cabin claws back some design cred, though, as it’s downright plush with its semi-aniline two-tone leather upholstery - finished in a lush burgundy/black duo in our test vehicle. Accent panels vary between a diamond-design for the dashboard and doors, to suede soft-touchpoints and rose-gold inserts liberally scattered across the cabin. 

The only accent that doesn’t land is the large swathes of piano black on the centre console as it’s hard to keep clean.

There are some nice little surprises, too, like the fidget spinner-style crystal gear lever, which is surprisingly fun to fiddle with at traffic stops and two sunroofs with the rear fixed panel illuminating with internal ambient light.

Some of the finishes aren’t the best as there are joinery and door handles that don’t line up properly, which is surprisingly more annoying than you’d think once you notice it. But overall, the cabin feels well-considered and luxurious, even if the execution isn't always flawless. 

Remember your awkward teenage years when you were still a little uneasy in your own skin and tried to find your way in terms of your own style? (I certainly do!).

Now remember bursting on the scene in your 20s with the confidence and swagger of a Calvin Klein model after working out your niche? (I’m still waiting for this to happen).

Well, the Mirai certainly remembers because the inelegance of the first-generation car has given way to a much more confident and handsome model.

From the outside, there is no denying its Toyota-ness and from certain angles the new Mirai even looks a bit like its Camry cousin, with a bit more flair.

The split front lighting signature and massive grille direct your eye to the blue-tinged Toyota badge, which the Mirai wears proudly, while the puffed-up bonnet and lower-bumper chrome accent add a touch of sportiness and class, respectively.

Move to the profile and you will see 19-inch wheels filling the arches, as well as a sloping rear roofline and silhouette that echoes the best of the premium German sedans.

From behind, the body-wide tail-light design and subtle spoiler adds to the Mirai’s strong road presence without looking over the top, but I especially like the way the lines of the former continue down the bumper to break up the body panels.

If you can’t tell already, I'm a fan of the exterior looks of the Mirai, and I bet if the Toyota badge was swapped out for a Lexus one, no one would think it looked out of place.

Step inside the Mirai and there are familiar Toyota appointments like the way the dashboard sweeps away from the driver, as well as a shifter design lifted from a Prius.

The surfaces are all soft-touch, though, and the mix of leather and gloss-black materials combine to elevate the interior ambience.

The interior of the Mirai might not be as stunning as the exterior, but it is certainly no drab and depressing place to spend some time.

The front row has plenty of space and the seats feature heating and ventilation, making longer journeys comfortable. However, there’s no extendable under-knee support and only the driver gets lumbar adjustment. I’ve spent much of the week feeling like a chauffeur, as my husband and child insisted on sitting in the back!

The middle row is where the M8 really shines. The captain’s chairs are indulgent, offering full recline, footrests, heating, ventilation, and massage. Comfort is excellent, though the footrest extension limits space for the third row, and even at 168cm I found it a snug fit when fully reclined. Access is straightforward with grab handles and a low 143mm step-in height, though be mindful of kerbs as the doors aren’t forgiving when it comes to tall council strips.

The third row is one of the few that genuinely accommodates adults. Head- and legroom are ample, and the seats feel firm but comfortable, especially with the foldable armrest. Amenities aren't forgotten with four cupholders, two USB-A ports and directional air vents. Access requires sliding through the middle row, so it’s best if those seats are unoccupied, but otherwise it’s not too taxing.

Front-row storage is practical, with a mid-sized glove box, dual-opening middle console, cupholders and a clever phone cradle that integrates a wireless charging pad and cable routing for a tidy set-up. There’s also a USB-A and USB-C port and a 12-volt socket in the large shelf underneath the centre console.

The middle row enjoys three USB-A ports, a USB-C port, directional air vents, retractable sunblinds, tray tables (though not usable while driving) and climate control. Storage is decent, with six cupholders, one of which has heating and cooling, two map pockets, a pull-out drawer and a 220-volt AC outlet.

The 10.1-inch touchscreen multimedia system is serviceable but feels slightly small for the luxury segment. Graphics aren’t the sharpest, the layout isn’t always intuitive and some functions, like the heated steering wheel, require digging through menus. Wireless Apple CarPlay and Android Auto performed flawlessly throughout the week and the 12.3-inch digital instrument cluster is clear and well laid out.

Boot space is modest for a people mover, offering 280L with all rows in place which is enough for a small grocery run but not for a fully-loaded family outing. Folding the third row expands capacity to 1500L, though that leaves you with a four-seater. The loading height is low, which helps, but it has a tall lip which prevents it from being ideal for sitting on during tailgates or picnics. There’s a small underfloor compartment housing the tyre repair kit and a powered tailgate rounds out the package.

Measuring 4975mm long, 1885mm wide, 1470mm tall and with a 2920mm wheelbase, the second-generation Mirai is comparable in size to a mid-size sedan like the Camry and Mazda6.

However, it is a little longer, wider and lower, with an elongated wheelbase, and is in fact larger in all dimensions (save for height) than a Honda Odyssey people mover!

You’d think this would afford passengers heaps of room, but all the whizz-bang cutting-edge technology has to go somewhere.

Based on Toyota's new GA-L platform, the second-generation Mirai is fitted with three hydrogen tanks – two smaller ones positioned laterally behind the rear seats and one large one mounted longitudinally where a traditional transmission would sit.

What this means is that rear seat room is compromised, and the hydrogen tank eats into the middle seat’s legroom so much that the new Mirai might as well be a four-seater.

Leg- and shoulder-room in the second row are adequate, but the sloping roofline means it can be hard for taller passengers to get comfortable. I'm 184cm (6'0") and had trouble.

Move to the front seats though, and it’s a different story with comfortable and supportive seats offering plenty of adjustability for drivers/passengers of any size.

Storage options are also ample, with a door pockets, a centre storage bin, two cupholders and a tray for your phone/wallet.

Opening the boot reveals a cavity large enough for just 272 litres (VDA) of volume – less than the smaller-sized Corolla sedan (470L) and well-down on the similarly-sized Camry (524L).

Like the rear seats, boot space is compromised by powertrain components, the culprit being the battery and electric drive motor found above the rear axle.

The rear seats in the Mirai are also fixed, which means they won’t fold down to open up more volume.

With only 20 examples available in Australia, and none offered to the public to buy, it’s hard to judge exactly how much value you get with the car.

Toyota has released pricing, though, sort of.

The 20 units are available to organisations who might want to trial the hydrogen powertrain, costing $63,000 for a three-year lease.

The cost of refuelling over that period is included in the price, too, but Toyota is restricting the lease to Victorian organisations as its Altona refuelling station in Melbourne’s west.

The Mirai comes fitted with LED exterior lighting, rain-sensing wipers, auto-folding and heated exterior mirrors, 19-inch alloy wheels, rear privacy glass, synthetic leather interior, leather-wrapped multi-function steering wheel, power-adjustable front seats, dual-zone climate control, keyless entry and push-button start.

Handling multimedia duties is a 12.3-inch touchscreen system with satellite navigation, digital radio, Bluetooth connectivity, Apple CarPlay/Android Auto functionality and a 14-speaker JBL sound system.

There's no wireless smartphone charger, though, which is a big miss in our book for a car that is so future focused.

No doubt the bulk of the cost of the car is due to its cutting-edge powertrain (which we will cover further below), but the levels of equipment would be on par with high-end mid-size sedans like the $46,990 before on-road costs Camry SL Hybrid, $51,390 Mazda6 Atenza and $50,990 Hyundai Sonata N Line.

It's also hard to compare the Mirai against Hyundai's Nexo hydrogen SUV, which has no pricetag in Australia but its Korean price can be converted to around $A84,000.

Both M8 grades share the same plug-in hybrid powertrain, pairing a 2.0L, four-cylinder, turbo-petrol engine with a single electric motor. Combined, they produce up to 274kW of power and 630Nm of torque which is impressive on paper, though it only manages 0‑100km/h in 8.8 seconds. Once the battery is depleted, outputs drop to a more modest 140kW/320Nm. Power is sent to the front wheels through a two-speed automatic transmission, and the M8 is not rated for towing.

To get the best performance from this type of set-up will require diligent recharging.

What even is a hydrogen fuel-cell electric vehicle? Well, we're not scientists but the way we understand it is that there is a special component in FCEVs - the fuel cell - which combines incoming air with hydrogen to produce electricity, with the only bi-product being water.

The single electric motor driving the rear wheels of the Mirai outputs 134kW/300Nm, which enables a 0-100km/h acceleration time of 9.2 seconds in the 1900kg sedan.

Top speed is also pegged at 175km/h – or well and truly above the road-legal limit – and the electric motor is paired with a single-speed auto transmission.

Performance may seem underwhelming, especially when mainstream electric cars like the Nissan Leaf and Hyundai Kona Electric can hit triple digits in a much faster 7.9s time, but the Mirai is designed for efficiency and smoothness, not performance.

Hyundai's Nexo meanwhile, makes 120kW/395Nm from its electric motor.

The M8 is equipped with a Type 2 CCS charging port, accepting up to 6.6kW on AC and 39kW on fast DC power. Being able to use a DC charger is a definite plus for a plug-in hybrid and you can charge the battery on this type of charger from zero to 80 per cent in around 30 minutes.

Its 25.57kWh lithium-ion battery is generous for a plug-in, delivering an electric-only range of up to 106km (WTLP). With a combined cycle (urban/extra-urban) fuel consumption figure of 6.1L/100km and a 56L fuel tank, the M8 offers an overall driving range of more than 1000km which is excellent for a vehicle of its size. As with any plug-in, regular charging is key to achieving these figures; over my week of driving, I averaged 6.2L/100km, which is very excellent.

GAC recommends a minimum 91 RON unleaded petrol.

Official consumption figures for the Mirai are published at a combined 0.7kg of hydrogen per 100km… which doesn’t really mean much without a frame of reference.

The 2021 Mirai is fitted with three hydrogen for a combined capacity of 5.6kg (or 141 litres) that enables a driving range of 650km when tested on the WLTP (Worldwide harmonized Light vehicles Test Procedure) standards.

Okay so a 650km range is pretty good and comparable to diesel SUVs of a similar size, but that’s moot if refuelling costs more.

Because hydrogen refuellers are not yet readily available, the cost of refuelling is still a little unclear, but Toyota has said it works out to be around $70-80 to fully refuel the second-generation Mirai, making it comparable to filling up a petrol or diesel car.

The new-generation car also features three hydrogen tanks instead of two, which means during range is up 30 per cent compared to the first-generation Mirai.

Meanwhile, the Hyundai Nexo features a 6.33kg hydrogen tank, enough to propel it around 666km before needing a refuel.

Around town, the M8 delivers plenty of power and is whisper-quiet when running in electric mode. Once the battery depletes or you switch over to the petrol engine, that sense of instant oomph fades. Overtaking on hills is achievable, but even with an empty car it can feel a little underwhelming.

Steering is light, but the car feels solidly planted in most situations. Handling isn’t as dynamic as a Kia Carnival and the M8 can feel a touch ungainly through bends, though it’s more than manageable for everyday driving.

Ride comfort is high, especially for passengers, due to forgiving suspension and a cabin that doesn't let a whole lot of road or wind noise in. The M8 is a comfortable cruiser.

Visibility is surprisingly good for a 5.2m-long vehicle with minimal blind spots from the driver’s seat. The bonnet and dash, however, stretch further than they appear, which can make judging the nose a little tricky at first.

Ground clearance is only 143mm, so it’s easy to scrape the nose over speed bumps or when parking. The 360-degree camera system is decent, but manoeuvring into tight spaces still requires some care as it fills out a space. You also have to leave about a metre of clearance behind you if you want to open the tailgate.

Toyota is positioning hydrogen as a potential future fuel source that is – crucially – sustainable and eco-friendly, which means the Mirai has a lot riding on its shoulders.

And behind the wheel the new-generation Mirai drives just fine.

The Mirai uses hydrogen to create electricity to drive its wheels, which means it feels very much like a battery electric car from the driver’s seat.

That’s not necessarily a bad thing, but keep in mind Toyota’s potentially revolutionary drivetrain won’t feel so revolutionary behind the wheel.

Like all EVs, torque is available instantaneously for a quick and peppy pick-up off the line, but the Mirai won’t demolish the 0-100km/h sprint like the Porsche Taycan or Telsa Model S.

Designed for efficiency rather than pace, the Mirai will accelerate briskly to 60km/h, but takes 9.2s to hit 100km/h – not that we got to test the latter in the extremely short drive loop in Melbourne’s West.

Despite tipping the scales at over 1900kg, the Mirai’s ride is soft, supple and extremely compliant, almost to a fault.

Steering feels light and effortless, while 19-inch wheels do nothing to upset the serene and comfortable interior ambience – it’s seriously good enough to be a Lexus.

What’s so striking about driving the Mirai though, is how much it could appeal to motorists who travel long distances (as is often the case in Australia) and can’t afford the sometimes 10 hours required to recharge a battery electric vehicle.

Refuelling the Mirai is as quick and easy as a conventional petrol or diesel car. Australia just needs more hydrogen stations to make use of the technology and open up electrification to those that may not have considered it (or deemed it unfeasible for their needs) in the past.

The 2021 Toyota Mirai has not been crash tested in Australia or in Europe, and as such does not carry an assessment rating from ANCAP or Euro NCAP.

However, Toyota has fitted its hydrogen-powered sedan with its 'Safety Sense' suite, which includes autonomous emergency braking (AEB) with pedestrian and cyclist detection, adaptive cruise control, lane-keep assist, lane departure warning, automatic high beam and traffic sign recognition.

Other features include blind-spot monitoring, rear cross-traffic alert, seven airbags, surround-view monitor and rear-seat ISOFIX anchorage points.

The Mirai’s hydrogen tanks are also stronger than before thanks to a new multi-layer construction.

The GAC M8 is backed by a seven-year, unlimited-kilometre warranty, along with five years' complimentary roadside assistance, which is competitive against several of its nearest rivals. Service pricing has yet to be confirmed, though servicing is scheduled at 12-month or 15,000km intervals.

For now, the service network is limited, with around 10 centres nationwide, though GAC offers authorised servicing through third-party providers such as MyCar, which helps broaden access in the short term.

Unlike new Toyotas on sale now, the Mirai does not come with a warranty because is only available on a three-year/60,000km lease.

There are servicing costs though, with Toyota charging a one-off $2693 fee for maintenance of the Mirai over that lease period.

Scheduled service periods are every 12 months/15,000km, whichever occurs first, though it is unlikely every Toyota dealership will ultimately be able to service the Mirai.