Ute News

Nissan has confirmed it will launch the Navara Pro plug-in hybrid (PHEV) dual-cab ute in Australia in 2027. Dubbed the Nissan Frontier Pro in other markets, the Navara Pro will be Nissan’s first PHEV in Australia and shapes up as a key rival to the likes of the BYD Shark 6, GWM Cannon Alpha PHEV and forthcoming Chery Stockman. The Nissan Navara Pro PHEV is the first Chinese-made Dongfeng joint-venture model to launch locally. It’s also the first time it’ll be offered in right-hand drive. Nissan has been testing Navara Pro PHEV prototypes locally since 2025 and what is set to be offered is a unique set-up. Final pricing and specifications will be confirmed closer to its launch. Nissan evaluated the globally announced 1.5-litre turbo-petrol PHEV powertrain, as well as a new 2.0-litre turbo-petrol PHEV powertrain in Australia. The latter has been selected for the Australian-specification Navara Pro PHEV. The 2.0-litre turbocharged four-cylinder petrol engine has a 'high-output' electric motor integrated into an eight-speed automatic transmission, with total system outputs of 300kW and 800Nm. There is a four-wheel drive system with a series of drive and terrain modes. Nissan is targeting a 3500kg braked towing capacity with the Navara Pro PHEV, as well as a payload capacity of approximately 1000kg (both subject to final homologation). Nissan hasn’t confirmed the battery size of the Australian-specification Navara Pro PHEV. Globally there are 17kWh and 32.85kWh units available, but these are aligned with the smaller 1.5-litre turbo-petrol PHEV powertrain. As a result, the claimed EV range will be announced closer to the Navara Pro PHEV’s local launch. Vehicle-to-load (V2L) is set to be offered at an as yet unknown rate. This will allow for electrical appliances to be powered remotely. Final specifications are yet to be locked in, but Nissan notes available features, depending on the trim level, include a large central touchscreen, digital instrument cluster, panoramic glass sunroof, as well as heated and ventilated front seats. Nissan has been testing five examples of the Navara Pro PHEV in Australia since 2025 and they have collectively travelled more than 20,000km Down Under. The Japanese carmaker is yet to finalise the Aussie set-up and has evaluated leaf-spring and multi-link coil rear suspension configurations. The final suspension arrangement will be confirmed closer to the car's launch in 2027. Additionally, the Navara Pro PHEV’s powertrain, advanced driver assistance system (ADAS) calibrations, drive and terrain modes, tyres and differential lock configuration have all been evaluated locally. This is above and beyond towing and load performance testing in Australia. The Nissan Navara Pro PHEV is set to be the first Chinese-made Nissan offered in Australia. However, a series of other Chinese-made Nissans are made within its Dongfeng joint-venture operation. These include the N6 PHEV sedan, N7 electric sedan, NX7 PHEV SUV and NX8 electric and range-extender (REEV) SUV. None of these have been confirmed for right-hand drive production yet. The Navara Pro is also offered with regular turbo-petrol and turbo-diesel powertrains in other markets. It’s unclear whether any other Chinese-made Nissan models will come here, however Oceania has been identified as a key export market opportunity.

The Australian Government’s New Vehicle Efficiency Standard (NVES) is squeezing many carmakers locally and the latest culprit could soon be the best-seller. “Due to the challenging NVES targets for commercial vehicles from 2027 onwards, we cannot rule out price increases,” said Toyota Australia Vice President National Sales, Marketing and Franchise Operations John Pappas. This comes as many of Toyota’s best-selling vehicles in Australia are diesel-powered vehicles. Examples include the HiLux, LandCruiser Prado and the LandCruiser 70 Series, among others. In 2025 Toyota received NVES credits for going below its fleet CO2 target and the company claims it is on track to be in the green this year. However, its result in 2027 isn’t looking so certain. As it currently stands, there are two different NVES CO2 emission targets that reduce every calendar year. ‘Type 1’ vehicles are cars, SUVs or light off-road vehicles, whereas ‘Type 2’ vehicles are utes, vans or heavy off-road vehicles. For 2026 the CO2 emissions targets for Type 1 vehicles is 116g/km and for Type 2 vehicles is 180g/km. However, in 2027 this reduces to 92g/km and 150g/km, respectively. For reference, the current Toyota HiLux SR5 V-Active diesel-powered dual-cab ute has a claimed combined CO2 emissions figure of 191g/km. This is already above the threshold for ‘Type 2’ vehicles in 2026. Toyota claims its sales of electrified vehicles, like electric vehicles (EVs) and plug-in hybrids (PHEVs), is growing, but in 2027 it still may not be enough for it to stay below the fleet CO2 emissions target. When a carmaker is above its fleet CO2 emissions target for the year, it is given fines that it can either pay directly, use credits from previous years, or purchase credits from other carmakers. Pappas’ quote indicates that the fines Toyota incurs will be passed onto the consumer. At this stage it’s unclear how much could be added to the asking price of Toyota vehicles. NVES fines are currently billed at $50 for every gram per kilometre over a model’s limit, per vehicle imported. Using the Toyota HiLux SR5 V-Active as an example, each imported vehicle is on track for a $550 fine in 2026. With over 36,000 HiLux examples sold until the end of August this year, the fines can add up very quickly. The fines can be cancelled through the import of vehicles under the CO2 targets. The brand receives NVES credits or a fine based on the overall fleet of imported vehicles for the respective year. Toyota is far from the first to admit it could increase vehicle pricing due to the tightening CO2 targets. Brands like Ford, Hyundai and Nissan have admitted to this previously. The NVES was implemented at the start of 2025 and there is an upcoming review that may spark further amendments. One change that is already being drafted is select vehicles with a gross vehicle mass (GVM) between 3500kg and 3855kg be included in the NVES from July 1, 2027. This means that the LandCruiser 70 Series may soon contribute to the brand’s CO2 fleet emissions for the NVES. It currently is exempt as it has a GVM of 3510kg. The Tundra is another vehicle that is potentially in the firing line as it has a GVM of 3536kg. Others include the Ram 1500 and Chevrolet Silverado, which both have a GVM of 3505kg. ‘Work vans’ and ‘work trucks’ will continue to be exempt from the NVES though under this draft amendment. “There’s an NVES review coming up and we’ll be contributing to that review through consultation,” said Pappas. “We fully support NVES. We fully support having an ambitious, albeit equitable and pragmatic NVES. “And when you look at the LCV segment, you can see that you’re going to be leaving customers behind because they need those vehicles. “We’ll be consulting government to be able to really look at a more pragmatic, realistic light commercial vehicle target under NVES that is more equitable to the Australian market.”

The people have spoken, and Australians are going electric, according to the latest sales data. Three electric cars were in the top 10 sellers list for September, with the Tesla Model Y (4476 sales) third overall, the BYD Sealion 7 (2687) fifth and the Geely EX5 (2008) eighth. Australians now buy electric cars in the same number as petrol and diesel vehicles. Sales of  electric, diesel, petrol and hybrid were evenly split in September, with each accounting for about a quarter of sales. Sales of electric cars account for more than 18 per cent of total sales, a rise of more than 165 per cent, and sales of battery-powered vehicles are strengthening as the year goes along. Plug-in hybrids are booming, with sales up more than 120 per cent this year. Conventional hybrids - such as those sold by Toyota - are up more than 10 per cent for the year. Petrol sales are down more than 27 per cent this year and diesel sales have falled more than 16 per cent. Despite the fall, Australians are still gravitating towards familiar petrol and diesel vehicles. The Ford Ranger was the best seller, with 5062 sales in September. This was followed by the Toyota RAV4 (4624), the Model Y, Toyota HiLux (4455) and Chery Tiggo 4 (2059). The other constant in Australia’s new-car sales list are Chinese vehicles. Hyundai, Kia, Mazda, Mitsubishi, Nissan and other long-term favourites had no individual vehicle in the top 10 sellers list. Relatively new names such as the Chery Tiggo 4, GWM Haval Jolion and Geely EX5 continue to climb up the charts. There are several names knocking on the door, with the MG ZS (1805), Jaecoo J5 (1754)  and Zeekr 7X (1628) selling strongly. Chinese-built vehicles are now by far the largest source of new cars to Australia, with more than 40,000 imports in September. The next best was Japan with roughly 23,000. This reversal of Australia’s buying habits is playing out with some of the smaller Japanese brands. Australia bought more BYD Sealion 7s or Chery Tiggo 4s than all Subarus or Nissans in September. Mitsubishi’s sales are plummeting, but it has the new Pajero and electric ASX VR-e arriving before the end of the year to help arrest the slide. Nissan is looking to China to help change its fortunes, with a range of vehicles sourced from its joint-venture with Dongfeng believed to be headed our way. This includes the plug-in hybrid Navara Pro ute and plug-in hybrid Terrano 4WD. 10 best-selling vehicles September, 2026 10 best-selling brands September, 2026

Chery has confirmed more details about its new Stockman diesel plug-in hybrid (PHEV) ute as pre-orders begin ahead of first deliveries in February 2027.

Falling diesel sales and a contracting, and increasingly competitive, ute market won't deter Mazda from launching an all-new BT-50 in Australia, with the brand confirming a new ute is coming. That puts Mazda on a collision course with its traditional rivals, the Nissan Navara, Ford Ranger, Toyota HiLux and Isuzu D-Max, as well as newcomers the BYD Shark 6 and Chery Stockman. Asked if Mazda still needed a BT-50, given the increased competition now fighting for smaller total sales, the brand's local MD, Vinesh Bhindi, replied: "yes". Asked if that meant a new one was coming, likely around 2028, he again replied: "yes". CarsGuide spoke to the chief designer of the new CX-6e, Eiji Kimoto, who also designed the current BT-50 and is working on its replacement. Asked if the new model would be a significant design departure from the current model, Mr Kimoto was guarded in his response. "I am not allowed to speak much about the future product, but I can tell you, please look forward to it," he said. Mazda essentially has two options for the next BT-50. The first is the continuation of its partnership with Isuzu, with the current BT-50 a twin under the skin of the D-Max. That would almost certainly lock in diesel as the powertrain, with Isuzu confirming work is still under way on future electrified powertrains through the company's Earth Lab, but no final direction has been decided and is in its infancy. The second option would be an expansion of Mazda's relationship with China's Changan, which it sources the all-electric 6e and CX-6e. That could give it access to the Changan Hunter K50 - a petrol-plug in hybrid ute fitted with a 43.47kWh lithium-ion battery pack, promising an NEDC-rated range of 192km (estimated 150km WLTP), and a total range of over 1000km. It is a REEV, rather than a traditional plug-in hybrid, meaning its 2.0-litre turbocharged petrol engine is used only to recharge the battery or provide power to the electric motor, rather than drive the wheels themselves.

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.

This month marks the 10 anniversary of the closure of Ford Australia’s local manufacturing facility. That final vehicle, a blue FGX Falcon XR6, rolled off the Broadmeadows factory in Melbourne’s outer north on October 7, 2016. It ended 91 years of continuous production that started in 1925 with the Model T – the car that put the world on wheels. Was Ford right to call time in Australia? Is it worse or better off now? What happens next? And will it suffer the same fate as Holden? Read on! At the time, Ford was considered the villain of the era, since it was the first of the remaining three local carmakers to announce the end of Australian vehicle manufacturing. That happened on May 23, 2013. Critics claimed it prompted a domino effect that quickly forced the hand of the other two – Holden (on December 11 that year) and Toyota (the following February) to follow suit. Australia was to no longer build vehicles, for the first time in over a century. Along with tens if not hundreds of thousands of jobs direct and indirect that vanished, we were about to lose a prized rare skill set: the ability to design, engineer and make a car from scratch. Only half a dozen or so other countries could do this. The announcements were the death knell. Toyota closed its Altona factory that made the Camry a year after Ford, on October 3, 2017, with Holden just a fortnight behind, shuttering its Elizabeth, South Australia, facility on October 20, 2017. That last red VF II Commodore SS sedan remains etched in peoples’ memories as a truly sad day. But was Ford really to blame? The reality of making vehicles locally was harsh. Right to the very end Australia’s car industry was heavily tax-payer subsidised, which is the case in many other nations with vehicle manufacturing. Yet, it struggled to compete on price, quality and reliability against many imports, and was incomprehensibly slow to react to evolving market conditions. Can you believe Ford’s Territory is the only SUV ever built in Australia? The big reason why vehicle manufacturing even existed as we knew it in the first place had to do with local industry protection. Tariffs on imported vehicles actually started as a total ban on fully-built cars in 1917, but were eventually scaled back from the 1980s. From dozens of car-making operations building vehicles in Australia, most stopped once tariff protections eased. Nissan shut up shop in 1992 and Mitsubishi in 2008. With all this in mind, by the turn of the millennium, it was largely government fleet mandates to buy Australian that supported the remaining models, including Commodore, Falcon, Territory, Camry and – crucially later on – the Holden Cruze. Prompted by falling sales and federal and state government subsidies, Ford, Holden and Toyota were encouraged to add smaller, four-cylinder models as well as more-efficient larger sedans to their locally made line-ups moving forward. The decision was made during the last big fuel crisis of 2005, that ultimately dealt the mortal blow against large cars. But it wasn’t as if the locals didn’t try. Ford developed the EcoLPi LPG system for the Falcon, along with a 2.0-litre turbo model nobody seems to remember today. Territory finally scored the diesel that buyers were crying out for at the time. Toyota started building hybrid Camrys here. And Holden put the VE Commodore on a massive diet for its transition into the VF, complete with a smaller V6, as well as aluminium and even magnesium panel technologies. With the promise of big government fleet sales, Holden and Ford also announced they would manufacture upcoming global small cars here to keep the local industry viable. The 2011 JH Cruze eventuated, but only proved a moderate success. Not long after its Australian small-car promise, Ford reneged on building what became the 2011 Focus… the one with the disastrous Powershift transmission. Instead, it pivoted to taking on the Toyota HiLux. After all, Ford Australia more-or-less invented the coupe ute back in the 1930s, and the writing was on the wall for the once-popular Falcon ute anyway. One-tonne utes were about to become king. And you know what happened next… Free from its prior global small-car commitment, Ford Australia won the contract to create the global T6 mid-sized light truck project that eventually became the 2011 Ranger (and 2015 Everest SUV). This stroke of luck cannot be overstated. Becoming a homeroom for a huge global volume model changed everything. Leveraging the Australian design and engineering team behind the Falcon/Territory projects to develop a global ute sold in over 190 markets was genius. And under different brands to boot (namely as the replacement for the Mazda B-series/BT-50 that ironically spawned the Ranger’s Courier predecessor), the T6 became a massive and enduring international success. And, reliability issues aside, probably the most acclaimed medium ute today. In time, the Ranger became Ford Australia’s best-seller, and eventually reeled in the HiLux to became number one vehicle here from 2023, ending the Toyota’s seven-year streak on top. To put that into historical context, the Falcon took 17 years to topple Holden as this country’s favourite car. Imagine if Holden was also granted a similar opportunity to design and engineer what became the 2012 Colorado, instead of GM of Brazil, to capitalise on the decades of success that the preceding Rodeo enjoyed? The brand may still have existed today. The final Commodore series made here, the VF, was perhaps the greatest Holden in history. Exported as a Chevrolet and Vauxhall, it was a crowning achievement for Australian family-car manufacturing to bow out on. Especially in HSV GTS R and W1 guises. But the VF’s demise only amplified the devastation surrounding manufacturing closure. Together, they became a one-two blow to the national psyche, as Holden was, and still is, most-closely identified as “Australia’s Own”. Inevitably, post-manufacturing, Holden never recovered. The public became downright hostile to the imported Opel Insignia-based ZB Commodore that replaced the VF in showrooms, despite having Aussie engineering input. And the once-strong Colorado, Astra and Barina suffered too. General Motors in Detroit pulled the plug in 2020. For some Australians, Holden ending entirely is a type of cultural identity grief, one that is still playing out today. Meanwhile, post shutdown, Toyota just keeps on being Toyota, business as usual, while Ford has flourished. Just as intended. Probably even more so. Like a favourite ex, Holden is time-locked in the past, with no future, while Ford is the Holden surrogate. Ford Australia has had its financial ups and downs since ceasing Australian manufacturing, but it cannot be denied that the Ranger has been a money-spinner for the brand. And, just as importantly, for Ford’s dealers. As every carmaker knows, happy dealers equal happy days. The Australian-developed Ranger (not to be confused with the previous American jalopy) is globally acknowledged as the most sophisticated ute of its type on the planet. That’s why Volkswagen chose to co-operate with Ford Australia for its second-generation Amarok. What a compliment. But hang on… how long can all the Ranger love last? Is the honeymoon over? We’ve banged on about this ad-nauseam. Ford is in danger of falling into the same trap that snared Holden in relying too much on one model line. Ranger and Everest combined make up more than 90 per cent of total volume in 2026. That’s a higher percentage than the Commodore managed in its heyday because the Barina, Astra and Colorado all enjoyed strong support, before buyers punished the brand for abandoning manufacturing. However, electrified Chinese vehicles like the BYD Shark 6 are changing the ute game. We’re in another fuel crisis and buyers are ditching diesels en-masse. Plus, the predominantly diesel Ranger and Everest are falling foul of Australia’s New Vehicle Efficiency Standards (NVES), copping debilitating fines from the government that will only worsen in time. And ever-newer ute rivals are arriving on a seemingly monthly basis, mostly cheaper electrified options from China. It seemed unimaginable back in 2016, but from next year, Ford is hoping to beat China at its own game with the Chinese (courtesy of partner Jiangling, or JMC) Bronco Basecamp. This is a midsized plug-in hybrid electric vehicle (PHEV) to take on the Toyota RAV4, BYD Sealion 6 and a host of other electrified SUVs. Other still-secret JMC-developed models also in the pipeline from China are likely to end up wearing the Blue Oval badge here. Whether there is enough Ford DNA for these newcomers to feel and drive up to the brand’s lofty standards remains to be seen. Like Kia, Hyundai and now Mazda with their respective EV5, Elexio and 6e/CX-6e models, it is also an opportunity for a legacy carmaker like Ford to snare consumers wary of Chinese vehicles thanks to having a known brand with an Australia-wide dealer network. This brilliant move might be the lifesaver Ford Australia needs. With 2026 hindsight, the end of local car making was inevitable; the total decline of sedans; market fragmentation; China’s ascension; rise of electrification, soaring fuel prices – the old ways just weren’t sustainable and wouldn’t fly today anyway. Ford was extremely lucky to have backed the Ranger ute when Holden made the wrong choice with Cruze, and it might be lucky again thanks to Jiangling. But we still miss the Falcon, Territory and everything that making Ford cars in Australia brought to this country.

BYD has revealed key details following vehicle hacking concerns emerging in an ABC Four Corners investigation. BYD acknowledged someone can gain unauthorised access to the Shark 6 ute’s developer-only software and also control functions like headlights and windscreen wipers. The brand said this access can only be approved by a prompt on the ute’s central touchscreen and tapping into vehicle wiring. It is still investigating whether these issues affect other models in its line-up. BYD will issue a future over-the-air update to fix software issues and continue to assess what other changes are necessary. BYD acknowledged a software bug can enable unapproved apps to bypass internal protections and gain access to the Android Debug Bridge (ADB) used for software developers to work on the car.  BYD said someone must manually approve the access via a prompt on the car’s central touchscreen for internal protection to be bypassed. The brand said cybersecurity expert Dan Hreszczuk in the Four Corners report exploited a software defect to enable the ADB and then install a third-party app. BYD has announced it will remove the software pathway that could approve access through the Shark 6's central touchscreen. It will roll out this fix in a future over-the-air (OTA) update, following a validation process. BYD said someone must tap into vehicle wiring responsible for the Control Area Network (CAN) bus to gain external access to the Shark 6’s headlights and windscreen wipers. As a result, BYD will implement new security measures, including device authentication and physical isolation to increase cybersecurity safeguards. It will conduct a risk assessment to evaluate the necessity of additional measures to prevent unapproved access to the vehicle's CAN. In a September 2026 ABC Four Corners report, Hreszczuk said he gained remote access to various functions on the BYD Shark 6, including operating the wipers and headlights. Hreszczuk said by unpicking the software programs controlling different functions on the ute, he could blast music over the speakers and remotely switch the car’s lights on and off. “It’s a little bit scary how open … the BYD Shark is to a hacker,” Hreszczuk told the ABC.

BYD has made some of its favourite models even more affordable in Australia. The Chinese brand is offering a $4000 cashback deal on many of its models including the Sealion 7 electric mid-size SUV and the Shark 6 plug-in hybrid ute. The offer runs until December 21, 2026, and must be delivered by December 31, 2026. The very popular Sealion 7 is a size up on its smaller PHEV siblings, with its starting price reduced from $54,990 to $50,990 considering the cashback offer. It’s also the only EV eligible for BYD’s cashback offer. The Sealion 7 has become one of the best-selling electric cars in Australia, competing with the Tesla Model Y. The cashback offer means the Sealion 7 undercuts the Tesla Model Y's $58,900 starting price even more. The Sealion 5 PHEV mid-sizer starts from $33,990, but with $4000 cashback, that brings before on-road costs pricing down to $29,990. The top-grade Premium grade of the Sealion 5 with the $4000 cashback offer starts from $33,990 (before on-road costs). The Sealion 5 uses a 1.5-litre petrol engine and electric motor set-up, producing 156kW and 300Nm. The marginally bigger Sealion 6 is usually priced from $42,990. Taking into account the $4000 cashback, the price drops to $38,990, excluding on-road costs. It also employs a 1.5-litre petrol engine and electric motor, making 160kW and 300Nm, with more powerful models adding a turbo to boost performance to as much as 253kW and 550Nm. BYD Sealion 8 is the Chinese brand’s three-row SUV, and has a starting price of $56,990, but with $4000 cashback, that drops to $52,990 (before on-road costs). The Sealion 8's 1.5-litre engine and electric motor set-up, produces 359kW/675Nm. The cab-chassis Dynamic variant of the Shark 6 is only $51,990, before on-road costs, when including the $4000 cashback. Premium and Performance grades of the Shark 6 are also eligible for the deal, starting including the cashback offer from $53,900 and $62,900, respectively. This will give the Shark 6 a competitive edge against the incoming Chery Stockman diesel plug-in hybrid that's expected to be priced closely to BYD's ute. The BYD Seal 6 Touring launched in Australia as a wagon variant of the Seal 6 PHEV, usually starting from $39,990 - a $5000 increase on the sedan variant ($34,990). The Touring variant now starts from $35,990, which is only $1000 more than the Seal 6 sedan's original starting price. The cashback offer also applies to the standard Seal 6 sedan, available from $30,990 (before on-road costs). The Touring variant uses a more powerful 1.5-litre engine and electric motor set-up compared to the sedan variant, making up to 163kW and 260Nm.  

Chery is preparing to take on the royalty of Australia's dual-cab utes, with its new Stockman now available for pre-orders. Chery doesn't come empty-handed to the ute party, with the Chinese giant offering those that reserve a Stockman ute ahead of the launch a $2000 Bunnings gift car and three free scheduled services. Buyers are being asked to take a leap of faith as there are still lots of details missing for the Stockman, including price, payload, variants and exact specification. Chery said full details would be revealed closer to the sales commencing sometime ahead of the first deliveries arriving in February, 2027. The Stockman will use a diesel plug-in hybrid set-up, making it the only ute with a diesel-electric combo in Australia. This sets it apart from the other plug-in hybrid utes, including the BYD Shark 6, Ford Ranger Hybrid and GWM Cannon PHEV that all use petrol plug-in grunt. The Stockman combines a 2.5-litre turbo-diesel engine with an electric motor to deliver 350kW and 800Nm to all four wheels. It has a claimed electric driving range of 100km (NEDC), but expect closer to 80km when tested to the benchmark WLTP protocol. It will have a 750kg unbraked and 3500kg braked towing capacity. Chery has not revealed payload yet. It is a big unit measuring 5450mm long, 2010 wide and 1890 tall. It’s wheelbase is a large 3250mm. The tub is 1560mm long, 1560mm wide and 500mm high. Chery has previously said it would have front, centre and rear diff locks and it should have low gearing for proper off-roading. A petrol plug-in hybrid version will be available at a later date, according to Chery. Chery has enlisted the help of Aussie engineering outfit Premcar to help to sharpen the Stockman into one of the top utes in the nation. Premcar knows what it is doing having tuned Nissan's Patrol and Navara and the Mitsubishi Triton into off-road warriors. "Australia is one of the world's most demanding ute markets, and we know our customers expect a vehicle that performs confidently across everything from urban streets to highways, construction sites and remote off-road tracks," said Lucas Harris, Chief Operating Officer, Chery Australia.