7 seater

My 2017 Kia Carnival is out of warranty can I still claim any diagnostic repairs?

Hyundai's flagship family electric SUV is under investigation for a safety concern in Australia, following similar reports overseas.  The South Korean brand is looking into an issue on its Ioniq 9 in Australia over a potentially dangerous problem with the second-row power-folding seats. It relates to the seat assemblies failing to detect passengers or objects on the seats and continuing to close even when using excessive force. This can lead to the seats squashing occupants and cause serious injury or worse. The Ioniq 9 is Hyundai’s most expensive car on sale, and is its biggest electric SUV offering Down Under. Virtually every Ioniq 9 sold in Australia could be affected by the issue, with more than 100 vehicles being looked into. The issue is expected to be able to be fixed with an over-the-air software update like in other markets, or owners can option to have it resolved at a Hyundai dealer. Owners should take extra care during the folding of seats in the meantime, according to the brand.  In the United States, 5360 Ioniq 9 examples have been recalled, according to reports. The brand said all vehicles recalled have the fault.  It’s not just the Ioniq 9 impacted in the United States, with it also linked to power-folding seats in the Palisade and the Telluride SUVs.  At this stage, only the Ioniq 9 is under investigation in Australia.

Arguably the year’s most anticipated new model has finally broken cover, and initial reports are promising. After being poured over by the global press and driven briefly under strictly controlled conditions in Japan, the general consensus is that the latest-generation, NU-series Mitsubishi Pajero will be a formidable 4x4 wagon contender when sales commence in December. This is what it has going for it and what concerns still need to be addressed. Strong points include design presence, an unexpectedly refined interior, thoughtful packaging, a competent yet refined on- and off-road chassis tuned with Australian preferences in mind, and competitive pricing. Only the lack of a hybrid powertrain option could hold the new Pajero back, though company executives have indicated one is coming in time. Still, a conditional 10-year warranty, should give popular rival 4x4 wagons like the Toyota Prado, Ford Everest and Isuzu MU-X something new to worry about. But it is the choice of an old name that Mitsubishi has resuscitated for its large SUV that might create confusion. Particularly when the advertising tag line screams: “All-New Pajero: The Legend is Returning.” That’s because the 2026 Pajero is not a modernisation of the previous, third/fourth-generation, NM-NX-series 4WD from 2000 to 2021 that the badge and promotion clearly imply. Instead, it is a successor to the smaller, cheaper and less-sophisticated Pajero Sport (now defunct), which was derived from generations of previous Triton utes. That started off as the Challenger initially, in the late 1990s, until the name changed in 2015. As such, expectations of the NU Pajero need to be tempered. Mitsubishi used to offer 4x4 wagon buyers real choice. Despite being smaller and less expensive, the previous Pajero was considered a strong alternative to the Toyota LandCruiser and Nissan Patrol. This was so even as the latter two grew into the Upper Large SUV category four-wheel drive (4WD) as they changed. Meanwhile, it was the simpler Challenger and Pajero Sport’s job to chase the Prado, as well as the 2000s-era Nissan Pathfinder, Everest, MU-X and the Holden Colorado 7/Trailblazer. It’s true that, although based off the current Triton, the NU Pajero is considerably bigger than the Pajero Sport was, and larger even than the old Pajero. But people expecting an alternative to the full-sized LandCruiser 300-Series and Y63 Patrol giants, which are bigger again, will find the Mitsubishi is not in the same official size category. That point alone should have had the company thinking twice about using the Pajero nameplate. The previous Pajero was a revolution when the NM series debuted at the 1999 Tokyo Motor Show. That’s because it was designed and engineered to be at the forefront of large off-road-capable SUV technologies, and did it with such aplomb that it cemented the Mitsubishi’s reputation along the way. Among many progressive features was an advanced monocoque body with an integrated ladder-frame chassis, eschewing the old-fashioned body-on-frame construction for a lighter, more-rigid and roomier solution. The upshot provided the old Pajero with far more car-like on-road dynamics, control and safety than the previous (1981 original and 1991 second-gen) iterations, while still being able to deliver exceptional off-road capability and robustness. This happened years before Land Rover, then under BMW ownership, managed something similar in the full-sized 4WD wagon space with the L322 Range Rover of 2002. Mitsubishi got there first, and it was a revelation LandCruiser and Patrol has never matched. Cash-strapped Mitsubishi reportedly didn’t have the funds to develop another monocoque, truly full-sized Pajero, so upsized and improved the body-on-frame Triton ute and its Pajero Sport SUV offshoot to fill that role. It makes economic sense, because the competition has long done something similar, but it is still a retrograde step from the old Pajero. Already comfortably better than the previous Pajero Sport, whether the NU Pajero will have the same elevated bandwidth of dynamic capabilities when we drive it in Australia remains to be seen. The final old Pajero used a 147kW/441Nm 3.2-litre four-cylinder turbo-diesel engine dubbed DiD, giving it sufficient low-down torque capabilities as well as adequate on-road performance. On paper, the NU Pajero’s 150kW/480Nm 2.4L turbo-diesel’s outputs exceed the old version. Around 62kW per tonne versus 59.5kW per tonne in the power-to-weight ratio stakes. But how will that translate in actual Australian conditions, especially against the V6 turbo-diesel alternatives as found in the latest LandCruiser and Patrol? And that's not even taking in the electrified big 4x4s from China like the Denza B8 PHEV. With diesel prices still spiking this year, the electrification of the NU Pajero cannot come soon enough. Especially as the New Vehicle Efficiency Standard (NVES) that limits carbon dioxide tailpipe emissions becomes stricter over time. Like we said, the 2026 Pajero falls into line with its popular rivals in being an affordable entry point into 4x4 wagon motoring without having to pay LandCruiser and Patrol prices in order to do so. In all likelihood, a ground-up monocoque-bodied Pajero replacement would have cost a lot more to buy, so Mitsubishi’s decision ultimately does make sense.

BYD Australia has confirmed pricing for the next of its models in line for an Australian launch, its M9 people-mover. The 2026 BYD M9 will start from $61,990, before on-road costs, in Australia for the eight-seat M9 Dynamic, though the first grade to arrive will be the flagship seven-seat M9 Premium priced at $72,990. BYD’s first people mover, the M9, joins a market category dominated by the Kia Carnival, though the Hyundai Staria and Ford Tourneo take up distant second and third places. Other new arrivals to the people-mover category are more expensive, like the BYD-related Denza D9 or the Zeekr 009. On its 3045mm wheelbase, the M9 is 5145mm long, 1970mm wide and 1805mm high and its three-row layout provides "generous accommodation" according to the brand. Its plug-in hybrid (PHEV) drivetrain draws power from a 36.60kWh BYD LFP (Lithium Iron Phosphate) 'Blade' battery, the Dynamic with a 20.39kWh equivalent and features a 1.5-litre turbo-petrol engine to charge the battery and help provide drive. The Premium, the only grade available from launch, boasts 145km of EV range and up to 850km of combined range (under WLTP testing) according to BYD, with AC and DC charging, as well as Vehicle-to-Load (V2L) all supported. Its drivetrain consists of a front-mounted electric motor that provides 200kW and 315Nm, though with the engine’s help total outputs are 218kW and 315Nm. With enough battery charge, the fuel consumption claim for the M9 is 0.4L/100km, but with a low battery that jumps to 7.3L/100km - still a reasonable figure. While features for the entry Dynamic grade are yet to be confirmed, the Premium comes with a long list of luxe features including: A 12.3-inch digital instrument driver display A 15.6-inch multimedia touchscreen Wireless Apple CarPlay and Android Auto Over-the-air updates (OTA)  12-speaker sound system Four-zone voice control Leather upholstery  Heated and ventilated front seats with massage function  Heated and ventilated second-row captain's chairs with massage function An integrated refrigerator and hotbox Augmented reality (AR) projection Power sunroof Acoustic front glass Privacy rear glass Interior ambient lighting LED headlights LED tail-lights 50W wireless phone charger The BYD M9 also features nine airbags and a suite of crash-avoidance safety kit including a surround-view camera system and eight ultrasonic sensors to aid in advanced driver assist (ADAS) functions. BYD Australia Chief Operating Officer Stephen Collins said the M9 is part of the brand’s “commitment to this market”. “The M9 marks the seventh all-new model BYD has introduced within 12 months, and all of them in new segments.  “We also added two significant new Shark 6 variants, the Shark 6 Cab Chassis and Shark 6 Premium pick-up, in response to customer needs. “The acceptance of BYD vehicles is reflected in our continued strong sales, with year-to-date deliveries more than double ahead of last year, which itself was a record year.”

Mitsubishi means business with its new Pajero 4WD priced to thrill. Buyers will be able to choose from three grades when the Pajero arrives in Australian showrooms this December. Buyers have already been lining up to get their hands on the new rough-and-tumble machine, with Mitsubishi recording more than 3000 pre-orders from before the reveal yesterday. It’s a head-turner with butch, boxy and rugged looks and a plush interior to pamper. Prices kick off at $68,490 (before on-road costs) for the entry-level GLS with five seats, or $69,990 with seven seats. The mid-tier Exceed jumps up to $79,990 and the range-topping GSR starts at $84,990. Both variants are only available with seven seats. All come in substantially cheaper than the equivalent Toyota Prado, but just a little bit more than the Ford Everest powered by the V6 diesel. Mitsubishi’s deal is sweetened with a conditional 10-year/200,000km warranty, which requires owners to complete every logbook service at a Mitsubishi dealer or it reverts to a five year/100,000km guarantee. Mitsubishi offers up to 10 years of capped-price servicing with scheduled workshop visits required every 15,000km or 12 months. The new Pajero shares its underpinnings with the current Triton ute, which means it uses a rugged ladder-frame chassis that is found underneath serious off-roaders. This is a break from recent tradition with the past few Pajero generations using a car-like monocoque chassis.  Mitsubishi has done some serious work to the Pajero to make it more refined and composed compared to the more workman-like Triton. The chassis is stiffer with greater use of high-quality steel, which increases its stability during cornering but also improves its durability and reliability to better handle the rough stuff. The rear suspension from the Triton has been replaced with a sophisticated five-link set-up to make it more composed on the road. The engine is a 2.4-litre diesel four-cylinder with a single variable geometry turbocharger, which is an evolution of the bi-turbo unit found in the Triton. Mitsubishi has been able to squeeze a little more torque to boost outputs to 150kW and 480Nm. Mitsubishi has ditched the six-speed automatic transmission and installed a new eight-speed unit, which will smooth out the drive experience and lower fuel consumption. It also uses AdBlue to help lower emissions and improve efficiency. The Pajero can play with the big boys with it rated to tow up to 3500kg. It comes with Trailer Load Assist that enhances stability while towing by detecting if the trailer is swaying and can adjust power and braking to each wheel to get the rig back under control. Owners can load up to 300kg of static load, or 100kg dynamic, on the roof, which further boosts its adventure credentials. It is ready to rumble off-road thanks to the company’s Super Select 4WD-II tech. It delivers part-time four-wheel drive for on-road driving, full-time four-wheel drive for all conditions and a rear differential lock and a low range transfer case for heading off the beaten track. There are seven selectable drive modes including Normal, Eco, Gravel, Snow, Mud, Sand and Rock. Rally-bred tech such as Active Yaw Control (AYC) is standard. AYC helps manage the torque delivery to left and right wheels to increase stability when cornering. It is paired with active stability and traction control and anti-lock brakes to help the Pajero manage slippery surfaces. Mitsubishi has put a lot of thought into the third row, with it designed for adults. The third row is able to slide up to 150mm and has a tumble mechanism for easy access to the last pew. Mitsubishi has thought about people actually using the last row, with what it claims is plenty of headroom and room for feet under the seats in front. With the third row folded down the boot can hold 519 litres, which is well below that found in the Prado and Everest This is the most modern-looking Mitsubishi interior by far. Dual 14.3-inch screens - one for the multimedia and the other for the driver’s instruments - dominate the dash. The central screen also houses what the brand calls a Multi Meter, which is a modern, digital version of the old triple meters from previous generations. The new digital readouts will show altitude, compass heading, ambient temperature, vehicle pitch and roll angles and left and right torque distribution. GLS grade come with: 18-inch dark grey alloy wheels Waterproof black fabric seat trim Manual driver and front passenger seat adjustment (slide, recline, height) Electric seat lumbar support adjustment (driver and front passenger) Dual 12.3-inch displays Six-speaker stereo Wireless Apple CarPlay and Android Auto Steering wheel heater and paddle shifters Tyre pressure monitoring system Auto-dimming rear-view mirror Dusk-sensing headlamps and rain-sensing wipers Keyless entry and start Electric tailgate Privacy glass Front dual-zone automatic air conditioning Rear automatic air conditioning system 12.3-inch full digital meter cluster Phone wireless charger Two USB-C ports in every row  Exceed grade adds: 20-inch alloy wheels Black leather seat trim Electric adjustment for driver and front passenger seats Front and rear seat heating function Dual 14.3-inch screens 12-speaker Yamaha stereo Refrigerated console box GSR grade adds: 20-inch black alloy wheels Two-tone camel and black leather seat trim Front-seat ventilation function Front-seat adjustment memory function Steering wheel and door mirrors adjustment memory function Panoramic front sun visors with LED lamps Black headlining Illuminated front scuff plates Front grille LED light Front and rear light animation pattern Front and rear dark bumpers Dark grey side steps Black door mirrors Black wheel-arch mouldings Black panoramic roof with sunroof Adaptive Driving Beam system Digital rear-view mirror Air conditioner with nanoe X air purifier

Skoda has indicated two key SUV electric vehicles (EVs) slated for Australia may have their release dates pushed back. With booming demand for EVs in Europe against a backdrop of war in the Middle East and subsequent spiking oil prices, buyers in Australia may have to wait until the end of next year before they can get behind the wheel of the Epiq small SUV. Likewise, the recently announced Skoda Peaq seven-seater large SUV EV, a companion model to the popular Kodiaq and the stated flagship – or peak – of the Czechian brand’s extensive range, might still be up to two years away from a local launch. According to Skoda Australia Brand Director, Lucie Kuhn, there are a number of factors at play putting pressure on the availability of these two important electric models. “Here in Australia, we are trying to fight to get the launch of global models, the Epiq and Peaq,” she said. “We are awaiting final confirmation.” With sales of EVs expected to eclipse internal combustion engine models for Skoda in Australia, the importance of the Epiq in particular cannot be overstated. Closely related to the just-released VW ID. Polo light car supermini and ID. Cross electric crossover version that are already creating a buzz with strong pre-orders in Europe, it is a key player in the Volkswagen Group’s retaliation against the wave of cheap EVs from China. More specifically, the Epiq uses a modified version of the MEB electrical architecture known as MEB+ designed to slash engineering and production costs. Developed by Seat in Spain (where all models including a Cupra Raval version will be built), it switches from a rear-motor/rear-wheel-drive (RWD) configuration to a front-motor/front-drive layout. Along with a simpler torsion beam rear suspension set-up and the choice of two modestly sized battery packs of 39kWh (for 310km of WLTP range) and 55kWh (for about 440km WLTP) sizes, the goal here is to save money. Speaking of which, while pricing and specification details have yet to confirmed for our market, the entry-level version is expected to kick off from somewhere in the mid-$30,000 region. This would take the fight up to the BYD Atto 2, GWM Ora 5, Jaecoo J5, Leapmotor B10 and Chery E5. Crucially, at the time of publishing, neither VW has been confirmed for Australia as yet. The Peaq, meanwhile, employs a stretched version of the Enyaq’s MEB architecture, and will offer 60 RWD, 90 RWD and 90X all-wheel drive powertrains. Globally unveiled in late June, Skoda has yet to reveal many details about this model, but it is anticipated that the main target will be the successful Tesla Model Y L, which currently retails from around $75,000 and $90,000 before on-road costs in Australia. If the brand can achieve similar pricing to the latter, it would undercut a host of electric alternatives, including the Kia EV9, Volvo EX90, Hyundai Ioniq 9 and Mercedes-Benz EQS. Both models represent strong opportunities for conquest sales for the company. “We are hard at work now, working on Epiq and Peaq,” according to Skoda Australia Head of Product and Marketing, Kieran Merrigan. “The feedback is really awesome, and we can't wait to see the work on them and bring them to market – 2027 for the Epiq, and then late 2027 or 2028 for the Peaq.”

It has never been a better time to buy an SUV with seven-seats, with a range of options across all price ranges. But if you're looking for a seven-seater, but don’t want to spend any more than about $45K? We’ve got you covered. Here are the five most affordable seven-seater SUVs on sale in Australia. The MG QS is last on our list for affordability but first on our list for practicality thanks to its giant five-metre length, which offers more third-row room than the others here. The QS is a proper larger SUV, while the others here are on the smaller side of large. The price of $46,990 is a drive-away offer too, so the value is still outstanding.  We have tested the MG QS and liked the roominess, the hefty list of standard features and the 10-year warranty.   Things we didn't like include the fairly small petrol engine, which has to work hard to carry this big car around. We also felt the cabin stying looks great, but some of the materials felt a bit cheap.  The Mitsubishi Outlander has been around for decades and has been a stalwart in driveways of Aussie families. A low list price of $42,540 for this entry grade is also good to see.  We tested the Outlander and liked its value for money and good looks, but found the third row to be cramped and the CVT transmission to offer lacklustre performance.  The Nissan X-Trail is not only one of the original mid-sized SUVs that’s been around for more than 25 years but for a long time it was one of just a few that offered seven seats. The new X-Trail is one of the best SUVs here and it's wonderful to see it priced so affordable at a list price of $41,305. Of course we have tested it and liked the ride comfort and good handling, but we noted that the spare wheel is under the third row seats and little things like the sound system quality weren’t as good as some rivals. Chery has returned to Australia with an array of excellent vehicles and the Tiggo 8 is no exception. At just over 4.7m long the Tiggo 8 is classed as a large SUV, although that’s still not huge. We’ve tested it and liked the quality of the interior, the amount of features for this $41,990 drive-away price and the good ride.  We prefer the super hybrid version of this SUV, which offers better fuel economy although the price tag is more than this petrol version. Indian car maker Mahindra makes a pretty compelling proposition here with the XUV 700, which is our cheapest seven-seater SUV at $36,990 drive-away for the AX7 entry grade. The AX7 is considered a mid-sized SUV at just under 4.7m long. We’ve tested it and liked the punchy 2.0-litre turbo-petrol four-cylinder engine, the mountain of standard features for the price, but felt the interior quality could be better and the ride and handling wasn’t exactly great.

Proving the current popularity of plug-in hybrids (PHEV), one of Chery Group’s many brands, Omoda Jaecoo, is giving buyers another option. Following the launch of the petrol-powered J8 large SUV a year ago, Jaecoo has added the J8 SHS (Super Hybrid System). It’s a plug-in hybrid and, unlike the petrol J8, this one has seven seats. Jaecoo says it’s more of an occasional seven-seater, rather than a dedicated three-row family hauler. More on that later. It’s available in one highly specified Summit grade from $59,990, before on-road costs (BOC), which is the same price as the mechanically identical Chery Tiggo 9 Ultimate Super Hybrid. The Summit is a $5000 bump over the priciest petrol J8, but it is compelling when lined up against other three-row large PHEV SUVs like the BYD Sealion 8 ($56,990-$70,990 BOC), Kia Sorento ($71,175-$86,115 BOC) and Mazda CX-80 ($55,700-$93,419 BOC). Jaecoo has loaded the J8 Summit with standard gear including heated and ventilated front seats with a massage function, head-up display, 14-speaker Sony sound system (two speakers are housed in the driver’s headrest), a 50-watt wireless charger, wireless Apple CarPlay and Android Auto via one of the two 12.3-inch displays, a panoramic sunroof with a sun shade, acoustic glass and luxuries like quilted leather seats, ambient lighting and a built-in fragrance system. Design wise, the Jaecoo J8 is not an unattractive car, it just lacks anything that helps it stand out or identify it as a Jaecoo. The brand is still finding its feet when it comes to design. Inside, the speakers, door-mounted seat controls, air vents, dash panels and even the quilting on the leather seats look to have been borrowed from Mercedes-Benz. It’s not an unpleasant space, it’s comfortable and looks good, but there are issues. The integrated dash element that flows into the door is misaligned. Not a great look. I couldn’t find my perfect driving position because the driver’s seat doesn’t lower far enough. The centre console is too wide and sits too high, meaning you feel a bit hemmed in. But the lovely looking steering wheel feels nice in hand and has clearly identifiable controls. Storage wise you get a huge central bin with a cooling function, under-console space, big door bins for bottles and more. It has dual 12.3-inch screens - exactly the same size as Hyundai/Kia’s setup - and the driver display is clear and well calibrated. The central display is not intuitive and you have to dig through menus or swipe down for high-use functions. Beyond the dial on the console, the drive mode set-up is confusing and takes some time to navigate, while my co-driver and I could not find the regen braking settings, despite deep dives into the menus. The system’s processing speed is excellent, so it responds quickly to inputs and the graphics are good. I don’t need an automated voice shouting when changing drive modes, however. The second row is well appointed, with air-con vents at knee and chest level, some climate controls, big door bins, central armrest and cupholders, USB ports and more. You also get sun shades for second-row windows and the panoramic sunroof has a solid blind. There’s no transmission tunnel so the middle seat is useful. The second-row seat base slides and the backrest reclines slightly which is a neat feature. However, the Jaecoo has a big flaw that impacts its status as a seven seater. The 60/40 split-fold second row is configured for left-hand drive markets - the J8 is built in China - so the single-seat entry point offering the best third-row entry is on the driver’s side of the car, which, in Australia, is the road side. This should have been changed to the kerb side so it’s safer for parents to get their kids in and out of that third row. You can climb over the seats on the kerb side, but it’s cumbersome. The J8’s Chery Tiggo 9 PHEV twin has the same issue. Boot size is a J8 strong point, swallowing 200 litres with all three rows in place, expanding to 738L with the third row folded. There are hooks, lights and power outlets in there, too. But there’s another packaging issue. There’s no spare wheel and because the PHEV mechanicals take up so much space, there’s no under-floor storage. So the tyre repair kit and charge cable sit in the boot with other luggage. Powering the J8 is a plug-in hybrid powertrain consisting of a 105kW/215Nm 1.5-litre turbocharged petrol engine combined with three electric motors - two at the front and one at the rear. The total system power and torque is hefty 315kW/580Nm, the same as the Tiggo 9. This set-up allows for all-wheel drive traction and it uses a three-ratio dedicated hybrid transmission. Maximum braked towing capacity for the PHEV is 1600kg, but, oddly, the petrol J8 is not rated for towing. Jaecoo has not tested for WLTP EV driving range so could only provide the NEDC figure which is more lenient. It is a healthy 169km, with 1000km possible factoring in the petrol engine’s 70-litre fuel tank. The 34kWh battery can be charged up to 70kW on a DC fast charger. Energy consumption is 19.3kWh/100km and Jaecoo says the official combined cycle fuel use figure is 1.2 litres. As with any PHEV, take that figure with a big grain of salt as it requires the battery to always be charged. The 6.6kW Type 2 charge port is on the rear passenger side of the car and charging from 10 to 100 per cent takes five-and-a-half hours. That powertrain is one of the Jaecoo’s most impressive features. It is technologically advanced, powerful, offers a useful driving range and is mostly smooth. However, on the road the J8 is a mixed bag. It is very quick off the mark, hitting 100km/h in just 5.8 seconds. So straight-line performance is solid. But when accelerating out of a tight corner or a roundabout there’s some hesitation from the powertrain. The J8 SHS has adaptive dampers as standard, which is usually a good thing, but combined with the size and heft of the car, it makes for a wallowy, floaty ride. Go over a speed bump and the front end will feel like it’s bouncing up and down. At urban speeds on completely flat roads, the Jaecoo is composed and lovely to drive. But at higher speeds on a highway or motorway with bends, that boat-like floatiness reappears. Of the three drive modes - Normal, Mid and Sport - the latter is best at keeping the big SUV more tied down, but it never loses the wallowy feeling entirely. It’s not a fan of corners, leaning heavily even on pretty average bends. This is one top-heavy vehicle, and you feel it in the cabin, moving around as it leans. On the flipside, it handles potholes and road imperfections well, mostly soaking up some sizeable holes. It rides on Michelin tyres hugging the 20-inch alloy wheels. Steering lacks any real engagement or connection to the road but it has a bit more feel in Sport mode. Chery Group Australia would benefit from a local ride, handling and steering tune similar to GWM and Kia’s programs. The Jaecoo standard safety list is impressive, and the advanced driver assist systems (ADAS) are not as intrusive as some rivals. The lane keeping aid can get a bit excited but you can adjust the level of some ADAS features via settings. There’s no ANCAP crash rating for the Jaecoo as yet. A big tick for the Jaecoo is its warranty and servicing offer. It comes with an eight-year/unlimited kilometre warranty, eight-year battery warranty, eight years of roadside assistance and eight years of capped-price servicing. The schedule is every 12 months of 15,000km, whichever occurs first. Service pricing ranges from about $300 to $670, depending on the year, but it will cost a total of $3881 all up. That’s pretty competitive pricing when lined up against the BYD Sealion 8 and Mazda CX-80.

In many ways, the Tiggo 9 Elite Super Hybrid is a massive deal. Priced from just $52,990 (before on-road costs), it seems like red-hot value, saving $7000 over the Ultimate flagship released last year. The Chery is also $4000 cheaper than the next cheapest plug-in hybrid (PHEV) seven-seater large SUV, the BYD Sealion 8 also from China, $14,000 below Korea’s Kia Sorento and almost $23K shy of Japan’s Mazda CX-80 full-sized alternatives. Equipment levels are also a knockout, with luxuries like powered and heated front seats offering driver's side massaging, 360-degree camera views, a panoramic sunroof, powered tailgate and 19-inch wheels. Plus, all of the essential advanced driver-assist systems (ADAS) are present. Just note there is no airbag coverage for third-row occupants, nor any ANCAP crash-test rating. Pity. But there is decent ownership protection with a seven-year/unlimited kilometre warranty, as well as capped-price servicing covering that period. The Tiggo 9’s interior is equally generous. Large, spacious and pleasantly presented, the Chery offers sumptuous front seats, a fine driving position, heaps of storage, ample ventilation and impressive build quality. Little details add a lot, like Mercedes-mimicking door-mounted powered seat switches, a chilled/heated console box, a cooled phone-charger cradle, buttonless start/stop, and proximity key. All thoughtful inclusions. Chery has also tried to make the big 15.6-inch touchscreen less annoying, with clear markings, configurable onscreen short cuts and a slick operation. But no buttons mean the usual limitations stand. Menu searching is distracting and potentially dangerous. Often a second prod is required. The ‘Hello Chery’ interface is risibly useless. The climate control set-up is bafflingly fiddly. And there is no direct audio volume access. The 9’s joyously light-filled second row seems great initially, with a 60/40 bench that slides and reclines, ample space and more unexpected luxuries like separate climate controls and four air vents. But low seat cushions force an awkward knees-up posture for longer-legged passengers. And sliding both halves of the bench is tiringly heavy. Which leads to the Tiggo 9’s biggest red flag. Chery hasn’t bothered engineering the middle seats for right-hand drive (RHD) markets, meaning the only viable third-row access is via the road side. In the traffic. That’s where the smaller seat tips forward to allow easiest entry and egress. This could be dangerous as children are forced to clamber out onto the trafficked road side. What of third-row access via the left door? When folded, the bulkier backrest is too high for most people to traverse. And dragging the base forward to create a slim gap to squeeze past is a hefty workout. Once in the third row, there’s reasonable comfort for two adults if the middle-row seat is slid forward, aided by reclinable backrests, cupholders, ventilation, storage and lighting. Note, however, there are no provisions for child seats. Nor can the left passenger exit without assistance since only the right seat ahead has a release lever, again forcing people to alight into the traffic. Fail. Further back, as with most seven-seater SUVs, there isn’t much cargo capacity with all seats up (143 litres), rising to a very handy 819L and 2021L in five- and two-seater modes respectively. Frustratingly, the Chery also lacks a spare wheel, while a tyre repair kit is Velcroed to the carpet. There’s no storage for the luggage blind when the third row is occupied and nowhere for the charging cable either. Speaking of which, a 105kW/215Nm 1.5-litre four-cylinder turbo-petrol engine, mated to two front electric motors, delivers 225kW of power and 450Nm of torque to the front wheels. Down from the AWD’s 34kWh item, the Elite’s 19kWh battery allows for 90km of EV-only range, or 1250km all-up, though these use the less-accurate NEDC and not WLTP testing. Does the Tiggo 9 redeem itself on the road? Drive it sedately and most things are done impressively well. Slick, light, easy and comfortable, it’s actually quite sweet around town. In EV mode, acceleration is willing and smooth, with instantaneous response and strong all-round performance. In the hybrid setting, the transition to the internal combustion engine is not as seamless as hoped, with a slight delay and a faint hiccup under heavier throttle, but there’s still enough muscle for fast and spirited driving on the go. Beware that wet roads can result in scrappy wheel spin and front axle tramp. While artificial in feel, the steering is effortless and quick-witted, providing useful manoeuvrability around town. Ride comfort, too, is exceptional, due to cushy suspension that soaks up bumps with ease. But beyond 80km/h, the steering feels too sensitive, making it difficult to modulate smoothly as constant corrections are required to keep it straight. That the ADAS lane-keep tech randomly nudges the Chery into line doesn’t help, joined in by endless driver-fatigue warnings. Urrgh. This is heightened by the soft suspension that promotes excessive body movement and pitch, requiring further steering inputs and more over-correction… it’s an endless, fidgety drag that promotes motion sickness and driver fatigue. This isn’t good enough. Chery would benefit from proper Australian road tuning. On a more positive note, we managed about 50km of EV-only driving between petrol engine intervention, as well as 5.7 litres per 100km against the outrageous 1.5L/100km claim. That translates to a combined range figure of nearly 1230km, which is very close to the 1250km NEDC rating. Impressive.

Thanks to regulatory filings in China, we have what might be our first look at an updated version of BYD’s Sealion 8 three-row hybrid SUV. Known as the Tang and Tang L in China, the new version of the car filed with the Chinese Ministry of Industry and Information Technology adopts similar styling to BYD’s flagship Great Tang SUV, which debuted earlier this year. This means a refreshed light profile in the front with a single light bar panel, a smoother profile across the body, tweaked rear light bar designs, more subtle logo work and an overall more premium feel. It also scores either 20- or 21-inch alloy wheels in fresh designs, and replaces the electronic pop-out doorhandles, now banned in China, with flush-set handles. For now, the new version of the car has only been filed in fully electric form equipped with a 300kW single electric motor, while the Sealion 8 version we get in Australia is only a plug-in hybrid. At over five meters long, the Tang has grown slightly over the outgoing model. Its interior is yet to be revealed, but is likely to include at least some of the cabin styling and features from the Great Tang flagship luxury SUV. It features a new steering wheel design, passenger-side entertainment screen, plaid leather seat trim, with an evolution of the geometric dash features which the Sealion 8 originally brought to the Australian market. It is likely it could be some time before such upgrades make it to our market, as BYD’s model strategy continues to diverge between its Chinese domestic line-up and its export market models. For example, Australia won’t receive the major updates to the BYD Atto 3 seen in the Chinese market. Instead, we’ll be getting the ‘Evo’ facelifted version, which has already debuted in Europe. Meanwhile the existing Sealion 8 has had a fairly robust year in Australia, having moved nearly five and a half thousand units in the first half of the year.  This number was significantly boosted by a ship arrival, which accounted for 1961 units in June alone, but even without this boost the Sealion 8 has racked up more registrations than popular rivals like the Hyundai Santa Fe (3089 units), Kia Sorento (2752 units) and the ageing Toyota Kluger (2475 units) so far in 2026. In its current form in Australia, the BYD Sealion 8 is priced from $56,990 before on-roads for the entry level front-wheel drive Dynamic, to $70,990 before on-roads for the AWD Premium. It produces either 205kW/315 in base FWD form, or 359kW/679Nm in AWD form as combined figures generated from its 1.5-litre turbocharged four-cylinder engine and either single or dual electric motor set-ups. BYD has shot to second position in the Australian new-car sales charts in the first half of the year, off the back of a massive model range expansion as well as dedicated ship deliveries to our market. It is already 10,000 units ahead of the previously second-placed Ford, having jumped 124.1 per cent year-on-year. It is second only to Toyota, although it appears to be closing the gap with Toyota down 21.4 per cent thanks to delays in the arrival of the new RAV4. Expect to learn more about the BYD Sealion 8 shortly as the official Chinese reveal nears.