Family Cars

GWM has unveiled its upgraded Haval H6 GT plug-in hybrid mid-size SUV in Australia.It will start from $52,990 (drive-away), which is $1000 less than the outgoing H6 GT, and $2000 more than the most expensive regular H6.The H6 is a rival for several other Chinese PHEV alternatives, such as the MG HS and the Chery Tiggo 7, but the GT’s sportier posturing sees it line up closely to the BYD Sealion 6.Another of the car’s rivals is the Jaecoo 7, which is Chery’s premium sub-brand, and also comes as a plug-in hybrid.It will also be a new competitor for the incoming Toyota RAV4 PHEV due to arrive in showrooms later in the year.It comes in cheaper than the base all-wheel-drive variant of the Sealion 6 after adding on-road costs, while the front-wheel-drive J7 is priced from $43,990 (drive-away).The AWD H6 GT continues to be powered by a 1.5-litre turbo-petrol and electric motor set-up, producing 321kW and 642Nm. This represents a boost in power compared to standard H6 PHEV models, but it is pumping out less torque in contrast.The new set-up means the car can shift from 0-100km/h in 4.6 seconds, which is 0.3 seconds faster than the outgoing model.It has a 35kWh battery, offering an electric-only driving range of 183km, according to more generous NEDC standards. Total driving range sits at nearly 1200km, with fuel consumption of 0.6L/100km, both those numbers have also been calculated using NEDC.Upgrades continue inside, with the 14.6-inch central touchscreen utilising a new snappier operating system. There is also now a wireless phone charger, with the car now featuring the same re-designed interior from the recently-upgraded H6.The H6 has proven to be a popular choice in the mid-size SUV segment, with its petrol and hybrid options outselling the likes of the Chery Tiggo 7 and PHEV-exclusive BYD Sealion 6.

Nissan is still on the road to financial recovery and it’s looking for ways to strategically beef up its model line-up, especially as emission regulations crunch, without adding more complexity and cost.The Japanese carmaker already has a long-standing relationship with Dongfeng to produce Nissan models for the Chinese market.Highlight models include the Frontier Pro plug-in hybrid ute, N7 large battery electric (EV) sedan, N6 plug-in hybrid (PHEV) sedan, as well as the recently launched NX8 EV and range-extender (REEV) SUV among others.As a result, Nissan is looking to export these Chinese-produced vehicles to a number of markets and Australia could very soon be on the menu. For our market the Frontier Pro and N7 have been earmarked, followed by the NX8.Nothing is confirmed, but we got the chance to drive the Chinese-specification Nissan N6, N7 and NX8 on a closed test track in Japan.First let’s discuss the NX8, which is the newest of the bunch. While it’s offered with EV and REEV (Range Extender Electric Vehicle) powertrains in China, we were only able to sample the former.It’s powered by a single, rear-mounted electric motor that produces 250kW and 310Nm that’s fed by an 81kWh lithium iron phosphate (LFP) battery. It’s worth noting a smaller 73kWh battery pack is also offered.Claimed range in the model tested is up to 630km, according to lenient CLTC testing. The battery operates on an 800V electrical architecture, allowing a 10 to 80 per cent charge in only 12 minutes.While the NX8 is around the same size as the Pathfinder, which has been axed locally, it only offers five seats. This means there’s plenty of space inside including a sizable boot.A main focus of this large SUV is tech. There is a 10.25-inch digital instrument cluster that is complimented by a dual 15.6-inch touchscreens – one in the centre and another for the front passenger.There’s also plenty of flashy bling on the outside, highlighted mainly by the bold lighting signatures that are dynamic and can change. It’s a cool touch but I doubt this would be offered in Australia.While it was hard to get a proper read on the NX8’s driving dynamics on our one-lap test drive, it’s clear this car is aimed at China. It has an isolated cabin feel with soft suspension and light steering.However, Nissan claims this car is focused on offering dynamics and with 250kW/310Nm it has enough punch to get along at a decent pace.Next up is the N7, which was the first model to be based on the so-called 'Tianyan' architecture. Compared to the NX8, however, the N7 is powered by a single, front-mounted electric motor that produces 200kW and 305Nm.This is fed by a 73kWh LFP battery that allows for a claimed range of 625km, according to lenient CLTC testing. A smaller 58kWh LFP battery and less-powerful motor combination is also offered in China.Like the NX8, the N7 has a clean design with flashy tech inside and out. It’s clearly identifiable as Chinese due to the ultra-minimal look and lack of physical switchgear.Driving this electric sedan it similarly feels isolated inside the cabin and even on middle undulations requires a number of body movements to settle. If the N7 does come to Australia it will likely require some form of suspension re-tune to handle our rougher roads.Lastly there’s the N6 PHEV sedan which is arguably the ugly duckling of the trio. It’s the most affordable model of the trio in China. Its starting price is ¥94,900 (~A$19,400) – and it looks like it from the outside.While the N7 and NX8 have at least some form of edge and presence in terms of design, the N6’s silhouette is rather plain with no defined character. One element that adds to this is the small wheels not filling the wheel arches properly. It cheapens the look.From a driving perspective, the N6’s focus is efficiency. It features a PHEV powertrain marrying together a 1.5-litre four-cylinder petrol engine with an electric motor that’s fed by a 21.1kWh LFP battery.Nissan claims this allows for up to 180km of electric range and once you run out of charge you’ll achieve 2.79L/100km, both according to lenient CLTC. We’ll have to wait and see whether these figures are accurate in the real world.The majority of driving in the N6 is done by the electric motor, however from around 50-60km/h in hybrid mode, the petrol engine turns on the assist. While you can’t feel it turn on, its presence can be heard in the cabin.Like the N7 and NX8, the driving experience in the N6 is floaty and distinctly Chinese-feeling. It’s made worse as the skinny Linglong tyres screech easily in the bends.While Nissan hasn’t officially confirmed any of these Chinese-made models for Australia just yet, they can’t come soon enough.The Japanese carmaker currently only offers one EV in Australia, the Ariya mid-size SUV. It has indefinitely delayed the introduction of the new-generation Leaf small electric SUV and there are no plans to launch the new, European-focused Juke EV.This leaves Nissan stuck between a rock and a hard place as the brand is already facing fines of over $10 million thanks to the Australian government’s New Vehicle Efficiency Standard (NVES), which penalises carmakers for selling vehicles producing emissions in excess of CO2 targets which become stricter every year.Hopefully Nissan can make a decision on whether to introduce at least some of these EV or PHEV models soon as many legacy carmakers are ramping up their EV and PHEV offerings Down Under to reduce their fleet CO2 emissions.If these Chinese-made Nissans do launch locally, pricing will be a key factor as many Chinese brands are highly competitive in this space.For now, however, watch this space.

The demise of the Ford F-150 Lightning, the electric version of America’s favourite pick-up truck, is a painful lesson not just for the Blue Oval, but the entire automotive industry.When it was first announced the Lightning made a lot of sense. Ford knew it wasn’t going to convince F-150 buyers to swap into a compact electric SUV, so the company would just make their truck electric.Except, as Ford would find out the hard way, the American market wasn’t ready to shift to electric vehicles (EVs) in the majority, and certainly not the pick-up truck buyers.So the news that the Ford F-150 Lightning would be disappearing from both US and Australian roads was not really a surprise. But it’s the latest demonstration that multiple carmakers may have fallen into the same trap and could pay a similar price to Ford.What is that trap? That would be to build large electric vehicles.“The American consumer is speaking clearly and they want the benefits of electrification like instant torque and mobile power," explained Andrew Frick, President of Ford model e, the brand’s  electric division, about the decision to drop the Lightning.“But they also demand affordability… rather than spending billions more on large EVs that now have no path to profitability, we are allocating that money into higher-returning areas.”It seemed like the right idea only a few short years ago as EVs became more accepted as a concept, but sales were still relatively small due to a lack of choice.Go back five years and most of the EVs on sale were either small cars or SUVs, like the Tesla Model 3 and Model Y, with the rest of the market segments largely ignored. It was a logical move, as a smaller car is more efficient (on average) than a larger one.The problem is that left so much of the new-car market without an EV choice. What would someone looking for an electric ute or electric family-sized SUV do? So, being driven by the need to fit consumer tastes, carmakers tried to cater to them.And thus we had the likes of the F-150 Lightning, Mercedes-Benz EQE SUV, Audi e-tron, Kia EV9 and, more recently, the Hyundai Ioniq 9 all arrive to cater to the audience that wants a ‘big EV’.The problem is, and where this became a trap, is that building a larger EV means a larger asking price, and there simply aren't enough people willing to pay big bucks for an EV. At least not now, especially as the current fuel price drives more demand in EVs.The people have voted with their wallets and it's easy to see where the core EV buyers are spending their money. BYD has already sold 1481 Atto 2s in the first three months of 2026, with another 1082 Atto 1s. The mid-sized BYD Sealion 7 has managed 4468 sales, the Zeekr 7X a healthy 1725 and the Geely EX5 1437.Kia is perhaps the best demonstrator of this trend, the small EV3 has managed 861 sales so far this year, while the mid-sized EV5 has found 1148 buyers. But the bigger EV6 has notched just 77 sales and the huge EV9 has managed to move just 18 units in 2026.And that’s not because Australians don’t want big SUVs, the new plug-in hybrid Denza B8 has already out-sold the EV9 with 75 sales since arriving, while the aging Nissan Patrol is still going strong (1383 sales) and the Toyota LandCruiser shows no signs of slowing down (2857 sales).And this isn’t driven simply by the ongoing fuel crisis. Looking back at the 2025 data it shows the same pattern, Australian motorists looking for an EV are looking for smaller, more affordable models rather than the big ones. In 2025 Kia sold 4787 EV5s and 2597 EV3s but just 348 EV6s and only 269 EV9s.The solution, or so it seems at this point, is the plug-in hybrid (PHEV). Buyers looking for a bigger vehicle but still looking to cut their fuel bill are tending towards PHEVs and other hybrids, such as the BYD Shark 6, BYD Sealion 8 and Chery Tiggo 9.Obviously there will still be more large EVs coming our way, the most high-profile being the new electric Toyota HiLux, but all current signs indicate that this is a small percentage of the market and unlikely to change in the near future.

BYD is on a roll with unprecedented growth and a knack for innovation consumers didn’t know they wanted.But how does its least-expensive small SUV EV, the new Atto 2, stack up?Offered in two grades from $31,990 (all are before on-road costs) for the Dynamic and $35,990 for the Premium as tested here, the Kia Seltos-sized Atto 2 screams its value proposition from the rooftops, given the low pricing, high specification and family-friendly proportions.However, the BYD delivers less power at 130kW, a smaller battery at 51.3kWh and a lower battery range of up to 345km (all figures quoted are WLTP) than its immediate competition.For instance, Chery’s Jaecoo J5 EV with 150kW and 58.9kWh battery starts from where the Atto 2 leaves off at $35,990, but boasts a 402km range, while its 150kW E5 (previously Omoda) Urban cousin with a 61kWh battery and 430km range is just $1000 extra.Still, none can touch the Dynamic’s $32K starting price. And that’s no Les Mis spec either, with keyless entry/start (driver’s side only though), rear camera and parking sensors, climate control air-con, rain-sensing wipers, 10.1-inch touchscreen, wireless Apple CarPlay/Android Auto and digital radio. But cloth would be nice rather than the standard vinyl trim.There’s also a decent wedge of Advanced Driver Assist Systems (ADAS) tech, including Autonomous Emergency Braking (AEB), lane-keep assist, blind-spot monitoring, rear cross-traffic alert and adaptive cruise control.Paying $4.0K for the Premium’s 360-degree camera set-up, 12.8-inch rotating touchscreen, heated/vented front seats with powered adjustability for the driver, an audio upgrade, glass roof (thankfully with sunshade) and roof rails are nice rather than must-haves.It also scores a trusted tyre brand (Kuhmo) in lieu of mysterious Westlake items. Speaking of which, neither offer a spare wheel. That’s unacceptable in Australia.Which is a pity because it is clear BYD’s engineers created a compact SUV that is stupendously user-friendly, starting with its effortless ease of entry/egress afforded by big doors and a high roofline.After taking in the airy and attractive cabin presentation, you’ll also likely be impressed by the various and very-welcome switches on what is an invitingly clean and high-quality dash.The layout is still heavily screen-based, but at least most of the oft-used functions have hard buttons to press. They’re neatly arranged and natural to learn, meaning the Atto 2 sidesteps the alien feel of most other software-based interiors from China. And when using the electronic displays, they’re slick, responsive and logical.Indeed, most of the touchpoints look and feel good, from the big cupholders and inclined phone charger pad in the driver’s eye line, to the simple column shifter and equally delightful detailing that’s prevalent in a lot of the complementing textures deployed throughout.BYD has also looked after the big stuff, starting with a commanding driving position that helps with good all-around vision, ample (electronic) instrumentation, strong ventilation, a large glove box and all the storage you’re ever likely to ask for.Reflecting its role as a family car (or ride share staple), the lofty rear seat is equally complete in execution, with unimpeded access, stacks of space even for taller adults, a pleasantly-angled fixed backrest and sufficient (outboard) cushion support.If you’re into box ticking, this BYD’s got you covered out back, with a folding centre armrest containing cupholders, USB A and C ports, a (single) rear vent, map pockets with segmented device storage, overhead lights and grab handles. Clearly, the Atto 2’s been designed from the inside out.Further behind is a practical, sensible boot area that’s a cinch to load and unload, with the somewhat high-set floor at least hiding extra storage underneath for cables and such. Capacity is rated at 380 litres, or 1320L with the 60/40 backrests folded down.Push the start button and select Drive, and the BYD continues to stand out amongst its Chinese compatriots by being a surprisingly decent drive.Depending on which mode you’re in, performance ranges from adequate to energetic, with the front wheels chirping in 'Sport' mode if you’re in enough of a hurry. BYD says 0-100km/h takes 7.9 seconds.Power delivery is smooth, quiet and assured, as you’d expect from an EV, with our Premium’s Kuhmo rubber keeping things under control in heavy rain conditions when tested. Speaking of which, our trip computer showed we averaged around 16.3kWh/100km during our time with the BYD, which seems about average.The Atto 2’s steering is also set up to feel light for low-speed parking ease, yet precise enough when the turns become tighter, displaying notable levels of roadholding grip. Feedback from the wheel is a bit too muted for enthusiasts to get excited about, and there is some rattle from the rack through bumpy bits, but the suspension (struts up front and a torsion beam out back) does a good job isolating its occupants from the rough stuff. So far, so good.But push on harder, say through a faster corner, and over a rougher patch of bitumen, and the soft suspension starts to feel wallowy, with a disappointing heaving motion that discourages any sort of sporty driving.Meanwhile, the ADAS will keep trying to apply steering correction. The little stabs of pull become incredibly tiresome, with the steering feeling sticky and artificial, instead of smooth and fluid, on a straight road at speed as a result. A driver should not have to turn off the safety functions to avoid fighting off tiring, distracting electronic interference.Great around the suburbs, the Atto 2 thus is flawed as a highway cruiser. The solution is an Aussie road tune. A back-to-back drive in the far-more-sophisticated Kia EV3 will reveal what’s possible.That said, the BYD is 33 per cent cheaper and that will be more than enough for most EV buyers to put up with any dynamic inadequacies.

Nissan is pledging 'badass is back' with its new Xterra 4WD, with the V6-powered off-road-ready SUV pledging a return to pared-back simplicity in the segment.That's the word from the Chairman of Nissan Americas, Christian Meunier, who posted a teaser image of the new Xterra to socials with the simple caption "badass is back."Launching as a proper ladder-frame SUV that will share its ute underpinnings with the Frontier ute, the Xterra would promise to offer a real point of difference in the 4WD space, with the brand expected to roll out a choice of V6 petrol or V6 hybrid, and no four-cylinder option. That's the engine line-up in the States, at least.In Australia, the vision is a little more clouded. While not officially ruled out, the Xterra is being built in the USA, where it will also underpin the next-generation of America's ute, which means getting this game-changing 4WD in Australia might prove challenging.But hope is not lost. CarsGuide understands that, while the Xterra will feed a Frontier in the USA, the Chinese-market Frontier Pro will feed a similar 4WD SUV for Asia-Pacific markets, which suggests a version of the Xterra, or something similar, is on the cards for us.And despite the fact that a V6-powered anything is unlikely in Australia these days, power in our China-derived version won't be a problem. The vehicle it will be based on, the Frontier Pro ute, combines a 1.5-litre four-cylinder turbo-petrol engine with an electric motor to produce a total 300kW and 800Nm. It should also prove something of a bargain, given the cheapest PHEV variant of the Frontier Pro will be offered with launch pricing of just 219,900 yuan in China, or the equivalent of just over $47,000 AUD.The new vehicle is being developed under the code name S20 PHEV SUV, and given Nissan Australia's deepening relationship with the brand's Chinese joint venture, that model is a much better chance to launch in our market.Confirmation of the Frontier Pro ute for Australia is expected imminently, while reports suggest the SUV version is being specifically developed for international markets.

China’s GAC burst onto the scene in Australia earlier this year as one of the latest in a sea of new brands.It already offers a number of models locally and on test here is the GAC Aion V. Lining up as the brand's volume seller, it’s a mid-size electric SUV rival to the likes of the BYD Sealion 7, top-selling Tesla Model Y and Zeekr 7X among others.Two variants are offered locally, Premium and Luxury. The latter is the focus of this review and it’s priced from an incredibly competitive $44,590, before on-road costs. This undercuts all the aforementioned electric SUVs and is priced closer to the Geely EX5 and Leapmotor C10.For this affordable price you get a bucketload of standard equipment. Highlights include 19-inch alloy wheels, LED headlights, an 8.8-inch digital instrument cluster, 14.6-inch touchscreen multimedia system, wireless Apple CarPlay and Android Auto, a nine-speaker sound system and leather upholstery.There are also niceties including a panoramic glass sunroof, interior ambient lighting, a centre console fridge, a fold-out second-row tray table, a heated steering wheel, plus heated and ventilated front seats with a massage function as well as heated rear seats. That’s a lot for a car under $45K.While a lot of tech works quite well I experienced some issues reliably connecting with wireless Apple CarPlay. It would sometimes connect straight away, whereas other times it would refuse and I’d resort to using Bluetooth instead.In terms of design, the Aion V is largely non-descript on the outside. While it looks futuristic and spaceship-like, many brands have similar design themes and this means it doesn’t stand out from the crowd.The same can be said inside where it’s clear GAC has drawn inspiration from Tesla. You can tell this because there is a big central touchscreen, what appears to be two wireless chargers on the centre console but is actually only one, plus scroll controls on the steering wheel.One of the few differences is there’s thankfully a digital instrument cluster ahead of the driver which is much easier to glance at while driving.Due to the overall minimalist interior design, you need to use the central touchscreen for virtually everything. This includes changing the climate control or drive mode, toggling the heated and cooled seats, as well as altering the side mirror position. It’s a little too dependent.It’s even more annoying on the move because this car incessantly beeps at you when you take your eyes off the road to use the touchscreen. The driver attention monitor is too sensitive and needs a software update to either allow it to be switched off easily or change the sound and volume.I have similar frustrations with the intelligent speed limit assist, which, like the driver attention monitor, has loud chimes and defaults to 'on' status every time you hop back into the car.It’s worth noting the Aion V received a maximum five-star ANCAP safety rating based on testing conducted in 2025.Standard safety highlights include seven airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, front and rear parking sensors and a surround-view camera system.The Aion V is firmly a mid-size SUV and is roughly the same size as a Toyota RAV4. Riding on a dedicated electric architecture there’s plenty of space in the first- and second-row, plus a generous amount of boot space.Surprisingly you can opt for a space-saver spare wheel as a no-cost option which is great peace-of-mind for road trips out of town.Power comes from a single, front-mounted electric motor that produces 150kW and 210Nm. While these numbers may not seem earthshattering, they get this family SUV moving along at a decent pace.Unlike many EVs, especially from new Chinese carmakers, I appreciate the fact GAC hasn’t given the Aion V a ridiculous amount of power. A family hauler like this doesn’t need to be a performance car.The electric motor is fed by a 75.3kWh Lithium Iron Phosphate (LFP) battery which allows for a WLTP-claimed range of 510km.Claimed energy consumption is 16.7kWh/100km, according to WLTP testing, and during my 445km of urban and rural testing I achieved an average of 16.1kWh/100km, according to the trip computer, which is better than the claim.The Aion V is particularly efficient in and around the city where it can leverage its regenerative braking as much as possible, whereas out on the open road and in colder weather the energy consumption can skyrocket towards 25kWh/100km and above.DC fast-charging is available at rates up to 180kW, allowing a 10 to 80 per cent charge in 24 minutes, whereas AC charging is up to 11kW, allowing a 0 to 100 per cent charge in 8.5 hours. These aren’t revolutionary figures but are good for the price point.What surprises me most about the Aion V is that while it has the appealing price tag and heaps of standard kit, it isn’t a dog’s breakfast to drive, like some tech-heavy Chinese electric SUVs.This car has solid handling characteristics, even when you get out in the twisties. It’s helped primarily by the well-weighted steering that feels like it’s connected to something.You can tell the suspension is tuned more towards comfort than racy dynamic response but it doesn’t float and mope about like many of its similarly-priced rivals. The bigger bumps are soaked up with ease and it doesn’t take multiple movements to settle.Aion V owners are covered by an eight-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered for eight years or 200,000km, whichever comes first.GAC is still scaling its dealer network in Australia and is currently targeting urban areas. It hasn’t detailed logbook servicing intervals or pricing for any of its models yet.

Zeekr is well and truly on the map after a slow start in Australia, largely thanks to its award-winning 7X , and the premium arm of Geely is no doubt hoping to double down on that success with its next product, the 8X.The 8X is an upper mid-sized luxury SUV that leans more into the grandiose styling of the 009 people mover than the futuristic and sleek 7X.With lofty ambitions and impressive specs, expect the Zeekr 8X to take aim at five-seat SUV rivals like the Range Rover Sport, Audi Q8, and Lexus RX, but perhaps not at the same lofty price points.With Zeekr keen to capitalise on the success of the 7X, does the 8X deserve the same hype? Take a look at what we know so far.How big is the Zeekr 8X and what will it compete with?The Zeekr 8X is a large five-seat SUV. It measures 5100mm long, 1998mm wide and 1780mm tall. This makes it slightly larger than a Range Rover Sport, Lexus RX, or Audi Q8, and firmly in the large SUV category with five seats.In Zeekr’s range it will sit above the mid-size fully electric 7X, but below the flagship three-row 9X. It forms part of a larger trend of big luxury SUVs launching from Chinese brands. Other options in this space include the Denza B5 and Jaecoo J8, but expect to see more before long.The 8X will move Zeekr into hybrid territorySo far, Zeekr’s offerings in Australia have been purely electric, including the X small SUV, 009 people mover and the 7X mid-sizer.The 8X is unique in the range thanks to its headline-grabbing plug-in hybrid set-up.Pairing a 2.0-litre turbocharged four-cylinder petrol engine (205kW/410Nm) to dual electric motors on each axle, Zeekr claims the standard versions of the 8X produce a combined 660kW/935Nm and can sprint from 0-100km/h in 3.7 seconds, making it faster and more powerful than the equivalent PHEV versions of the Range Rover Sport and Audi Q8.That’s not to mention the tri-motor flagship performance version, which produces a combined 1030kW/1410Nm thanks to double the output on the rear axle, allowing an even lower 0-100km/h sprint time of just three seconds.In addition, the 8X is equipped with either a 55kWh or 70kWh battery pack with a 900-volt architecture allowing ultra-fast charging and either a 320km or 410km EV driving range respectively (according to China's lenient CLTC testing procedure).Expect a pricey SUV, but it will still represent solid value compared to rivalsWe don’t know which variants of the 8X will land in Australia at this stage, nor do we know how much the large SUV will cost. We can speculate, however, based on information we know.Expect it to start north of the 7X, which currently ranges from $57,900 before on-road costs for the most affordable base variant, to $72,900 for the top-spec Performance grade.It could be significantly more expensive, too. For reference, the Chinese-market 8X starts from the equivalent of A$77,420, stretching to the equivalent of A$106,183, suggesting starting prices locally north of $90,000 for an entry-level 55kWh dual-motor version.This would well and truly move Zeekr into premium pricing territory, but even then, with at least double the electric driving range and double the power of its most direct rivals from Europe and Japan, there’s an argument for value.The new styling comes with new featuresThe 8X moves Zeekr’s interior design up a notch, with a plush leather-clad interior covered in digital tech.The digital instrument cluster measures 13.02-inches, while there are dual screens spanning the centre and passenger side of the dash for the multimedia functions.It features a 44-inch holographic head-up display for the driver, and an 8.0-inch screen on the centre console for adjustment of rear climate features and seat controls. Some variants are also equipped with a roof-mounted 17-inch rear entertainment screen.Wheels are enormous, measuring from 20- to 22-inches, and the rear seats have electronic adjustment with footrests on the outboard positions. It also has a 9.5-litre drawer, which can either be a heating compartment or refrigerator, with a range between -6 degrees and 50 degrees.It is due in Australia during 2027 and is expected to be the brand’s next big volume sellerSpeaking to CarsGuide recently, the brand’s local Managing Director Frank Li said the 8X would be one of a slew of new models headed to our market in 2027, which is also set to include the Euro-flavoured 7GT electric station wagon and 9X flagship three-row SUV.He said the local division hadn’t received confirmation on when each of these new cars will arrive and in what order, but brands like Zeekr are quick to move on right-hand drive production once the Australian arm locks in its business case.Plus, Australia has been earmarked as an important stepping stone for Zeekr’s global ambitions.At any rate, we expect to learn more imminently, as the brand is expected to make more announcements around the Beijing Motor Show at the end of April.

Mitsubishi has finally confirmed timing and critical details surrounding the new Pajero, locking in a true off-road 4WD that will launch before the end of the year.The brand had only so far confirmed a new large SUV was coming, leaving plenty of guess work to be done as to whether it would be a monocoque road-focused vehicle, or a true rival to vehicles like the Toyota LandCruiser 300 Series and Nissan Patrol – not to mention newcomers like the Denza B5 and B8.But now we know the latter is the case, with Mitsubishi's president, Keisuke Kishiura, confirming that 4WD capability will be at the heart of the Pajero's development. And in more good news, the brand's most senior executive also locked in a 2026 launch for the new 4WD.Camouflaged examples of the new model have already been photographed in Australia.The executive specifically called out the off-road prowess of the old Pajero to US outlet Automotive News, saying "the Pajero is a cross-country SUV that combines fully-fledged off-road capability with the ease of handling and comfort of a passenger car", before adding:“We plan to launch the new cross-country SUV within the year.”Whether or not that also confirms the new model will be called the Pajero – which we believe it will be – we'll leave up to you, but it certainly locks in the off-road prowess, and fuels reports the model will be built using the Mitsubishi Triton's ladder-frame chassis.If it gets the Triton's underpinnings, expect the Pajero to use a version of the ute's 150kW and 470Nm 2.4-litre bi-turbo-diesel engine. “For me, the Pajero is an object of admiration,” Mr Kishiura told Automotive News.“Thanks to its off-road capability, allowing it to tackle any weather or road surface with confidence, its reliability, which withstands even the harshest conditions, and its ride quality and comfort that minimise fatigue on long drives, the Pajero has been cherished by customers around the world.”

Honda has become the first Japanese car manufacturer to offer a Chinese-built model for sale in its domestic market.The all-new Honda Insight, a mid-size, pure-electric crossover has been produced in right-hand drive at the joint-venture Dongfeng Honda plant in Wuhan, China.Riding on the same ‘e:N Architecture F’ front-wheel drive platform as the Honda e:NS2 it’s based on, the Insight is powered by a 150kW/310Nm permanent magnet synchronous electric motor, the compact five-seater using a 68.8kWh NMC battery and boasting a WLTC-rated range of 535km.Claimed 20 to 80 per cent charge time is approximately 40 minutes on a ‘standard’ 50kW charger.At close to 4.8 metres long, a bit over 1.8m wide and just under 1.6m tall the fourth-generation EV is appreciably larger than its hybrid predecessor, last seen in Australia over a decade ago.Offered in a single variant, the Insight features an ‘Intelligent Heating System’ (coordinating cabin, seat and steering wheel heating), 12-speaker Bose audio, genuine leather trim, an aroma diffuser, ambient lighting, a 12.8-inch central media screen, 9.4-inch driver information display, an 11.5-inch head-up display, multi-view camera system, an integrated dashcam, a slide and tilt glass sunroof, LED active cornering lights, 18-inch alloy rims and ‘Honda Sensing’ active safety.Given the Insight’s RHD availability CarsGuide has contacted Honda Australia for comment on the car’s potential for local sale.Japanese pricing of ¥5,500,000 (~$48,100) means if it did come to Australia the Insight would offer an interesting alternative to premium mid-size EV SUVs like the Deepal S07 (from $53,990), Hyundai Elexio (from $58,990), KGM Torres EVX (58,000, drive-away), Leapmotor C10 EV (from $49,888), Renault Scenic E-Tech (from $55,990) and Skoda Elroq (from $47,990). Speaking to Nikkei Asia about the car’s likely appeal to Japanese buyers, Honda Head of Development development Kunihiro Koike said, “We manage the Insight's quality according to global standards."We will continue to consider introducing vehicles manufactured overseas into the domestic market," he said.

If there’s one thing you can’t complain about in 2026 it’s a lack of affordable electric vehicles. There are now plenty of zero-emissions options and they’re not the kind of short-range hatchbacks you might be imagining either.Cars like the Leapmotor B10 we’re testing here are cleverly-sized small SUVs with all the ingredients to set them up for success (and to keep away those ever-higher fuel bills).There are also options in this class and at this price-point from BYD, Chery and Jaecoo. But what sets this Leapmotor apart? Let’s take a look.For this review we’ve got a top-spec Leapmotor B10 Design. To get into one of these, you’re looking at a before on-roads cost of $40,888, which puts it in a similar league to the BYD Atto 3, Chery E5, Jaecoo J5 and MG S5.All of these rivals land in a very close price radius, with most of them being more affordable than our top-spec Leapmotor, but one key difference is its significant driving range.At a WLTP-certified 434km from its 67.1kWh battery pack, it should out-drive the Chery E5 (430km), Atto 3 (345km), and Jaecoo J5 (402km) to the same measure, and you’ll have to spend several thousand dollars more to get into the longer range versions of the Atto 3 or MG S5, at which point you may as well buy a Geely EX5 or GAC Aion V which have more range and are in a full size-category up.So, in some ways, the B10 Design is the ideal blend of spec, price and driving range in this entry-level part of the market.Like all Chinese cars, this Leapmotor small SUV is value-packed with highlights of its spec including generous synthetic leather interior trim, heated and ventilated seats, a 12-speaker audio system, panoramic sunroof (with powered shade, no less!), a 14.6-inch central multimedia touchscreen with wireless Apple CarPlay and Android Auto.Most importantly (aside from the aforementioned driving range) the brand has responded to negative feedback on the safety suite of its larger C10 SUV by adding a custom settings shortcut to the steering wheel of the B10, allowing you to pre-set a driving profile and activate it with the double-tap of a button.It’s also very much right-sized for city slickers. It’s a small SUV which is narrow enough to dart down laneways and easily fit in parking lots, with a big enough interior space for a growing family. At 182cm tall, I fit comfortably in all five seating positions.Drawbacks? There’s no key? More accurately, the brand expects you to use your phone as the key, with the only back-up being a credit card thing.You tap it on the mirror to unlock, and have to place it on the wireless phone charger to start the car. It’s weird and annoying and makes me wonder what would be so hard about having an actual remote with buttons.On the topic of buttons, the B10 hardly has any on the inside for controlling key functions. Almost everything has to be done through the central screen which is inconvenient at best and dangerous while you're trying to drive at worst.In addition, the strange flip-down cupholders are useless for holding anything which isn’t the right-sized bottle. So, get used to putting things in the armrest box or listening to them slide around in the tray below.For a car so focused on software, what’s on offer here is only just fine. It’s better than some of its rivals in that the menus and shortcuts are at least logically located, but it’s never fun scrolling through menus to find a setting which should have been a button in the first place.And the Leapmotor B10 drives surprisingly well. Like other cars in this class it’s got soft and spongy suspension, which makes it very comfortable but means it lacks body control in the corners. It’s not as overtly soft as the GAC Aion UT I drove recently, so there’s at least something to be said for it in the handling department. Doubly so, since the B10 is rear-wheel drive - an oddity in this small SUV segment.The steering is heavily electrically assisted and very light as a result, although it maintains a bit of feel to the front wheels.I’m sorry to report its rear-driven nature doesn’t exactly make it feel like a sports car. Cleverly-tuned traction systems make sure the 160kW/240Nm is strong but not wild enough to overwhelm the LingLong factory tyres.Sporty machine, this is not, but I walked away relatively impressed with how quiet, comfortable, and smooth it is. With the car set to my custom safety settings, it has no dealbreakers from behind the wheel.I drove mine in mainly commuter scenarios and beat the official energy consumption handily. My car was reporting an amazing 12.7kWh/100km in my travels. When I subtract the distance I travelled from the remaining range it landed at about 480km which is a lot more than the WLTP 434km official figure.Confusing things further, the trip computer has two methods for calculating range, static or dynamic, and both were way off. The static one reported the less accurate NEDC range pro-rata, and the dynamic computer consistently and drastically underestimated the remaining range. Very strange.This longer-range version of the B10 can charge at a maximum speed of 168kW on a fast DC charger which is plenty. Officially the charge time is around half an hour, and on a 75kW unit, mine charged from 10-90 per cent in around 40 minutes.