Green Cars

Hyundai’s much anticipated new off-road flagship SUV, as previewed by the Boulder concept in New York earlier this year, has appeared in patent documents in India.The filing, which provides no additional detail on the model, appears to iterate on the design of the original concept. It shows what appear to be more functional headlights and wing mirrors, physical door handles that didn’t appear on the concept, tweaked designs for the window profile, new black plastic overfenders and a re-designed bumper.Other new details from the single low-resolution image include control arms for the front suspension previously not seen on the concept, as well as a roof platform.The SUV maintains its blocky profile and huge wheel and tyre package, which appears to offer ultra-aggressive approach and departure angles as well as a very high ground clearance.It is unclear at this stage whether the design application filed with the Indian intellectual property office is a later stage concept, or a preview of the eventual production model.As it stands, the changes between this filing and the concept appear to move it much closer to production specifications, while adopting the bar-style LED light designs as seen on other upcoming Hyundai models like the Ioniq V, which is about to launch in China, and the upcoming next-generation Avante (i30) sedan.The Boulder SUV is expected to share its next-generation body-on-frame underpinnings with the also much-speculated-upon Hyundai ute, which will be a bespoke proposition from the Kia Tasman from its sister brand.As to what we can expect to power this dual-pronged expedition into the hotly contested 4WD space, the brand has said multiple times before that it is working on new range-extender hybrid technology, which will have the new off-roaders drive the wheels via electric motors, while having an engine on board serving only as a generator.Hyundai’s local CEO Don Romano previously told CarsGuide this EREV technology is “option number one” for the company’s upcoming ute.He also said there was a lot of considerations for the new product, including difficulties over where it will be built (as a potentially US-first product, it may be built there, which brings up cost competitiveness issues for the Australian market). It may also be built somewhere in the Asia Pacific region for markets in the eastern hemisphere. Hyundai currently has facilities in Thailand, Malaysia and Vietnam, on top of its home factories in South Korea.Romano also told CarsGuide the ute model at least may take longer than expected, saying the brand would rather “get it right than fast.”By 2030 is currently the expectation, according to the brand.Having both a ute and an SUV as well as hybrid tech from the outset would certainly give Hyundai a unique selling point over the currently diesel-only Kia Tasman.It also has the luxury of monitoring the success of the ute from its sister brand in our market, as well as a growing range of Chinese hybrid off-roaders headed to Australia between now and 2030.The smash-hit BYD Shark, which introduced plug-in hybrid tech to the dual-cab space will soon be joined by an array of rivals, including from storied brands like Nissan, which is expected to launch its highly anticipated Chinese joint-venture Frontier Pro (also known as the Navara Pro in some markets) as a plug-in hybrid in 2027.

Volkswagen has confirmed a battery size for its smallest EV will bring a new entry price with order books already open overseas.The 2027 VW ID.Polo brings a new 37kWh battery as an option, available in its base model Trend for as little as 24,995 euros (A$40,900). From 29,195 euros (A$47,760), it can also be had in higher specifications like Life and Style.The move by the German manufacturer is almost certainly an addition to retain sales in the lower-budget end of the market, where Chinese manufacturers have been increasingly popular despite EU tariffs on new Chinese cars.VW claims the new battery size provides enough driving range, 334km under WLTP testing, for daily use, and can be charged from 10-80 per cent in 23 minutes. Charging speed tops out at 90kW with a powerful enough DC charger.It’s also available in versions of the ID.Polo with either 85kW or 99kW, and is set to launch just weeks after the larger battery version with a 52kW unit.The ID.Polo is yet to be confirmed for Australia, but Volkswagen’s local arm has been considering similar models like the ID.Cross small electric SUV for some time now.The ID.4, ID.5, ID.Buzz and e-Transporter are the only EVs the brand currently offers locally.While there’s no guarantee the ID.Polo will land in Australia any time soon, its larger 52kWh battery would likely be more popular, with trim levels probably similar to the Trend, Life and Style versions available in Germany.The announcement comes as rumours of a significant model-cull circle the Wolfsburg brand alongside its continued mass-reduction in employee numbers around the world.

Australia’s newest car brand is edging towards an official launch. Lifestyle-focused Chery sub-brand Lepas will hit showrooms with its L6 electric mid-size SUV in November. The brand confirmed the car has now completed an extensive local testing and adaptation program.Engineers have put the L6 through thousands of kilometres of driving, including hot- and cold-weather testing.They also focused on fine-tuning the advanced driver assistance systems and software integration to identify Australian road markings, signage and traffic environments.The L6 will land Down Under on a delayed schedule, having been previously slated for a mid-year launch. Lepas has not revealed pricing for its first model, but expect it to be available from a competitive price-point.It is likely to sit above the very popular Jaecoo J5 electric small SUV that starts from $36,990, drive-away. The mid-size SUV segment is the most popular part of the Australian market, so the L6 will face fierce competition from its rivals. It will take on everything from budget offerings like the BYD Atto 3 and Geely EX5 to more premium-pitched alternatives such as the Zeekr 7X, depending on the variant. The L6 is powered by a single electric motor, producing 160kW and 275Nm.It has a 67kWh battery, with a total driving range of 450km, according to WLTP standards. Lepas will feature a different design to other Chery Group cars, and will appeal to a different buyer, according to the brand. The L6’s interior shows off a more rounded look, with curved and flowing elements as well as two-tone trim materials. It is expected to get the same 13.2-inch central touchscreen and 8.8-inch digital driver display as on the Jaecoo J5. There will be a plug-in hybrid version of the L6 coming to Aussie shores next year. Lepas is also planning to introduce an L4 small electric SUV and L8 large plug-in hybrid SUV in 2027.

The GAC Aion UT is the first GAC I’ve ever driven, so I went into this review not really knowing what to expect. Sort of like walking through a room in the dark, in a house that isn’t yours.It was full of discovery but without all the falling over and toe stubbing. First, what is the Aion UT? It's a fully electric small hatch that almost crosses into SUV territory with its slightly elevated ride height.At 4270mm long it’s a similar length to the BYD Dolphin, but shorter than an MG4 Urban, but it does match the MG's price at $31,990 before on-road costs. That’s for the entry grade Premium Aion UT tested here. The price is impressive. It’s an electric car for the same money as a petrol car of a similar size, like a Honda HR-V.The Premium grade has an almost identical features list to the top grade luxury, from powered and heated front seats to a 14.6-inch touchscreen. All it misses out on really, is ventilated seats, wireless phone charging and a power tailgate. The Aion UT is not just an affordable small car, it’s more practical than many larger vehicles thanks to clever storage andplenty of cabin space. The UT’s 2750mm wheelbase is on the longer side for cars this small and that’s a good thing for occupant space and excellent rear legroom is the result. Rear headroom is more than adequate too, thanks to a tall and flat roofline.Storage is outstanding with a deep centre console bin and an area underneath for bags. There’s even a hatch under the dash that opens to reveal a netted pocket. There are door pockets, cupholders and a phone tray up front that doubles as a wireless charger if you stump up the extra $4000 for the Luxury grade.The 321-litre boot isn’t enormous but it's large for a car this size with enough space for a week’s worth of shopping for my family of four or a couple of smaller luggage bags.The main practicality downside is the lack of physical buttons in the cabin for functions such as climate control and media. There are none at all apart from on the steering wheel and the window switches.Instead, all controls are accessed through the central touchscreen and not only is that more awkward to use but it's a safety concern. A driver could easily be distracted just trying to turn the cabin temperature down.We lived with the Aion UT for a week doing what families do: from school runs and weekend sports to grocery shopping and family visits. This is a front-wheel-drive electric car with a 60kWh battery and 150kW/210Nm motor. That battery size is good for 430km of driving range (WLTP) according to GAC and after 250km in one week there was 170km left, making that claim accurate. Our average energy consumption was 15.6kWh/100km according to the trip computer, which is less than the official 16.4kWh/100km.In the city and urban areas where we live the UT shines with brisk acceleration, its quiet and smooth nature, good visibility and small size. On motorways, as we found during a trip to a regional area, the UT feels slightly vulnerable among the trucks and the stability was tested in the windy, rainy weather. There were times I wished we were in something larger and higher up.The driving position is let down by the steering wheel's lack of reach adjustment. I got around this by adjusting my seat, although it's not ideal.Also not ideal is a persistent driver alert system that reminds you to slow down and avoid distraction. It activates far too easily and interferes with concentration while driving. It’s not just the driver being hassled either. My front passenger was told on one occasion not to put her feet on the dashboard even though they weren’t - she had her legs crossed and this seemed to trigger the system.Finally the styling of the Aion UT isn’t appealing to me. GAC boasts that the little electric car was penned at its Milan design centre, but Chinese rivals like Zeekr and BYD have much more interesting and beautiful creations.

A new report from the Australia Automotive Dealer Association (AADA) has shed light over fresh concerns regarding long car repair and refund wait times in Australia.Dealers admitted customers face significant delays to get their cars fixed in Australia, especially EVs. It can take between six and eight weeks for an issue to just be diagnosed due to workshop backlogs.The association said some manufacturing faults can even take months or years to be correctly diagnosedDealers are now refusing to accept tow-ins or diagnostic work for vehicles they did not originally sell due their backlogs.They blamed long wait times on sourcing parts like electric car batteries that cannot be air-freighted and must be shipped instead.Dealers have also pointed the finger at car manufacturers that dispute or mull over approving warranty requests.The report said that only manufacturers can provide remedy for design faults, leaving dealers helpless to appease customer expectations of a swift resolution. The report stated concerns over manufacturers denying reimbursement claims and failing to meaningfully engage with dispute processes. Carmakers are required to make parts and repair available for a reasonable time after purchase, but this is a vague stipulation.The report sets out several Australian Consumer Law reform recommendations to rectify these issues. It said manufacturers should be required to respond to buyback requests within a fixed period.If the manufacturer fails to respond with written confirmation of indemnity, it is deemed to have accepted responsibility. Manufacturers should also be required to join legal tribunal proceedings for alleged manufacturing or systemic defects. The report called for further clarification of consumer guarantees regarding battery degradation and replacement thresholds. This would recognise the inevitable delays of sourcing EV components and developing software solutions.The Australian EV boom is in full swing, with sales surging in the wake of skyrocketing fuel prices and increasingly stringent environment regulations. More EVs will hit the roads in the coming months, with the industry likely to be placed under further strain.

BYD is preparing to kick petrol-powered cars to the curb with its latest EV boasting nearly 1000km of driving range. The Denza Z9 S is an electric sedan from BYD's luxury sub-brand that has just been fully revealed in China.Its rear-wheel drive single motor variant produces 370kW and offers up to 920km of driving range from its 102kWh battery. This is only according to generous CLTC standards, and not the more reliable WLTP, so don’t expect it to reach that figure in the real world, but it will still offer one of the longest driving ranges on the market. The range-topping tri-motor all-wheel set-up boosts power to a whopping 890kW, but driving range is reduced to 780km.This car looks to be the sibling of the Z9 GT that is one of BYD’s most anticipated new models landing Down Under this year.The Z9 S will launch in China later this year, but there is no official news on whether it will make it to Australia like the Z9 GT.The car is marginally smaller in every dimension than its wagon sibling.It will take on the hugely popular Xiaomi SU7 in China, while locally it is closest in intent to the Porsche Taycan or Audi e-tron GT.BYD is also prepping another new electric wagon, under its Fang Cheng Bao (Formula Leopard) sub-brand, the S GT, that will launch in the third quarter of this in China.It shapes up as a more family-friendly version of the Denza Z9 GT.The car will be offered with a single motor RWD variant, producing 300kW or a dual motor AWD set-up, that adds a front-mounted motor producing 190kW.It too has a substantial 850km range from a slightly smaller 92kWh battery.The S GT can tow up to 500kg, giving it some further lifestyle potential for buyers.Fangchengbao is the off-road sub-brand of BYD, but it will likely fall under the Denza name if it hits global markets, meaning it is not out of the question for Australia. Chinese brands have been increasingly targeting sedan and wagon markets globally as they seek profits outside of their domestic market.BYD has already started to see success on this front in Australia, with its Seal electric sedan and Seal 6 plug-in hybrid wagon. There are more examples on their way Down Under from China, including the Geely Emgrand PHEV sedan arriving next year. 

After an extended pre-launch campaign, the Haval H10 has finally received a price tag for the Chinese domestic market.Starting from the equivalent of A$45,500, and stretching to A$50,000 in China, the H10 sits perched atop the Haval SUV line-up. This pricing, with the usual premium added by the time it arrives in Australia, would see the SUV start at around $60,000+ locally, if it comes.The H10 rides on the company’s new GWM One architecture which it currently shares with the Wey V9X.It uses the latest iteration of the company’s signature all-wheel drive Hi4 system, but doesn’t have the same rugged hardware as the alternate Hi4-T system despite its clear off-road aspirations.Hi4 pairs the front 1.5-litre engine to the wheels via a hybrid transmission and four-speed gearbox, while the rear axle is purely electric, leaving room under the floor for a large battery pack. In contrast, the Hi4-T system used on various Tank and Cannon models from GWM’s range trades away the larger battery size for a proper longitudinally-mounted transmission and transfer case, with a hardware link to the rear axle and differential.As such, the H10 has a massive 42.8kWh battery granting the over-five-meter-long SUV a pure electric driving range of up to 232km, according to the more lenient Chinese measuring standard.The engine produces 123kW/243Nm, while the front transmission-mounted electric motor produces 100kW and the rear motor produces 220kW. GWM claims total system outputs for the H10 are 440kW/722Nm.The brand says the huge SUV will sprint from 0-100km/h in 4.9 seconds, and uses 6.6L/100km of fuel even when the battery is drained.Despite not being equipped with Hi4-T, the H10 still has an approach angle of 24 degrees, a departure angle of 25 degrees, a breakover angle of 20 degrees and unladen ground clearance of 220mm. It features an electronic crawl mode in place of hardware low-range, and features a differential lock inside the rear motor for more intense off-road scenarios.The suspension features electromagnetic adaptive dampers with a double wishbone front and multilink rear set-up with coils all round. Notably the car features Continental tyres rather than the usual Giti tyres which ship on many GWM models.Interestingly, and as previously revealed in regulatory filings, the H10 is available in two body styles, almost like the Land Rover Defender from which it clearly sources inspiration. One is a 5138mm long five-seat version, while the other is a 5299mm long six-seat version, with the extra length applied to the frame beyond the rear axle.Both share a 3000mm long wheelbase, 2050mm width and 1970mm height. The five-seater has a boot capacity of 815 litres, while the six-seater gets 316 litres which expands to 1056 litres with the third row folded.The interior features all of GWM’s latest kit, including a 15.6-inch central touchscreen and 10.25-inch digital instrument cluster running the brand’s latest ‘Coffee OS3’ software. At least one trim level features a 17.3-inch roof-mounted entertainment screen for rear passengers, paired with a 7.1 format 1560W 21-speaker audio system.While Australia has been identified as a priority market for GWM and the brand has previously told CarsGuide the H10 could be a go locally, representatives have said the brand may have trouble with the overlap between products like the H10 and other boxy SUVs from its Tank off-road brand, particularly the LandCruiser-esque Tank 500 which currently occupies this space.What may be more likely for an Australian arrival, at least in the short term, is the company’s far more luxurious Wey V9X.Wey will sit atop GWM’s portfolio as a luxury brand to rival the likes of Denza and Zeekr in Australia. Stay tuned for more on GWM’s aggressive new model plans for the remainder of 2026 soon.

The hatchback is making a comeback courtesy of China, with one newcomer brand reporting pre-orders of its warmed-over electric hatch far outstripping those of the SUVs in its lineup.That brand is Leapmotor, which is poised to launch the B05 in Australia before the end of the year, with the warm electric hatch likely (though not yet confirmed) to be followed by a more bonkers Ultra version that will take all-electric aim at models like the Volkswagen Golf GTI and Hyundai i30 N.Leapmotor sells two other SUVs in Australia, the C10 and B10, both offered with full electric and REEV petrol-electric powertrains. But demand for the electric-only B05 is so far outstripping both."The B05 has delivered our strongest customer response to date across the brand – reinforcing the growing appeal of the Leapmotor," a company spokesperson told CarsGuide.The company won't be drawn on exact order numbers, but the B10 SUV is the brand's strongest performing vehicle so far this year, delivering 511 units, so it would be safe to assume that, if demand keeps up following the B05's actual launch, the hatchback will achieve bigger numbers.The B05 starts from $35,990 drive-away, and is fairly unique in terms of Chinese launches in Australia, in that Aus-delivered cars have had their chassis and suspension tuned by Alfa Romeo in Italy – Stellantis co-owns Leapmotor – which promises a more cohesive, sportier ride."We have, after some assessments done in November, lowered the hook point of the suspension arms on the rear, and lowered the centre of gravity, and the car has totally changed behaviour. So if you drive a BO5 in Europe versus BO5 for China, it’s totally different," the brand has previously told CarsGuide.It will be joined by other newcomer hatchbacks in Australia, like the Geely EX2, BYD Dolphin, Aion UT and the GWM Ora, as Chinese brands flood into a market segment abandoned by some mainstream players.

I’ve been driving the Geely Starray Inspire for the past three months, but in the past few weeks the Chinese brand has shown off its secret power.Geely launched the Starray in September last year, but it has already delivered a game-changing update to the range-topping Inspire grade. That’s record-breaking time for an update, which takes the big name brands four or more years.Geely has switched out the old test car I’ve been driving for the better part of the past three months for the new and improved version.The headline changes are a much bigger battery, with a 30kWh unit replacing the former 18kWh powerplant. This boosts electric-only driving range by 53km to 136km. That’s good enough to force a name change to Starray Inspire Extended Range.Max DC charging speed doubles to 60kW, which allows you to fill the battery from 30-80 per cent in 16 minutes. Claimed fuel use drops to 1.4L/100km from 2.4L/100km. There have been other minor upgrades to the car, such as massaging front seats and towing enhancements.Besides that everything covered in my previous two instalments remains the same.All that costs just an extra $1500, with the Starray Inspire Extended Range starting at $41,490 before on-road costs.Crucially the Starray is now a more relevant competitor to the BYD Sealion 6 Extended Range, which starts at $46,990 (before on-road costs) but the Inspire is more inline with the full-fruit $52,990 Premium grade.That’s a fair chunk of change left in your pocket if you are searching for a plug-in hybrid mid-size SUV.After three months, more than 1000km travelled, and more than 24 hours of total driving time the Starray shines bright against its competition.The power adjustable seats wrapped in synthetic leather have excellent adjustment, which paired with the adjustable steering wheel allows drivers of all shapes and sizes to find the ideal seating position.There is great vision out the front, with the driver able to see all angles. Throw in a birds-eye view camera, multiple parking sensors and it's a cinch to negotiate tight carparks and city streets.The hybrid tech works seamlessly blending electric and petrol power. You’ll barely hear the petrol engine unless in Power mode, which only uses the engine to drive the wheels.It is a refined experience with minimal road noise or tyre roar entering the cabin.The 1.5-litre four-cylinder non-turbo petrol engine and electric motor combo makes a decent 193kW.In the real world that’s plenty, with the Starray bounding up steep hills and overtaking on the motorway with ease.If you are in Power mode or the battery is depleted then it can feel breathless.The steering is well weighted and predictable, which inspires confidence on tight, twisting roads.It exerts decent body control with minimal lean through the corners.Geely’s active driver aids are the best of any of the Chinese brands I’ve tested. All the tech worked as advertised and ditched the overbearing annoying beeps and bongs of rival brands. This is a big step forward and a surefire way to keep customers.The only constant was the speed warning that goes off when you exceed the speed limit by 1km. This is fine, except the speed sign recognition tech needs a bit of work to make sure it is holding you to the right speed limit.It’s not all rosy for the Starray, however.The suspension is far too firm, especially at the rear where you’ll hear and feel it crash over speed bumps and splutter over potholes and lumps along the way. Not ideal with kids in the back seat and items in the boot will move around if not secured.It would benefit from a local suspension tune that tweaks the set-up to better suit our roads and driving conditions, rather than the billiard table-like streets of China and Europe.The Starray could do with an all-wheel-drive option, too. All that power through the front wheels is never a good idea, with the wheels spinning at the slightest hint of a heavy foot when trying to turn.All-paw grip is a better and safer solution in the wet, which is an important consideration when buying a family car.Geely’s fuel-use claim is a tough one. You’ll need to be super disciplined in keeping the battery topped up to have any shot at getting close to the 1.4L/100km mark.The best I saw was 2.6L/100km for a 50km stint, and the worst was above 6.0L/100km.But if you can travel most of the time in Pure mode (EV only), then you’ll be laughing. The new battery is much better at achieving the EV driving range claim of 136km, while the older version routinely fell short of its 83km claim.2026 Geely Starray EM-i InspireAcquired: March, 2026Distance travelled this month: 300kmOdometer: 470kmAverage fuel use this month: 3.4L/100km

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.