Hybrid cars

The GT-Line sits atop the 2026 Kia Seltos family tree, above the entry-level S, the Sport and Sport+. There are actually two options in the GT-Line trim; a front-wheel drive which shares its hybrid powertrain with the rest of the Seltos family, and an AWD version that adds a second rear electric motor and more grunt.  Both share a 1.6-litre petrol engine, a six-speed dual-clutch automatic, and the single-motor variant produces 112kW and 265Nm, while the dual-motor version ups that to 126kW and 265Nm. It is very much not cheap, though, at $49,870 for the GT-Line with front-wheel drive, and $52,870 for the GT-Line with all-wheel drive, before on-road costs. GT-Line equipment includes: 19-inch wheels Unique front end with signature LEDs Artificial leather seats Ventilated front seats Heated steering wheel Panoramic sunroof Ambient cabin lighting

How much power is too much power? That’s not a theoretical question anymore, it’s a very real and very relevant one. BYD’s performance/luxury brand Yangwang recently revealed its (appropriately named) U9 Xtreme can manage 503km/h, and while that is unquestionably an amazing technological achievement, it does raise some serious questions. Namely, should we be letting untrained motorists loose in a vehicle with a claimed 2220kW of power? The U9 has only raised the bar from other extreme hypercars, namely the Bugatti Chiron Super Sport 300+ and SSC Tuatara, which can both reach speeds above 450km/h. But the sheer number of cars with huge amounts of power is growing exponentially thanks to electrification. Be it all-electric or hybrid, electric motors can produce a lot of power more easily than an internal combustion engine, and car makers are rapidly improving their knowledge and unleashing more and more power. It was Tesla who led the way. It demonstrated that EVs could be sold and marketed on the basis of performance as much as efficiency when it unleashed the Model S, and gave the world ‘Ludicrous Mode’, describing its acceleration. More motors equals more power and it crept up over the years, starting with 270kW (which was more than enough) before evolving to the current line-up. The current Model S Dual Motor makes a very healthy 493kW but Tesla introduced the Tri Motor to up that figure to 761kW. But that’s becoming almost pedestrian as more and more powerful cars hit the market, and it’s not all Ferraris and Lamborghinis (although there are a few of those). Cars with more than 550kW of power (which is 730+ horsepower, if you prefer the old-fashioned way) includes the MG iM5 and iM6 as well as BMW’s XM full-size SUV. Its not just EVs, hybrids are getting in on the act, too. Geely's incoming battleship 700 plug-in hybrid 4WD boasts more than 800kW and Zeekr's 9X pushes past 1000kW. Now to avoid sounding hysterical, and speaking from personal experience, cars like the iM5 and iM6 are perfectly safe to drive, and if the power is harnessed properly there is nothing wrong with more power. I recently drove the new Lamborghini Revuelto SV, which makes a staggering 783kW (or 1065hp), which is absolutely mind-blowing with its performance. A modern Formula One car makes 750kW, so this is a seriously powerful machine. Lamborghini has ensured it has every other aspect it needs to keep that power in check, including F1-inspired braking technology, specially developed tyres and an aerodynamic package. Which is good, because Lamborghini boss Stephan Winkelmann told me there are no plans to slow down the brand. “When, back in time, we always said there will be a moment in time when the power output will be too much. What I can tell you now is that it would never be enough,” Winkelmann said. “It's how you control the power and how easy it is to drive and how safe the car is, and if these two things match, we will continue.” He added:  ”Also, in terms of aerodynamic, braking power, suspension, dampers, all of this has to work together. And also the software unit to make it safe and to make it feel like a glove. If you achieve this, then it's okay.” That’s all well and good for niche, highly exotic hypercars like the Yangwang U9 and the Revuelto, but when you look at the increasing performance of cars there is a worrying trend towards adding power and speed without thinking through the consequences. Chinese brand Leapmotor introduced the C10 Sports+ which boasts 440kW/760Nm from its all-wheel drive electrified powertrain. The problem was, despite adding all this extra power Leapmotor didn’t upgrade the brakes, steering and suspension (which frankly struggled with 160kW). This is something car makers need to avoid. It’s nothing new, and Leapmotor is not alone in copping this criticism. I’m old enough to remember Ford getting flack for offering the Falcon XR8 with V8-power but the same braking hardware as the standard, taxi-friendly model. We have a strictly enforced top speed limit of 110km/h in Australia, but the time it takes you to get there is getting quicker and quicker thanks to EVs and other modern performance tricks. Electrification has introduced near-instant torque and that has seen acceleration times drop, and not just amongst the hypercar elite. The Porsche Cayenne Turbo Electric makes 850kW (that’s 100kW more than an F1 car) and can sprint 0-100km/h in just 2.5 seconds. Again, speaking from first-hand experience, it is sickeningly fast and super-impressive, but arguably highly unnecessary. In fact, if you look at the list of cars capable of running 0-100km/h in less than 4.0 seconds and it isn’t just Porsche, Ferraris and friends, the list includes such performance car icons as the Smart #1, MG MG4 XPower, Polestar 4 and Volvo EX30. I’m not suggesting that these cars are inherently dangerous, but if misused or not properly understood, they could definitely catch drivers out. We simply aren’t trained to drive fast cars, most of us get taught how to drive around the block, safely manage 110km/h on the freeway and master a parallel park. Australian rules do not require any form of high-performance, high-speed driver training, and yet cars continue to get faster and faster. Call me crazy, but those two things seem like they’re on a collision course unless we do something to change it...

Chinese 4WDs have been on the correct side of impressive for a few years. Gone (mostly) are the days of ordinary build quality, unpredictable off-road traction control, and intrusive driver-assist tech (okay, some of that is still evident but generally most of these tech-specific flaws have been addressed). As a result, these 4WDs have been doing well off-road for a while – and they’ve consistently improved as car-makers seemed to have listened closely to the needs and wants of Aussie buyers. These newer-generation vehicles now have robust powertrains, Aussie-tuned drive modes and suspension … and triple diff-locks can’t hurt, right? So, what are Chinese-made 4WDs getting right, what are they getting wrong and what can be done to them to improve? Read on. Chinese 4WDs are solid buys in terms of value for money and overall performance and day-to-day drivability. More importantly for me, they are suitably capable in off-road situations. As mentioned, the combination of a robust powertrain, Aussie-tuned drive modes and suspension, and diff-locks mean some of these 4WDs are near-unstoppable in off-road scenarios even as standard. And things have vastly improved in recent years and through vehicle generations. Chinese 4WDs have genuine ability. Case in point: the GWM Cannon. On a recent test of the top-shelf Cannon Alpha Vanta, it handled all manner of off-road challenges, including steep rocky climbs, with ease. No 4WD Cannon is a slouch off-road – not the 2.4-litre or the plug-in hybrid versions – but this 3.0-litre gets extra torque, added punch that comes in handy when you’re tackling off-road challenges. This dual-cab has a 3.0-litre turbo-diesel engine (170kW and 620Nm), a nine-speed automatic transmission, part-time 4WD, a tweaked off-road traction control system AND triple diff locks. It represents a powerful combination of old-style mechanicals and new tech and that’s something the Chinese – through consistently heeding the input from past buyers – have rapidly mastered the art of. Whereas traditional 4WD brands in Australia – yep, we’re looking at you, Toyota – seemingly plod along, doing the bare minimum to keep their customers (sort of) happy, the Chinese marques appear to be feverishly working behind the scenes with the aim of constantly improving their vehicles. A prime example of something that is more of a light-duty off-roader but nonetheless impressive is the BYD Shark 6. For a vehicle without 4WD, diff-locks or even a driveshaft connecting the rear wheels, Australia’s first plug-in hybrid electric ute has is surprisingly capable off-road, as long as it’s driven within its scope of capability: light to moderate off-road conditions — that is, if possible, stick to well-maintained dirt tracks in dry weather; do not take on any ‘4WD/high ground clearance only' tracks, prolonged sand-driving or rock-crawling. The Shark 6 – with a turbocharged 1.5-litre petrol engine (135kW and 260Nm), an electric motor at the front (170kW and 310Nm) and rear (150kW and 340Nm), and a single-speed reduction gear/dedicated hybrid transmission – is a Chinese-built 4WD (read: all-wheel drive) that outdoes similar established-brand vehicles in terms of all-round performance and driveability. Special mention here must also go to the likes of GWM Tank300/500 (already impressive), and LDV T60 (getting better) and its ilk as these all improving, some by increments, some substantially so. Established brands should take note of the Chinese approach of always evolving because nowadays evolution is a distinct matter of necessity. No longer can vehicle marques get by on mere half-arsed facsimiles of improvement; actual improvement and advancement is needed. And that’s where paying serious attention to your buyers – potential as well as dyed-in-the-wool – comes in handy. People don’t want more of the same; they want more of the same, but better. But Chinese 4WDs aren’t perfect. In fact, these vehicles have some flaws that need to be addressed if these car-makers are to enjoy a storied presence in the Australian market. The good news is some of these vehicular trade-offs are also on traditional 4WD rivals and can be managed, either at the factory or by tapping into Australia’s aftermarket. These are the factors that must be improved on Chinese 4WDs: they need better tyres, more ground clearance, better off-road angles, greater wheel travel, and car-makers must avoid replacing physical controls with on-screen controls. Standard showroom tyres that aren’t well suited to off-roading are de rigueur on new 4WDs, so those are not a flaw specific to any Chinese makes and can be easily remedied with a set of aggressive all-terrain tyres. More ground clearance, better off-road angles, and greater wheel travel are a welcome addition to any big 4WD that has a long wheelbase and generous dimensions. These sorts of improvements from factory are up to the car-maker, but those aspects can be somewhat addressed through the Australian aftermarket with better all-terrain tyres and lifted suspension. Areas in which Chinese-built 4WDs may be considered as falling short of traditional rivals? The main concern is just how will these vehicles stand up to many punishing years spent being used in Australia’s harsh conditions. More traditional brands, such as Toyota, have long-term reliability and the ready availability of parts anywhere in Australia in their favour. Some more established brands are also perceived to be more easily fixed in the field, although this is much less the case nowadays as vehicles become more reliant on high-tech wizardry and sensors that may be vulnerable to dirt-, mud-, sand-, water-ingress. One last thing worth mentioning: people are way off the track if they’re determined to not even consider a new brand when buying a car. This is a very strange approach to life because if you’re old enough, like me, you’ll remember the legions of nay-sayers who whined about the ‘invasion’ of Australia by Japanese car brands, and then Korean car brands. And look at how those brands are now so well established and trusted (mostly) here.

Honda’s future line-up plans have just been leaked, and there are some big models coming.  A dealer source has revealed key details from a tell-all Honda meeting in the United States, according to AutoNews.  The Japanese brand is planning to introduce a new-generation hybrid-only CR-V mid-size SUV and track-focused Type R variant, as well as a new Accord sedan, among other models. These moves are all part of Honda’s plans to further boost market share in the United States in the next five years.  Honda will invest $3 billion US into its new assembly plant in Ohio as it pivots towards hybrid production.  In the meeting, the brand revealed the first details of its seventh-generation CR-V that will arrive in the US in 2027. Honda will shift the CR-V to a hybrid-only line-up from 2027, mirroring the Toyota RAV4. The new hybrid system will employ two electric motors and provide boosted performance compared to the current generation (135kW/335Nm in Australia), while improving fuel efficiency by 10 per cent.  It will also be the first Honda to offer an electric all-wheel drive system, using a dedicated rear-axle motor.  The car will ride on a lighter and stiffer platform that’s designed to provide a sportier driving experience.  Honda has sketched a bolder exterior design for the CR-V in line with other redesigns for rivals in the segment. The CR-V is currently available with petrol and hybrid choices in Australia, but this announcement means buyers can expect a hybrid-only approach moving forward.  The current-generation Aussie-spec CR-V is built in Thailand, rather than Japan or the US. It’s unclear when the new CR-V will hit Australian showrooms, with Honda yet to confirm where it will source right-hand-drive examples from.  The CR-V is Honda’s best-selling model in Australia, edging out the smaller HR-V and ZR-V SUVs. The dealer meeting confirmed a few other models that are due to launch in 2027 and beyond, starting with a new Honda Accord.  The Accord sedan will launch in the second half of 2027, exclusive of a sporty SUV that wasn’t mentioned at the meeting, but rumoured for its next-generation coming in 2028 or 2029.  It’s expected to feature more futuristic styling, including a sweeping hood and slim headlights to foreshadow the incoming CR-V.  The meeting also briefly mentioned the Civic Type R, showing off a track-ready version painted in blue and developed by Honda's racing division, but there were no details on performance figures. The Ridgeline ute and Pilot large three-row SUV are also due for new generations before 2030.  Those two models are mainly sold in North America, meaning they're only built in left-hand drive, at least for now. Honda Australia's CEO recently told CarsGuide, that the Australian division would be arguing the case for future large platform vehicles to be built in right-hand drive, thanks in no small part to the ongoing dealer and customer demand for the Ridgeline ute. This news follows Honda Australia teasing the Avancier hybrid three-row SUV in November 2026 as what looks likely to be the brand’s next introduction Down Under.  While the brand hasn’t officially confirmed the Thai-built Avancier will launch in Australia, there's likely to be more information in the coming weeks.

It feels like you can't swing a power cord without hitting an electrified dual-cab ute these days. We went from stamping around screaming 'diesel 'til we die' to embracing petrol-electric powertrains with neck-snapping speed. But this latest offering, the GWM Cannon Hi4-T PHEV, has something the others don't. Or, at least, a smaller something than the others. And that is a price tag, because you are looking at the cheapest plug-in ute in the country. Cheaper than the BYD Shark 6. Cheaper than the Ford Ranger Stormtrak. Cheaper even than the JAC Hunter PHEV. GWM isn't listing a MSRP, but at $50,990 for the entry-level Lux and $54,990 for the better-equipped Ultra, both drive-away and inclusive of on-the-road costs, the GWM is sharp as hell. Ownership is good, too, with a seven-year warranty with roadside assistance and capped-price servicing throughout, while the battery is covered for eight years. Each of the first seven services are capped at $550. The GWM Cannon PHEV Hi4-T Lux comes with: 18-inch black alloy wheels Full-size steel spare wheel Exterior black pack LED headlights Rear privacy glass 10.25-inch digital instrument cluster 15.6-inch touchscreen multimedia system Wireless Apple CarPlay and Android Auto Six-speaker sound system Electric park brake Wireless phone charger Synthetic leather upholstery Six-way manually adjustable driver’s seat Four-way manually adjustable front-passenger seat GWM Cannon PHEV Hi4-T Ultra adds: Electronic sunroof Interior ambient lighting Footwell lamp USB for dashcam Auto-dimming rear-view mirror Heated steering wheel Leather-accented upholstery Six-way power-adjustable driver’s seat Four-way power-adjustable front-passenger seat Heated and ventilated front seats GWM's plug-in offering is solid on paper, blending a 2.0-litre turbo-petrol engine with an electric motor and a 33.1kWh LFP battery to produce a total 310kW and 750Nm. The set up also delivers an all-electric driving range of 115km (on the NEDC cycle, so more like 100km WLTP), while a 75-litre tank is also on board. GWM claims a 2.4L/100km fuel use number, but the way those figures are calculated in a PHEV are a fantasy. Still, even at nine litres per hundred kilometres, you should expect a total range in excess of 800kms. And further still if you're super judicious about plugging in. For the record, our car had been averaging 10L/100km on the dot. But is it a proper ute? Apparently, yes. To be fair, our drive didn't put any of the hard stuff to any kind of test, but the brand is claiming a 3.5-tonne towing capacity, a 835kg payload, and a dedicated towing driving mode. The four-wheel-drive stuff checks out, too, with a proper mechanical low-range 4WD system, an e-mechanical rear diff lock and all the other usual accoutrements. And I am a huge fan of the bank of three household style powerplugs in the tray, to keep tools topped up at work, and toys topped up on the weekend. Finally, a five-star ANCAP rating was applied to the Cannon in 2021, but doesn't appear to include the PHEV variants. Ute interiors are getting better and better, and the GWM is no exception. We tested the top-spec Ultra, which does add things like leather for the seats and steering wheel, and a sunroof, but both models share the same strong tech offering – a 10.25-inch digital driver display, a 15.6-inch central touchscreen, six speakers and wireless phone mirroring. Kudos to GWM for the inclusion of key physical buttons, like climate control fan speeds and some of the off-road functions, but the locked out bar of options at the bottom of the central screen (maps, climate, demisting, things like that) work pretty well, too, and save you having to search for anything while driving. I’m basing this solely on the top-spec model, of course, but there’s nothing utilitarian or rugged about the experience in either seating row. Forget the exterior and it feels much like an SUV, rather than a workhorse. It can feel like a bit of a mixed bag in places. Or to put it another way, it feels like it’s almost a very good ute to drive. It lacks the overall refinement and poise of something like a Kia Tasman, but the combined power outputs are prodigious and the cabin experience is actually quite lovely. I love the fact that, battery willing, every trip starts in EV mode, but there can be a noticeable delay when you put your foot down, with the ute also sometimes deciding whether it will disconnect the parking brake or ask you too. So you put a little more pressure on the pedal, only for the engine to kick in and send the back tyres skipping. It also feels like one of those utes that would settle with a load in the tray. Without one, it can really crash and bang if you’re too adventurous with sharp speed bumps and the like. Those quirks aside, though, the GWM is easy to live with. It eats freeway kilometres with ease, and none of its active safety systems felt overbearing or intrusive. It’s largely quiet in the cabin, too (though the petrol engine does make itself known when it comes to life), and the steering suits the job at hand. It’s always a bit unfair testing only one side of a dual-cab ute’s personality, and I can’t wait to put the GWM to a harder test, but I can say that, while not perfect, it’s an easy urban adventurer.

Chery has officially announced pricing of its Stockman diesel plug-in hybrid (PHEV) ute in Australia. Pricing is $52,990, before on-road costs, for the Stockman Urban and $57,990 for the Ultimate. This entry pricing sees its start roughly $5000 cheaper than the BYD Shark 6 Premium. It’s roughly $2000 more than the entry-level GWM Cannon PHEV and $3000 more than the entry-level JAC Hunter PHEV. Customer deliveries of the Chery Stockman are set to commence in February 2027. The Chery Stockman is set to feature a 2.5-litre four-cylinder turbo-diesel PHEV powertrain with total system outputs of 350kW and 800Nm. This is mated to a four-speed dedicated hybrid transmission with drive sent through an all-wheel-drive system. Additionally there are centre and rear locking differentials as standard. The top-spec Ultimate also gains a front locking differential. A 34kWh lithium iron phosphate (LFP) battery under the tub allows for up to 96km of WLTP-claimed electric range. AC charging is offered at rates up to 6.6kW and DC fast-charging is available at rates up to 70kW. There’s also an 80-litre diesel fuel tank. The Stockman is claimed to consume 1.1L/100km on the NEDC combined test cycle. Chery has previously confirmed a petrol PHEV version of the Stockman will follow after the launch of the diesel PHEV. No details about this powertrain have been revealed. The 2027 Chery Stockman is larger than many of its mid-size dual-cab ute rivals, however it’s still considerably smaller than full-size American pick-ups like the Chevrolet Silverado and Ford F-150. It measures in at 5450mm long, 2010mm wide and 1930mm tall, with a 3250mm wheelbase. The tub also measures in at 1560mm long, 1560mm wide (1220mm between the wheel arches) and 505mm tall. The Stockman is claimed to have 247mm of ground clearance, as well as a 30 degree approach angle and a 25 degree departure angle. Chery has confirmed it will offer two trim levels of the Stockman, called Urban and Ultimate. The 2027 Chery Stockman Urban has the following standard equipment: 18-inch alloy wheels Full-size spare wheel LED headlights Side steps 10.25-inch digital instrument cluster 15.6-inch touchscreen multimedia system Wired and wireless Apple CarPlay and Android Auto Six-speaker sound system Dual-zone climate control Synthetic leather upholstery Six-way power-adjustable driver’s seat Four-way power-adjustable front passenger seat The Ultimate adds: 17-inch alloy wheels with all-terrain tyres (optional extra) Rear privacy glass Electronic tailgate release Front fog lights Heated steering wheel 14-speaker sound system Digital rear-view mirror Head-up display

The Sport+ is the second-highest grade in the new Kia Seltos family, above the S and Sport, and below the flagship GT-Line. It lists at $44,970, which is starting to get expensive for a small SUV, and – like its core rival the Toyota Corolla Cross – it is offered with a hybrid powertrain only. In this instance, it’s a 1.6-litre petrol engine, a six-speed dual-clutch automatic, and a front-mounted electric motor to produce 112KW and 265Nm. Acceleration isn’t exhilarating, but it has been tuned and tested for Australia, which makes it quite lovely to drive. The Sport+ feels like a bit of an equipment sweet spot as it adds the following on top of the Sport: Cloth and artificial leather seats Heated front seats Powered driver's seat Rain-sensing wipers A more premium leather steering wheel

Tech giant turned automaker Xiaomi continues to ride a hype wave in China despite its viral hit SU7 sports car and YU7 SUV taking a sales hit. After recording head-spinning sales numbers, which well exceeded its capacity to build over the last couple of years, Xiaomi has built on its early viral success to launch its latest pair of luxury SUVs. The N70 and N90 from the company’s new SkyNomad range aren’t quite recording the same six-digit sales figures that saw the brand have year-long waiting lists previously, but with over 70,000 pre-orders for the two hybrid SUVs it is successfully stoking continued interest in its follow-up products. In terms of actual deliveries in its first two months on sale, the SkyNomad range has already clocked up nearly 30,000 units in the Chinese market, making the new range account for over half of the brand’s volume. The company has been building out its production capacity in the meantime, meaning the waitlist for its original cars the SU7 and YU7 have been reduced from over a year to just a few weeks. Waitlists for the new SkyNomad models, despite promising pre-orders, are just one to five weeks in China. Xiaomi has delivered an eye-watering 336,658 deliveries in China so far this year, but is tracking to miss its lofty original 550,000 unit goal. The tech-focused automaker has been heavily impacted by the stagnation and decline of the Chinese new car market after years of booming sales off the back of a brutal price war and a long list of hyped new-car launches. Many Chinese brands are seeking refuge in higher-margin export markets, and Australia is particularly appealing thanks to its lack of tariffs and relatively low barriers to entry. While it was long thought Xiaomi would be years away from a domestic debut, the company was spotted recently hiring for automotive-related roles in Sydney on LinkedIn, and with its new production capacity reducing wait times it should have the ability to canvas right-hand drive production. Xiaomi has been a trend-leader in the Chinese market, pioneering mainstream Chinese performance EVs with its SU7 to the point where rivals are forced to emulate it. While it is late to the large SUV trend, it is betting on an adventure camping angle rather than the usual hardcore off-road or luxury SUV vibe. Both the SkyNomad N70 and N90 are range-extender plug-in hybrids, equipped with a 1.5-litre four-cylinder turbocharged engine (112kW) and dual electric motors on each axle, producing 210kW at the front and 100kW at the rear. They are equipped with EV-sized battery packs offering fully electric driving ranges between 351km and 505km measured to the more lenient CLTC standard depending on variant. The N90 offers an ‘Explorer Edition’ atop the range pre-fitted with a pop-up rooftop tent. The N70 is priced from the equivalent of A$46,000, while the N90 which only has the larger of two battery packs can be had from A$59,000 in China. Expect at least a 20 per cent premium if the brand were to bring its large SUV range Down Under. No doubt the brand is aware of latent interest in its SU7 and YU7 for Australia, too. Xiaomi has also made significant moves toward a European debut this year, opening a new centre in Munich. Stay tuned for more on Xiaomi as its automotive plans for our market firm.

GWM’s new luxury sub-brand, Wey, has just priced one of its upcoming high-end models in China.  The Wey Blue Mountain large SUV will start from 289,800 yuan (about $63,000), with prices rising up to 329,800 yuan (about $72,000).  The rugged-looking plug-in-hybrid-powered Blue Mountain is a bigger family SUV than the Kia Sorento PHEV ($71,175) and the conventional-hybrid-only Toyota Kluger ($62,410), both before on-road costs.  It will also be a direct competitor to the seven-seat BYD Ti 7 PHEV that has just been approved for sale in Australia.  GWM is expected to begin deliveries before the end of 2026. The Blue Mountain uses a plug-in hybrid set-up made up of a 2.0-litre turbo-petrol engine and two electric motors that combine to produce 510kW and 940Nm.  This means the car can accelerate from 0-100km/h in 4.8 seconds.  GWM has equipped the Blue Mountain with a 66.6kWh battery that has an electric-only driving range of 350km, according to less accurate CLTC standards.  The car sits on an 800-volt platform, enabling DC fast charging from 30 to 80 per cent in just nine minutes.  GWM is also planning to release a conventional hybrid variant of the Blue Mountain in the future. While the Blue Mountain rides on a car-based monocoque chassis, Wey has equipped the SUV with some off-roading hardware. This includes a locking rear differential and seven driving modes like snow, mud and sand.  It has dual-direction rear-wheel steering (up to 20 degrees), with a dedicated crab-walk capability. There is closed dual-chamber air suspension and continuously variable damping as well for more comfortable driving. Inside, buyers can opt for the Blue Mountain to be fitted with five or six seats. Six-seater variants of the Blue Mountain measure up at 5300mm long, compared to the five-seater's 5140mm. It has an expansive 29.6-inch dual central multimedia and passenger screen, as well as a separate digital driver display and head-up display.  Other interior features include a 21.4-inch roof-mounted rear entertainment screen, with heated, ventilated and massaging seats in the front two rows.  GWM has confirmed the Wey sub-brand will launch in 2026, but the Blue Mountain is not one of the models that is expected to arrive first.  The Wey G9X people mover and V9X are earmarked to be the first models to hit local showrooms, with a smaller V8X also on the cards.  There’s potential for the Blue Mountain to land in Australia in 2027 as part of Wey’s expanded line-up. A spokesperson for GWM Australia told CarsGuide the car remains under investigation as part of the larger Wey brand expansion, but could not confirm its Aussie introduction. New Chinese cars usually incur a 20 to 30 per cent price increase when put on sale in Australia, meaning buyers can expect a price tag of more than $80,000 here.

Audi Australia sees itself as a “crash test dummy” for the brand globally in terms of how the wave of new Chinese automotive challengers entering this market is impacting the German maker’s positioning and customer base. Asked about the impact of the rapid influx of emerging nameplates from China on the new car market, Audi Australia Director Jeff Mannering told CarsGuide there are four things influencing the current dynamic. “First, the Chinese cars are coming, the reason being there are no tariffs on Chinese products and I think we’re number three or four in the world in terms of the amount of models that have come in. “I presented to the board last week and said, ‘Guys, get ready ‘cause it’s coming’. So, we’re a bit of a crash test dummy in terms of what can possibly happen in a very short period of time.” Mannering also referenced on-going conflict in the Middle East which has generated a “switch in mindset that says diesel is very expensive, petrol’s very expensive, so you get a push towards EVs and plug-in hybrids. “And with the amount of Chinese cars that have those powertrains it was a case of the stars aligning,” he said. A third factor called out by Mannering is tax reform, touching on the federal government’s EV discount policies, Fringe Benefits Tax (FBT) exemptions and the New Vehicle Efficiency Standard (NVES) scheme.  In detailing his fourth influence on the current market Mannering concedes Audi is “never going to compete on a price position with Chinese cars” but notes 70 per cent of the brand’s customers in Australia finance their purchase. “It's hard to get finance because it's negative equity in house prices because they've gone down.  “So, a lot of people have shifted to cheaper cars. I think that's part of the whole shift in the market.”  In terms of Audi Australia’s response to these factors, Mannering said, “We are always looking at our models and how do we rationalise, or do we bring different powertrains in?  “It's not as if you're saying ‘hope this goes away’, you're engaging with the whole thing.  “I think it's woken everybody up to now focus on what could possibly happen. “It's always work in progress and even if the Chinese brands weren't here, we were doing it anyway,” he said.  And the Audi board's response to Mannering’s heads up? “They are somewhat nervous because they've seen this is what can happen and we need to be faster as legacy OEMs (Original Equipment Manufacturers). “We've been entrenched in the manufacturing of great cars and it's not just Audi, it's all the legacy brands.  “We haven’t had the greatest competition, except amongst ourselves. And now there's a whole new country that's brought these cars in and said, We're here, guys. Great. Good night,” he said. On the question of how Audi will stand apart and maintain demand in an ever more crowded market Mannering is clear. “We're always good sports about healthy competition. Being a traditional brand with 100 years of history, building amazing vehicles, I think it's that feeling you get when you drive a specific brand.  “For Audi, the amount of engineering prowess and the years of experience that go into developing a car like the RS 5, for example, shows how it makes our customers feel. “It drives like an Audi, performs like an Audi and that's why our customers buy an Audi, because it feels special. 
 “Our brand profile, very much performance-focused, we live and breathe every day. But new competitors that come keep us healthy,” he said.