Plug-in hybrid

Sedans aren’t dead, as it turns out, with newcomer brands breathing life into the ailing segment in recent years.The issue for brands like MG, BYD and now Geely, as always, is the venerable Toyota Camry which absolutely dominates the sales charts.How do you knock such a legendary vehicle off its perch? Geely reckons it might be onto something with its hybrid-first Emgrand, set to hit our shores in 2027. Let’s take a look.First up, let's see where the Emgrand sits, and how it might be priced to succeed.At 4806mm long, this offering from Geely is bigger than a traditional small sedan like a Kia K4 or Hyundai i30 sedan, but a little smaller than a Camry. It’s a good format, and with a long wheelbase and seemingly ample interior and boot space, it certainly has the right ingredients.Geely’s people tell us the Emgrand is set to start life in Australia initially as a plug-in hybrid using the brand’s EM-i system, which combines a 1.5-litre engine and hybrid transaxle with a pretty sizeable battery pack under the floor.The version of this car sold in China (from Geely’s hybrid and electric Galaxy arm which also sells the EX5 and Starray SUVs) is priced at the equivalent of $A24,600, reaching up to the low-$30k mark at the more premium end of the spectrum.It's doubtful we’ll see the entry-level car make it to Australia though, so a starting price of around $30k wouldn’t be surprising.For reference, the Kia K4 hybrid is $32,090, the Hyundai i30 sedan hybrid is $33,250, the soon-to-launch BYD Seal 6 starts from $34,990, and the Toyota Camry is priced a little higher, at $39,990, all before on-road costs.As the Emgrand will be a plug-in hybrid first, its closest rival will be the BYD, and this is where things start to get a little technical for the Geely, because it will need to be specified and priced just right to thread the needle between its plugless and plug-in rivals.In my opinion, though, launching with the plug-in isn’t quite the right move, and the Emgrand would be better served using Geely’s new plugless hybrid i-HEV setup instead.This system claims to use as low as 2.2L/100km in the Emgrand (to lenient Chinese measuring standards) and can drive more than 80 per cent of the time in fully electric mode, despite not needing to plug in.Geely’s Australian boss, Alex Gu, told CarsGuide the system was very much on the radar, despite our tough new emissions laws making it difficult for plugless hybrids in the future.What makes more sense for the primary audience of this car though?A ride-share driver would much rather have the convenience of the plugless system doing hundreds of kilometres a day, compared to the inconvenience of needing to plug in.At least the EM-i system this car is set to launch with is claimed to consume as low as 2.9L/100km even when the battery is at the reserve level, so perhaps it won’t matter.The styling is pretty sharp. If you think it looks a little reminiscent of a Volvo S60 with its tall, sharp belt line, distinctive grille, and tidy European proportions, that's because Geely owns Volvo and has no doubt called on its design expertise.Inside things are remarkably restrained compared to some rivals, with an elegant dash layout and nice material choices.It includes a combination of a 14.6-inch multimedia touchscreen with the brand’s Flyme software, and 10.25-inch digital dash cluster, both of which are present in the EX5.A big bonus compared to the EX5 though, is the presence of a control dial and a few shortcut toggles on the centre console, which help to reduce the dependence on the touchscreen for everything.For what it’s worth, Geely’s software looks a bit better than some of its rivals, but is still clumsy to use with odd menus and poorly used screen real estate.Despite wielding a decent battery size, the Emgrand had plenty of room for my 182cm frame in both the front and rear seats, even with the front seat set to my comfortable driving position.Unlike plug-in sedans I’ve driven in the past, the Emgrand’s GEA platform places the battery under the cabin floor rather than the boot, so it maintains a generous 609 litre boot space. Great for the airport run, no?Powering the Emgrand is a 1.5-litre non-turbo four-cylinder engine (82kW136Nm) mated to a hybrid transaxle with an electric motor producing 120kW/210Nm and driving the front wheels. It is backed by either an 8.5kWh or a 17kWh battery pack which provides either 60km or 125km of pure electric driving range, according to the more lenient CLTC measuring standard.It’s hard to see the 8.5kWh version having much of a run in Australia, but 17kWh is much more appropriate. Charging speed is 35kW on DC for the larger battery, allowing a 30-80 per cent top up in 20 minutes. All versions of the Emgrand are capable of vehicle-to-load at 3kW.How does it drive? In our limited test which involved an agility exercise and a 0-100km/h sprint with a moose test, the Emgrand proved remarkably sharp. Its tidy, lower-riding chassis and surprisingly responsive steering is no doubt helped along by a long wheelbase and firmer suspension to make for a fun jaunt compared to an SUV.It’s also quite rapid in a straight line thanks to the primarily electric drive, and like the better batch of plug-ins, the Emgrand seems to maintain enough reserve charge not to take the wind out of the motor’s sails when it’s needed most.Time will tell, however, how the final product fares on more challenging Australian roads, especially when it comes to active safety calibration, which can ruin an otherwise great car.

The Zeekr 9X will be Australia’s first ultra-luxury car from China, but will it find an audience?That’s the question I’m asking myself at the brief Chinese preview drive of the monster three-row large SUV that will top the brand’s line-up in Australia later this year.It looks like it has the panache of a Rolls Royce Cullinan or Bentley Bentayga, but on a significantly tighter budget, and with a much more modern approach to what powers it.I'm keen to learn if these are ingredients for success or perhaps a bridge too far for an ambitious luxury brand with only five years of history.First, where will it sit in the hierarchy of Australian luxury SUVs?At a whopping 5239mm long and with a wheelbase of more than three meters, the 9X is an imposing beast of a car, something rammed home by its expansive bodywork, huge chrome grille and boxy roofline.It also has three rows of seating, putting it up against the Audi Q7 ($108,815) at one end of the price spectrum, or the full-size Range Rover (which you need to spend at least $321,000 to get three rows of seats) at the other.Of course, its enormity and grandiose styling would have Zeekr wanting you to think it’s more akin to something like the Bentley Bentayga (from a cool $412,600) or Rolls Royce Cullinian, which will leave you little change from a million dollars.The 9X, meanwhile, starts from the equivalent of A$95,400 in its Chinese home market, suggesting a starting price a bit over $100,000, perhaps even north of $120,000 by the time it lands locally.Zeekr also takes the 9X in a completely different direction from its aforementioned segment rivals, which are powered by everything from 2.0-litre four-cylinder diesels to 6.7-litre V12s, instead offering a dual- or tri-motor plug-in hybrid system, backed by a 2.0-litre turbo petrol engine and a massive battery pack.The result is either 660kW/935Nm of combined power for the base two variants, or 1030kW/1410Nm for the top-spec car, as well as between 300 and 380km of fully electric driving range without even needing the engine.The all important 0-100km/h sprint time? As low as 3.1 seconds. Not bad for a three-tonne SUV.Like I said in my review of its smaller Zeekr 8X sibling, it’s just so much car, even at more than $100k.Every version of the 9X offered in China gets air suspension and a 900-volt architecture, allowing the battery to be charged in nine minutes on a fast enough DC pylon.Every version is clad in lavish full Nappa leather trim and there’s even active noise cancellation.Inside feels impressive, too. The 9X gets a different cabin layout and even a unique steering wheel from the rest of the Zeekr range, befitting its flagship role.Space is gratuitous in all three seating rows, with the third row perhaps surprising me the most. Having spent a decent amount of time in the third row of a Zeekr 009 people mover as part of this same trip, it’s worth asking if you need something this large when the 009 people mover offers a slightly better third row and is fully electric at an equivalent (or perhaps slightly cheaper) price.Still, there are so many luxuries in all three rows. Everything is electrically adjustable, heats, cools and massages you, and there’s shades for all the windows.To top a swish interior off, despite the fact that I fit in all positions at 182cm tall, there’s still 470 litres of boot capacity, and it even has a super suave split tailgate like an old Range Rover. Awesome.Vehicle to load (V2L)? Yep, got that. Full-size power outlet in the cabin? Got that too. Of course, the list of safety kit is exhaustive, but it remains to be seen if the Australian-spec version will also be exhaustive.You don’t want for included kit then, but how does this monolith of an SUV drive?Shock and awe is the answer. A 0-100km/h acceleration test was an expletive-laden experience, with the huge, circa-three-tonne SUV leaning back on its haunches and hurtling forward with terrifying alacrity. It is one of the most intense bouts of acceleration I have experienced in recent memory.The body certainly feels its dimensions when rounding a corner, and interestingly the steering feels a bit more detached than that of the 8X.The 9X stayed surprisingly composed and rode relatively flat during the 'moose test' part of the exercise set up for us during our brief test drive, no matter how unwieldy it looked from outside. Clearly, the air suspension does a lot of dynamic heavy lifting.The enormous monoblock-style wheels transmitted a noticeable amount of thud to the cabin before the adaptive suspension wised up to the speed bump test we subjected it to.But just like the 8X below it, the sheer weight and size of the 9X appears to be its primary drawback. There’s only so much suspension magic that can make up for the sheer density on offer here, and I can’t imagine it’s going to be easy to reliably find 5.2-meter-plus parking spots for such a car in the centre of the city.

Toyota's new CEO says the world's biggest automotive brand would engage in some big changes as it battles shrinking profits in a tough global economy.Chief Executive Officer of Toyota, Kenta Kon, said while Toyota had strong results thanks to “marketing efforts” in several key markets, including the USA where it had a record sales result, the company was expecting operating income to continue to decline due to the conflict in the Middle East and ongoing challenges with US tariffs.Importantly,  Kon earmarked several big areas of change. One is to reduce the amount of time it was taking the brand to deliver new hybrid models, something Australian buyers of the new-generation RAV4 (or even the previous RAV4 during production shortages of COVID) will be familiar with.“Our hybrid customers have been waiting a long time to receive delivery, so we must deliver to these customers more reliably. That’s the first thing we must achieve, because as a manufacturer, that is our biggest mission,” Kon said at a press conference announcing its 2025 full year financial results.Currently, the new RAV4 has a three-to-six month waiting period, depending on model grade.Toyota Australia's Vice President of Sales Marketing and Franchise Operations, John Pappas, recently told CarsGuide the increase in complexity for the new model range across 2WD, AWD, and now plug-in hybrid variants would have an impact.As a result of these delays, plus a dip in supply between the runout of the old model and launch of the new version, Toyota’s Australian sales dropped 19.3 per cent in March, marking an overall drop of 23 per cent down for the quarter year-on-year.Toyota’s long-touted multi-pathway strategy, which has seen the Japanese auto giant move slowly on its roll-out of battery electric vehicles, is something Kenta Kon will be looking to “accelerate” as part of a new mission to “re-organise our production models".This could mark a big change for the company. As to what Kon means, he said while Toyota was “fortunate” to be in a financial position to keep providing its buyers the “convenience” of hybrids, going forward the brand will need to undertake a “review of the model mix".“As we pursue along the line of multi-pathway, that will naturally increase the number of models and that means an increase in the number of parts and specifications which will make this even more complex for customers” Kon said.“So I believe that if we can review that complexity, that would have a major impact.”However, responding to a question on globally plateauing EV demand, Kon said the company’s strategy would still include increased battery electric sales.“Whatever the cars that our customers want, we would like to deliver - if our customers want BEVs we will deliver them good BEVs and that will remain the fundamental part of our strategy,” he said.Adding to Kon’s comments, Executive Vice President and Chief Financial Officer of Toyota, Yoichi Miyazaki, said the company had to “adjust the sales numbers to actual demand and in areas where BEVs will grow".Interestingly, he noted the brand would continue to lean into its joint-venture operations for fully electric sales success.Miyazaki noted China, which is already a “mainstream market to begin with for BEVs” was already a success story for Toyota off the back of its FAW and GAC joint-venture models like the bZ3X.He also said Toyota’s strategy to roll out both its own and joint-developed models with Suzuki will continue in Europe. Interestingly, he also earmarked the USA as having strong potential for battery electric growth.Miyazaki also declared one thing Toyota won’t do as part of its strategy going forward, despite the need to repair its profits.“There was a time when we only pursued volumes. We will never go back to that, and each of our employees understand that,” he said.Stay tuned to see what impacts Toyota's global strategic changes will have on the local product offering, as Australia's new emissions laws for passenger vehicles inevitably have an impact on the brand's line-up.

We’ve hit peak ute and the only way is down as Aussies abandon the diesel-guzzling workhorses.

Chinese carmaker BYD is making history as it rockets its way up the Australian sales charts that could see it finish in second place by the end of the year.Year-to-date BYD has sold 25,243 vehicles in Australia. Perennial top five seller Hyundai has recorded 25,103 so far, while Ford, the second-best selling brand in Australia last year, has managed 25,920.What’s so impressive is not just how many cars BYD selling, but the speed of its conquest of our market. This time last year BYD had sold 11,974 cars and somehow in the space of a year the brand has pushed past nearly every other carmaker in the country and looks to be headed to finishing second in 2026.The brands that still stand in BYD’s way are Kia with (27,080 cars sold so far in 2026), Mazda (27,526) and of course Toyota (59,675).Toyota is like the final big boss of the Aussie car game and BYD is one hundred per cent not going to beat it this year or possibly ever. It would be fun to entertain the idea that BYD could beat Toyota at some point in the future, but the only way that could happen is if Toyota tripped so badly in the sales race it couldn’t get back up again.We have seen huge brands rise and fall. Holden was once Australia’s top selling brand and today… well, it doesn’t exist.So Toyota’s is a lock for top spot this year, and the reality of BYD taking the silver medal is a very real possibility.That would send shock waves through the industry and mark the end of time for established brands such as Ford, which relies almost entirely on one model — the Ranger ute — to keep it on top.Ford would be anxious and brands such as Mazda, Kia and Hyundai would be feeling the heat, too.   Monthly sales for BYD show just how quickly the brand is striding ahead. In April BYD sold 7702 cars in Australia. Kia sold 6450, Hyundai 6002, Ford 5748 and Mazda 5636.Toyota, by the way, sold 15,185 cars in April.Are we living in unusual times? Interesting times, but not unusual. It seems that every 10 to 15 years a new big force arrives. Kia and Hyundai were the previous big force. Now it’s the Chinese brands' turn, and they're currently elbowing each other out the way to get to the front while the old guard scratches its head wondering what just happened. The catalyst for change has been the switch to electric cars and with Toyota, Ford, Mazda, Nissan and Mitsubishi hardly having an EV between them, Chinese brands have swooped in to offer what people want.BYD, Chery, MG, GWM, Geely and Zeekr are offering outstanding and affordable electric cars and hybrids from hatches and sedans to SUVs and utes.MG and GWM were first on the scene, and both have become a part of Australia’s automotive landscape.BYD has won over Aussies even quicker.Four years ago almost nobody in Australia had heard of BYD, or Build Your Dreams as it was known then. As motoring journalists we were aware of the new brand from China, but hardly saw it as an immediate threat to the likes of MG, which had already won over Aussies with models such as the MG ZS. Nope, in 2022 BYD appeared to be just another Chinese brand hoping to ride the wave of interest in EVs that had taken off in Australia.The popularity of BYD models such as the Shark 6 plug-in hybrid ute, Atto 3 small electric SUV and Sealion 7 electric SUV have been central to the brand’s success. Crucial to the brand’s continued rise is bolstering its line-up with a multitude of other models, such as the Atto 1 electric hatchback, Atto 2 electric small SUV, Sealion 5 compact plug-in hybrid SUV, Sealion 6 mid-size plug-in hybrid SUV and Sealion 8 seven-seat plug-in hybrid SUV.BYD could just make it to second spot this year, but how long it can stay there is another story. Hyundai or Kia could make a comeback, but what is looking even more likely is a challenge from a fellow Chinese brand such as Chery. Chery only has five models but sold 4322 cars in April, and this year it will launch its diesel hybrid ute to rival the BYD Shark 6 and that could add an extra 1000 sales a month. Then again the ute market appears to be headed into troubled waters - again, another story for another day.For now it’s BYD time in the sun and while that might not mean being number one, number two would do.

Still don’t reckon diesel is on the chopping block in Australia? Well strap in, because another nail in its coffin has just arrived in the shape of the JAC Hunter PHEV.And with it comes a like-for-like comparison. See, the Hunter shares its underpinnings with the diesel-powered T9 ute, giving the brand’s customers a choice – take the new petrol-electric version, or stick with the cheaper diesel.And having driven both, the people in the latter camp should be able to be counted on one hand. It’s not that the Hunter feels like the best ute in its segment, it’s more that the combination of petrol power and electric propulsion massively improves the drive experience compared to the one with a diesel donk.But more on that in a moment. For now, let’s dig deeper into the details.The Hunter has been JAC’s long-promised volume play, and while we test drove this one in Australia, it’s not actually the ute that will be launching here wearing a sub-$50k price tag later this year.For perspective, the cheapest BYD Shark 6 ute, the Premium, is $57,900, while the Ford Ranger PHEV Stormtrak is currently around $73k drive-away. So the Hunter is sharp.JAC has also commendably joined the localised-ride-and-handling community (like GWM, and Kia and Hyundai before it), recruiting former Holden chassis engineer Michael Barber to fine-tune the Hunter for our conditions.We’re talking more than a nip and tuck here. Barber says he went through 50 damper rebuilds to get the Hunter where he wanted, which was a ute that feels tighter, more responsive to inputs and more confidence inspiring than the JAC products to have come before it.The catch is that, while the work is reportedly done, it hasn’t entirely made its way to the vehicles we’ve tested. Some changes are present (notably a focus on noise, vibration and harshness and the fitment of better acoustic glass), but not all of them. And the brand says the cars that eventually go on sale here will drive very differently to these ones.What we can tell you, though, is a bit more about the powertrain, and how it works. The PHEV system here pairs a 2.0-litre turbo-petrol engine with twin electric motors (one at each axle) to produce a total 360kW. It doesn’t feel like that much power, to be honest, though the progress is smooth and definitely doesn’t feel underpowered once underway. It is a slow-ish getaway from a standing start, though – we were recording (very unofficial) runs to 100km/h of around 8.5 seconds.Part of the slower-than-expected take-off, I think, is that the different power sources all kick in at different times. The on-screen display suggests the rear motor starts first, which is then joined by the front motor, and then – at around 30km/h – the petrol engine kicks in, adding a noticeable boost in performance. Again, it does not feel underpowered, and the power delivery provides a constant urge when everything is humming along altogether. And it’s infinitely smoother and more predictable than the diesel-powered alternative.The other focus for JAC has been proper work-ready performance. The Hunter will tow 3.5 tonnes no matter the battery state (I think because the software won’t let it fall below 20 per cent charge), combined with a 915kg payload, front and rear diff locks and five pre-programmed off-road modes. Clearly JAC is taking the demands of the Aussie market seriously.On board is a V2L connection, while a 31.2kWh LFP battery (with 45kW DC fast charging) delivers an all-electric driving range of around 100kms, and contributes to the total driving range (so with a full battery and a full tank) of more than 1000kms on the NEDC cycle.Our brief preview test included what I would describe as moderate off-road challenges, including a couple of deep gullies and some pretty steep dirt climbs, and the Hunter did it all easily enough that it felt like it had plenty more to give. Interestingly, it’s also very quiet off-road – I had to check whether the petrol engine was running a couple of times, and it was.On the road, the Hunter feels a marked improvement over the diesel T9, even if it doesn't feel as spritely under foot as some of its plug-in rivals. The transition from electric power to petrol power feels subtle and unobtrusive, and the steering is good for the segment, too – though even on my very brief trip I was desperate to turn off the overzealous driver attention monitor, which loved a happy beep and bong.It also has that kind of jittery ride quality a lot of unladen utes have, but it's impossible to pass judgement on that stuff yet, as we haven't driven the finished product. On price and spec alone, the Hunter looks as though it will draw plenty in for a look. And if Mr Barber can deliver an Aussie masterclass in ride and handling, it should attract plenty more.But for that we'll have to wait and see.

If bigger really is better, then Leapmotor might be onto something with the D19. Because the Chinese brand’s newest flagship SUV is a monster.Just launched in China, the D19 is a three-row, six- or seven-seat large SUV offered in either full BEV (with two or three electric motors) guise, or as a plug-in hybrid REEV, or range extender electric vehicle, which is the one we’ve tested.At more than 5.2m long and almost two metres wide, we’re talking bigger than a LandCruiser 300 Series here, but while the hulking Toyota is designed to reduce mountains to mere molehills, the D19 fulfills another brief entirely.This one is about space, and lots of it. Which is fitting really, given our brief test in China revealed a drive experience that felt a bit like being in zero gravity, only with fewer George Clooneys and Sandra Bullocks. But more on that in a moment. Before we get into the details, can I just put my cards on the table. I reckon that, in the three-row-SUV world, six seats are infinitely better than seven. I love the two-seat second-row layout in everything from this to the Hyundai Ioniq 9 and Tesla Model Y L. Unless you absolutely need every seat you can get your hands on, then six seats is the way to go.  Now, to the D19. In typical Chinese fashion there’s a lot of stuff. The standard features list includes 20-inch alloys, air suspension, a massive 15.6-inch central screen up front and two 9.0-inch touchscreens in the back. The first and second row seats are heated, ventilated and offer a massage function, too. For the record, this thing costs the equivalent of around $A45k in China, and it’s stacked. There’s even an 8.1-litre fridge, and a 21.4-inch rear screen that folds down from the roof, meaning you can kick back with a cold drink and a movie while someone else drives.The REEV philosophy, as opposed to traditional plug-in hybrids, relies only on the electric motors to drive the wheels, using a smaller ICE engine (in this case a 1.5-litre turbo-petrol) to recharge the battery or provide power to the motors. In short, it drives like an EV, but for longer.In the case of the D19, a lot longer. While something like a Chery Tiggo 9 Super Hybrid is fitted with a 34kWh battery — meaning an all-electric driving range of around 170kms — the Leapmotor is fitted with a choice or 63.7kWh or 80.3kWh LFP batteries, with the latter delivering an all-electric driving range of up to 500kms under CLTC testing.We’ll lose some of that range by the time we convert the promise to WLTP in Australia, but that should still be in the region of 400kms before you need to plug it in.All up, the petrol engine and twin electric motors produce 300kW and 520Nm, enough for a claimed sprint to 100km/h in six seconds, though we managed closer to 10 seconds, admittedly with four adults on board.Built on Leapmotor’s 4.0 platform, the D19 REEV runs an 800v architecture (the BEV version is 1000v), which means fast charging. The brand hasn’t gone too deep into specifics, but promises 30 per cent to 80 per cent in around 20 minutes if plugged into a high-speed DC charger. Leapmotor also hasn’t confirmed the D19's arrival in Australia, but it’s no doubt coming, and could be here in as little as nine months.“In Australia, it could work,” the brand tells me. ”Definitely it's a flagship right now. And wherever there is appetite, we will try to be there. The localisation for overseas is nine-to-12 months after what has happened in China. If tomorrow morning we say, ‘you know what, we want D19’, that is nine months.”So, to the drive. Our wheel time was limited to a rented track near Leapmotor’s Chinese headquarters, and challenging it was not. Corners are an endangered species here, and the only time we got the D19 shifting its weight was through a slalom course the brand set up for us. And let's be honest, at more than 2.5 tonnes, there is a lot of D19 weight to shift, and it feels it. Like a lot of Chinese products, it feels soft in its suspension, giving occupants that sort of weightless bouncing feeling as though walking on the moon.The steering does have a little bit of nice weight to it, though, and the power delivery is nice and smooth. It doesn’t leap off the line, the D19, but rolling acceleration is ample, and it will keep pushing well north of 100km/h.But the short version is this is not set up to feel anything like a performance car. Comfort is the order of the day in this, and that can mean something entirely different in China to the rest of the world.Stellantis (of Alfa Romeo, Fiat and Peugeot fame, among many others) owns 51 per cent of Leapmotor International, and the brand says the cars launched outside of China are tuned in Europe, and drive very, very differently to the butter-soft ride quality demanded in Leapmotor’s home market.A Euro-style drive with China-style pricing and equipment could make the D19 a player if (though we think it’s ‘when’) the big bruiser arrives in our market.

Holidays at home have never looked better from a global crisis point of view. But increasing fuel prices threaten to put the brakes on that, as well, especially when diesel is up to a dollar a litre more than petrol. Enter the GWM Tank 300 plug-in hybrid. It promises a performance-to-running costs ratio that will really take some beating. And the sticker price is pretty sharp, too.

Chery has just dropped a huge hint on what the name for its incoming plug-in hybrid diesel ute might be.Currently codenamed ‘KP31’, the brand has whittled down 20,000 submissions to a shortlist of nine potential names for the ute. This list includes Bushwalker, Ironbark, Longreach, Mate, Orca, Outrider, Ridgeback, Stockman and Terra.It has trademarked all nine of the names in line with Australian regulations, but none of them have been officially registered yet. Orca stands out of from the rest because it was filed for trademark back in June 2025, while the rest of the names were filed over the past few weeks of 2026. This was part of the brand’s standard process of reserving potential names for future vehicles, according to Chery Australia. Orca has been filed for trademark by Chery under the SUV and pick-up truck category, showing the brand's desire to use the name for a ute for about a year.An orca is another name for a killer whale and the brand said it is one of the most powerful predators in the ocean, mightier even than the shark - a reference perhaps to the BYD Shark 6.Could a filing of a name nearly a year ago and its subsequent appearance on the shortlist be more than a coincidence?Voting on the name of the Chery ute will close on the 19th of May.The KP31’s official launch remains on track for the fourth quarter of this year, with the petrol plug-in hybrid variant expected to join the lineup later on next year. A name for the petrol PHEV ute has not been confirmed yet, meaning it could get an entirely different name to its diesel sibling. Chery’s diesel PHEV was revealed earlier this year, featuring a segment-changing 2.5-litre four-cylinder turbo-diesel engine and electric motor duo.Chery claims it will have a 1000kg payload as well as a 3500kg braked towing capacity, which matches many of its diesel-only competitors. These figures also trump the base variants of the BYD Shark 6, although there is a new Performance variant of BYD’s ute capable of towing 3500kg. It will join an increasingly busy Chinese electrified ute segment. This includes petrol PHEV rivals such as the GWM Cannon and Cannon Alpha, as well as the recently-announced JAC Hunter.

Geely Australia CEO Alex Gu confirmed the brand is working on bringing a three-row SUV to our market in 2027.“This model, we’ll bring next year,” said Gu, when asked if something like the brand's M9 six-seat hybrid SUV was on the cards.“We’re already in the process, it will be a little bit different from M9. The M9 is a six-seater, but we’ll have a more traditional seven-seater.”Gu hinted the M9 (or something like it) will maintain its plug-in hybrid set-up, which it is sold with in China.“I have noticed other Chinese brands right now rely on ICE [internal combustion engine] but we know that the Australian market is an emissions-sensitive market, so Geely doesn’t have any plans to do ICE, but I’m sure you’ve also heard about our plans to do i-HEV," said Gu.“So actually, we benchmarked Toyota for this,” he said. “It’s very friendly for emissions. It around 2.22L/100km, so this is very good.”Gu was confident this incoming plugless hybrid system, which Geely debuted at the Beijing Motor Show, had low enough emissions that it could be kept for the long-term, even as Australia’s New Vehicle Efficiency Standard (NVES) begin to make it difficult for existing plugless systems by 2028.The M9 could form part of a slowly-but-surely new model roll-out for Geely in Australia, as it takes its time observing the strategy of rivals, according to Gu.The three-row SUV, which is sold under Geely’s Galaxy marque in China and was displayed at this year’s Melbourne Motor Show, measures over five meters long with an enormous 3030mm wheelbase.It rides on Geely’s latest space-maximising GEA Evo platform, and pairs a 1.5-litre petrol turbo four-cylinder engine (163kW/255Nm) with an electric motor in the front transaxle for the FWD models (180kW/350Nm), adding dual electric motors on the rear axle in AWD models (170kW/280Nm x2).There is no mechanical connection between the engine and rear axle for the all-wheel drive system, with the maximum system output for FWD models being 300kW/605Nm and the maximum output of the AWD models being 640/1165Nm.The M9 for the Chinese market is offered with two battery packs, either an 18.4kWh or 41.46kWh pack, which are good for 85km and 185km electric only driving range respectively.Combined driving range, also to WLTC testing, is 1140km for the small battery or 1255km for the long range battery. All batteries are sourced from CATL and use an Lithium-Ferro-Phostphate (LFP) chemistry.DC charging speed allows a 30 - 80 per cent charge in 20 minutes for the standard range, or 15 minutes for the long range battery. Even when the battery is at the reserve level, the M9 consumes 5.7L/100km to WLTC testing, and all versions come equipped with 6kW vehicle-to-load.Expect high-end features like every Chinese car, with the M9 having a 15.4-inch multimedia screen, a 12.66-inch digital instrument cluster, with a 32-inch head-up display and 30-inch roof-mounted entertainment screen for rear passengers on high-grade cars.It even offers 328 litres of boot space, even with the third row up, or 1025 litres with the third row down.As for price, the base M9 for the Chinese market starts from around the equivalent of A$40,000, with the top-spec AWD car topping-out around $55,000. With Chinese cars usually attracting a 15 - 20 per cent premium by the time they land in Australia, it wouldn’t be a stretch to see pricing from $50,000 - $75,000, putting it in direct competition with the Hyundai Palisade (plugless hybrid-only - $76,500 - $89,900) and BYD Sealion 8 ($56,990 - $70,990).A plugless hybrid version, which is effectively a scaled-down version of the plug-in system on the Chinese-market car, would be even more affordable again, without the need for the large CATL-sourced battery. Watch this space.