Plug-in hybrid

Chinese giant GAC might be new to Australia, but its ambitious plans to be a top-ten automaker here in just five years will be led by a brand-new dual-cab ute.This incoming model, which GAC Australia CEO Kevin Shu says will be on the market in 2027, will be a brand-new ground-up model built with Australia in mind from the beginning.“As you know, our promise to the market is 10 new models in five years, so up until now, with the Aion UT [hatchback] we have four models, and for next year we will have three models, including a larger SUV and a pick-up truck,” Shu said.Shu wasn’t forthcoming on more details on the under-development ute model, he did confirm to CarsGuide that it would be developed under the main GAC brand, which predominantly specialises in combustion and hybrid models, rather than the EV-focused Aion or Hyptec sub brands.This opens the door to a more conventional combustion-led effort for the upcoming new ute challenger. Tightening emissions laws in Australia and globally, plus rising fuel prices, there is a strong chance for a hybrid, too.As GAC’s director of aftersales, Andrew Ratajczak says: “At GAC we have everything."“We’re not just stuck with PHEV, we’re not just stuck with BEV, we have such a wide spread of variation for our drivelines and our power supplier source for drivelines. It gives us such versatility to the market.“If the data comes back that this is where the demand is, we can do it. We don’t have to develop something unique - we can put something together out of the box from what we already have in our portfolio.”As for styling, we’ve had our digital artist Thanos Pappas come up with a ute based on the tough-looking design aesthetic of the brand’s GS8 large SUV, which seems the obvious fit for the “large SUV’ product Shu is suggesting for a 2027 launch.The main thing Shu confirmed is the new ute will break cover imminently at least in concept form at the Beijing motor show in late April.GAC has the advantage of seeing the different levels of impact its rivals are having on the extremely competitive landscape in Australia, which one Kia executive described as “the Olympic Games of utes”.BYD’s Shark 6 plug-in hybrid was the runaway success of 2025, shifting an impressive 18,073 deliveries despite its less-than-industry-standard towing capacity and payload.In comparison GWM’s Cannon Alpha managed a lesser number for the year, with just 2524 sales including the PHEV.These two ground-breaking hybrid utes differ in offering the two prevailing kinds of hybridisation, with the Shark 6 focusing on a bigger battery between the frame rails, driving the axles primarily via electric motors, while the GWM Cannon Alpha maintains a traditional gearbox, low-range transfer case, and solid linkages to each axle, with the electric motor inside the transmission.Chery will be the next to mix-up the space later in 2026 with its unique diesel plug-in hybrid system, which will also focus on mechanical ability rather than sheer battery size, in a similar vein to the GWM ute.Meanwhile other rivals provide an idea of what not to do. The middling success of Ford’s PHEV Ranger suggests buyers are looking for the longer range the Shark 6 offers, while Kia’s Tasman is a cautionary tale giving buyers what they want on the design front.One advantage for GAC, which the brands executives are keen to remind us, is the company’s deep ties with Toyota. It says this will help set it apart from other Chinese automakers when it comes to build quality, reliability and after-sales support, with the brand’s planned 100-strong dealer network and parts supply arrangements being modelled off shared experience with Toyota in China.The hybrid ute space looks to intensify massively by 2027, with JAC introducing its plug-in imminently, and Nissan’s China-built Frontier Pro being strongly hinted at by the Japanese brand as part of a dual-prong ute offering in Australia.Needless to say, GAC’s ute effort will have to be headline-grabbing if it wants to break into the market with such tough competition.

China is starting to flex its off-road muscles.Geely is the latest Chinese brand to launch a rough and tumble four-wheel drive in the form of the Battleship 700.It follows the classic 4WD design formula, with a big blocky shape, square shoulders, prominent retro roundish headlights, monster wheels and a spare tyre on the tailgate.There are hallmarks of the Defender, 70 Series and some GWM Tank models in its looks.Geely, like all Chinese 4WD brands, is betting big on plug-in hybrid power to usurp diesel’s dominance in the heavy off-roader segment.Geely’s set-up uses three electric motors, but it hasn’t provided full details.We can look at some of its siblings from Geely's other brands, such as the coming Zeekr 9X.It uses a 2.0-litre turbo-petrol engine and three electric motors to make a whopping 1000kW sent to all four wheels, which enables it to sprint from zero to 100km/h in 3.1 seconds.That’s double the Land Rover Defender Octa Black, which is a beefy off-road monster that pumps out 457kW and 750Nm from its 4.4-litre twin-turbo V8 and mild-hybrid assistance.It also dwarfs the Toyota LandCruiser’s 227kW/700Nm 3.3-litre twin-turbo diesel six-cylinder engine and the coming Nissan Patrol’s 317kW/700Nm 3.5-litre twin-turbo petrol V6.With that much electric grunt, you need a big battery.The 9X can be had with either a 55kWh and a 70kWh unit, with electric only driving range of up to 380km via the more lenient China Light-duty Test Cycle (CLTC).The 9X — like the Battleship 700 — is built on Geely’s 'SEA-S' platform, which uses 900V architecture.This means it will be incredibly fast to charge, with the 9X claiming a 20-80 per cent refill in 8.5 minutes. UK outlet Autoexpress has also confirmed the battleship 700 is planned to land there in 2028.This puts it clearly on Australia’s radar as it is another right-hand drive market, is closer to China and has a large 4WD buying pool.The report said it has a wading depth of 800mm, has big ground clearance and the brand is considering expanding its off-road modes.

As the great philosopher, Kermit the Frog, famously said: "It’s not easy being green."It is getting easier being a ‘green’ car company in Australia, as more and more motorists make the switch to electrification. And for Skoda, the Czech brand with the green logo, this is the perfect time to start leveraging its broad array of mild-hybrids, battery electric vehicles and, perhaps most timely of all, plug-in hybrids (PHEV).That’s what we’re reviewing here, the Skoda Kodiaq PHEV, which joins the local line-up at just the right moment. PHEVs are all the rage at the moment, with China leading the charge (pardon the pun), but with the European brands quickly catching up.PHEV sales are up ‘only’ 62.5 per cent in the first two months of 2026, which is noticeably down on 2025’s massive 130 per cent sales boom. It’s still a growing segment, coming off a low base, but it is clear that Australians are embracing PHEVs more than ever before.Only a few years ago many brands dismissed the technology as only a ‘bridge’ towards fully electric vehicles and therefore of limited appeal. But as some Australians remain reluctant to go ‘all-electric’ in a hurry, Skoda anticipates that PHEV will actually be a “long bridge” that could span a decade or more in this country.So with that in mind, is the Kodiaq PHEV the right car at the right time? Or another case of so close, yet so far for a brand that continues to find itself as a niche offering despite closing in on two decades in Australia.The on-paper specifications look promising. The Kodiaq PHEV system combines a 110kW turbocharged petrol engine with an 85kW electric motor (integrated into the transmission) to produce a combined output of 150kW, paired to a 25.7kWh lithium-ion battery. That battery provides enough energy for up to 110km of electric-only driving, according to Skoda, while helping it achieve a claimed fuel economy figure of 1.9L/100km.And it does all this in a large SUV capable of fitting a family of five in comfort. That's right, while the petrol Kodiaqs are all seven-seaters, the PHEV is a five-seat-only proposition. So if you need a third seating row, best look elsewhere.What typically sets Skoda apart from its rivals is its thoughtful design, with the so-called ‘simply clever’ touches, like the pop-out door edge protectors, cleaner for the touchscreen and rubbish bins in the door pockets.While these sorts of things may seem like small, inconsequential elements, they are often very helpful in the day-to-day life of driving a family vehicle. For example, there is an extra storage compartment in the rear, which gives your kids or friends a place to stow their bottles and other small items.From a technology and presentation perspective the Kodiaq does a nice job fitting into a space above the mainstream. There’s a 10-inch digital instrument display and a 13-inch multimedia screen and a pair of wireless smartphone charging pads.Also of note, despite most of the multimedia system being run via the touchscreen, Skoda utilises its ‘smart dials’ for easier, on-the-move, functionality for the air-conditioning and driving modes. For those unfamiliar, these ‘smart dials’ can perform multiple functions as they can change through different menus with a press and then you rotate them to adjust. As an example, you can switch between fan speed and drive modes by pressing the centre of the three dials.So, how does this smart new powertrain and clever interior stack up on the road? Well, there’s good news and some not-so-good news for Skoda.On the plus side, the Kodiaq drives with the sort of direct and responsive nature we expect from Volkswagen Group vehicles. They have a firmness to the ride that translates to a more dynamic and engaging driving experience compared to your average, mainstream large SUV. It’s certainly a cut above what you get from some Chinese-built PHEV rivals.The powertrain did a good job of seamlessly switching between the various options it has. Over more than 150km of driving, mostly on open roads to the south of Sydney, we saw a return of 3.8L/100km on the Kodiaq’s own trip computer. Obviously that’s a lot more than the official claim, but with more urban, stop-start driving, getting closer to, or even below, 3.0L/100km seems achievable, and would be a good result for an SUV of this size.As for the negatives, unfortunately for those who have driven previous generation Skodas (or Volkswagens) this new Kodiaq just doesn’t feel as solid and as refined as before. Most notable is the door rattles, particularly noticeable on bumpy back roads. It’s very uncharacteristic for Skoda, but it’s the same experience we had when we test drove the Volkswagen Tayron (the Kodiaq’s German twin) and it suggests there has been some sort of change behind-the-scenes that has impacted the build quality the brands were once renowned for.It’s especially disappointing when you consider the price, $63,490 plus on-road costs or a current drive-away deal of $68,990, which means it’s not a cheap car and should have a semi-premium feel to it.Still, that’s a competitive price amongst its direct rivals, the Mazda CX-80 PHEV starts at $75,750 (plus on-roads) and the Kia Sorento PHEV range kicks off at $71,130 (plus on-roads). But with the new BYD Sealion 8 arriving with a seven-seat option from $56,990 (plus on-roads) and the Chery Tiggo 8 starts at just $45,990 drive-away, it won’t be easy for Skoda to cash in on the PHEV fandom.

The latest details on Chinese brand JAC's Hunter PHEV (plug-in hybrid) have been revealed – along with some bold suggestions about its price.First revealed at the Melbourne Motor Show in April 2025, the plug-in hybrid powerhouse is now targeting June deliveries ahead of a July on-sale date in Australia.Powered by a new 2.0-litre turbocharged petrol engine which combines with twin electric motors — one on each axle — the Hunter PHEV produces an approximate 385kW and 1000Nm in total output.Joining the engine and motors is a 31.2kWh lithium-iron phosphate battery, which JAC suggests should deliver an all-electric driving range ofaround 100kms.The brand today confirmed the NEDC efficiency figures for the Hunter PHEV, with the plug-in hybrid ute to use a claimed 1.6L/100km combined, and deliver a total 1005km in total driving range.There will clearly be an off-road focus, too, with the Hunter grade to spawn a small family of utes, including cheaper entry-level models to diff-lock equipped off-road models.While the brand won't be drawn directly on price, JAC is promising "the right ute at the right time, and it will be at the right price", with its local Managing Director, Ahmed Mahmoud, suggesting it could be the most affordable plug-in hybrid ute in the country."Suffice it to say, (the price) is going to be very, very strong," he told CarsGuide.Asked directly whether the Hunter would be cheaper than the $57,900 (drive-away) BYD Shark 6, Mr Mahmoud replied: "It could be".JAC is also yet to confirm the official zero to 100km/h time of the Hunter PHEV, but international reports from is Chinese reveal claim the run takes just 5.9 seconds – about the same as the 5.8-ish seconds the Ford Ranger Raptor has been tested at. "We’re launching the right ute at the right time, and it will be at the right price,” Mr Mahmoud says.“The Hunter PHEV is arriving in Australia mid this year, and we believe it is going to get the attention of Australians looking to move into a plug-in hybrid without compromising on the capability, practicality and toughness they need from a ute.”

The Toyota Prado and LandCruiser have largely been the default choices for family SUVs in rural and remote Australia for decades now but as fuel prices crunch, some alternatives are seeming more desirable than ever.BYD’s premium spin-off brand, Denza, launched in Australia earlier this year with the Prado-sized B5 and LandCruiser 300 Series-rivaling B8 SUVs.Both offer a plug-in hybrid (PHEV) set-up, which combines dual electric motors (one on each axle) with a turbocharged petrol engine that generally acts as a generator to top up the battery pack but is also capable of directly powering the front wheels.Denza claims the B5 and B8 can travel up to 100km and 115km on electric power alone, respectively, according to NEDC testing.If you have the capability to charge at home, whether that be with or without solar, and have a commute of around 100km or less, you can theoretically travel on electric power alone and save massively on fuel costs.Using an electric price of 35c/kWh as a frame of reference, fully charging the B5 and B8’s battery costs $11.13 and $12.88, respectively.For many rural and remote Australians their commutes are considerably longer than 100km and this is where the peace of mind of the petrol engine comes into play.Denza claims the B5 and B8 have a combined range of 975km and 1040km, respectively, both according to the more lenient NEDC testing.The diesel-powered Toyota Prado and LandCruiser 300 Series have theoretical ranges of up to 1392km and 1236km, respectively, when using their ADR 81/02 claimed fuel consumptions.Sure the Denzas offer less overall range on paper, but previous experiences with the Prado and LandCruiser have shown they both consume more fuel than they claim, so expect less overall range between diesel refills.The new Prado also requires AdBlue and, depending on driving style and conditions, consumes around one litre of AdBlue every 500km. This means a full refill could be required every 8500km.Denza claims the B5 and B8 consumes 1.9L/100km and 2.0L/100km, respectively, when the battery pack is between 100 and 25 per cent of charge, according to NEDC testing. These figures are largely arbitrary though as much of the test cycle is driven on EV power.Where the real story is how much fuel is consumed when the battery pack is under 25 per cent charge. Denza claims the B5 and B8 consume 9.5L/100km and 9.9L/100km, respectively.During the media launch for the Denza B5 and B8 where we drove both of these cars on remote highways in the Flinders Ranges locked at 70 per cent battery charge, we saw average fuel consumption figures between 8.0L/100km and 9.0L/100km according to the trip computer read-out.One consideration is that diesel is largely more readily available in remote Australia than petrol. However, both the Denza B5 and B8 only require a minimum of 91 RON regular unleaded petrol.In saying this though, Denza has noted it’s unclear how the B5 and B8 performs on Opal fuel, which is a low-aromatic fuel that doesn’t contain the properties that create a high when sniffed and is more prolific in central Australia.While fuel is a major consideration for budget-conscious car buyers right now, there are a number of other factors that off-road-ready family SUV buyers consider.The Denza B5 has a braked towing capacity of 3000kg, which is slightly under the segment benchmark, however the B8 has a braked towing capacity of 3500kg. The latter matches what the Toyota Prado and LandCruiser offer.Due to the heft of the battery pack, the B5 and B8 are much heavier than the Prado and LandCruiser. Instead of having a kerb weight about 2500kg, the Denzas weigh more than 3000kg.The B8 in particular has a kerb weight of about 3300kg, making it Australia’s heaviest SUV.Payload in the B5 is between 490kg and 600kg, depending on the trim level, which isn’t a great deal as the Prado offers between 580kg and 615kg, depending on the trim level.The B5 only offers a five-seat configuration, whereas the Prado does offer a five- and seven-seat configuration, depending on the trim level.While payload in the B8 is 702kg across the line-up which is more on par with the 650kg-785kg payload the LandCruiser 300 Series offers.The B8 has a six- or seven-seat configuration across three rows, depending on the trim level, whereas the LandCruiser 300 Series has either five or seven seats, depending on the trim level.Both Denzas offer four-wheel drive systems with a low-range mode and, depending on the version, rear and front-locking differentials.Then there’s pricing. The 2026 Denza B5 is priced from $74,990 and $79,990 before on-road costs, whereas the Prado costs between $73,200 and $100,690 before on-road costs.The 2026 Denza B8 is priced between $91,000 and $97,900 before on-road costs, whereas the LandCruiser 300 Series costs between $99,340 and $147,910 before on-road costs.Both Denzas offer a more premium level of specification on par with the likes of Lexus.Where Denza will be fighting an uphill battle against Toyota is with its dealer network. The former is still scaling in Australia and will lean on its connections with BYD to get wide service coverage.Toyota has the largest dealer network out of any carmaker in Australia. It has over 250 locations, whereas Denza is planning to have 25-30 dealers by the end of 2026.While this op-ed has largely focused on the new Denza SUVs, there are a few notable family SUV rivals that also offer PHEV powertrains.Examples include the similarly off-road-ready GWM Tank 300 and Tank 500 PHEVs, as well as more on-road-oriented rivals like the Mitsubishi Outlander PHEV and the Chery Tiggo 8 and Tiggo 9 Super Hybrids.

Fuel prices continue to increase in Australia.Hybrid models generally offer better fuel efficiency than a comparative petrol model, but they are also more expensive. Questions remain about how much going hybrid actually saves buyers on fuel and how long it will take to pay off the extra upfront cost. Below is a comparison based on some of the most popular models in Australia offering petrol and hybrid choices and the potential increased savings in the current climate. Figures have been calculated based on the average yearly kilometres driven at 15,000km, and the cost to fill-up based on average NSW pricing data using the official recommended fuel for each model. Small car/sedanHyundai i30 sedanThe Hyundai i30 is one of few passenger car models which are available with petrol and hybrid variants in its lineup. Many of its rivals have become hybrid only, such as the Toyota Corolla and Camry as well as the Honda Civic. The hybrid is cheaper to fill up and goes further on its tank, so it takes around four years to pay off the $4000 hybrid premium - well within the seven-year warranty period for the car. This is also due to the smaller and more efficient hybrid motor compared to the bigger petrol engine.Small SUVChery Tiggo 4 The Chery Tiggo 4 is one of the cheapest SUVs on the market, with a drive-away price under $30,000 for both petrol and hybrid variants. The Hybrid carries a $6000 premium over the petrol, which means it will take roughly seven years to pay off the extra cost. This is part due to the $850 year-on-year saving, which is less than many of the other cars on this list. Unlike the other examples, there is no change in engine capacity between petrol and hybrid variants of the Tiggo 4.  The seven-year break-even point matches the seven-year warranty provided on the car. Medium SUVGWM Haval H6There is a $5000 gap between pricing on the petrol and hybrid versions of the Haval H6, but the smaller and more efficient hybrid engine sees savings of more than $1000 year-on-year. The H6 hybrid offers an average of more than 500km of driving range than the petrol. This means the extra cost of the hybrid can be paid off in just under five years. This falls within the seven-year warranty period for the H6. Large SUVHyundai Santa FeThe Hyundai Santa Fe was CarsGuide’s 2026 Overall Car of the Year, and offers one of the most competitive hybrid/petrol pricing comparisons. This is because the hybrid Sante Fe is less than $4000 more expensive than the petrol and offers more than 400km average driving range. With nearly $1200 of savings each year, it would take around three years to pay off the hybrid premium, and the majority of the car’s seven-year warranty will also still be valid.UteThis comparison uses the cheapest dual-cab variant of the Toyota HiLux Workmate and the single-variant BYD Shark 6. While these utes are obviously not variants within the same lineup, the Shark 6’s petrol status offers savings over the diesel ute. It also has a smaller fuel tank, which makes filling up cheaper. The HiLux is also slightly more expensive to drive-away, costing about $59,500 in NSW.Fuel efficiency on the Shark 6 dramatically decreases when the ute has less than 25 per cent of battery charge, dropping to 7.9L/100km. This still makes it less expensive to run than the diesel HiLux. *Petrol engine only fuel use figure not provided by Ford but calculated over several CarsGuide road tests once battery had been depletedThe plug-in hybrid set-up in the Canon Alpha does make it cheaper to run overall, but the substantial price difference between the plug-in hybrid and the petrol, means it would take eight years to break even on the extra cost. The Ranger PHEV is more of a curve ball, it is harder to hit on exactly how much fuel it will use. It all depends on how ofter you charge the battery. If you don't charge it every night it'll be more expensive to run than the diesel, as it needs to be topped up more often. If you regularly charge it the cost equation flips and it's a wallet saver.You'll need to be vigilant about charging to pay off the $15,000 premium, though.

A determined push by Chinese carmakers towards large luxury SUVs offering a choice of pure-electric and range-extender hybrid power continues to gather momentum as the XPeng GX enters full global production.Exuding an unmistakable Range Rover vibe, the GX joins the Aito M9, BYD U8L, Denza N9, Li Auto L9, MG IM LS9 and Zeekr 9X as similarly sized, specified and priced (not to mention Range Rover-inspired) rivals in the Chinese domestic market.Breaking cover earlier this year, we now know the XPeng GX is a substantial six-seater, measuring close to 5.3m long, 2.0m wide and 1.8m tall with a lengthy 3115mm wheelbase. Kerb weight ranges between 2690kg and 2890kg.Offered in pure-electric (BEV) and range-extender hybrid (EREV) form, the BEV sends a combined 430kW and a solid 695Nm to all four wheels via dual motors and Xpeng’s 800-volt coaxial electric drive system.An 800V AI battery platform supports 5C ultra-fast charging capable of completing a full charge of an 80kWh pack in around 12 minutes.That said, battery sizes for the BEV are yet to be confirmed but claimed ranges across four grades are 635km, 665km, 720km and 750km.The EREV GX also features a dual-motor AWD set up delivering a combined 370kW and a claimed pure-electric range of 320km. A 110kW 1.5-litre turbo-petrol engine acts purely as a generator to power a CALB-sourced 63.3kWh LFP battery, but not the wheels. No word from XPeng yet on the EREV’s combined range figure, but a number in excess of 1000km is likely.Specifications detailed by the Chinese Ministry of Industry and Information Technology (MIIT) point to upper GX grades featuring front- and rear-steer-by-wire tech to assist slow speed manoeuvrability and high-speed stability. And Xpeng has already confirmed the GX will be equipped with four Turing AI chips boasting computing power in excess of 3000 TOPS (Trillion Operations Per Second).Design details include a split-opening tailgate (a la Range Rover), retractable door handles, a panoramic sunroof and an active front air intake. Wheel size varies between 21- or 22-inch, depending on the version, and the large SUV’s relatively tight front and rear overhangs are 980mm and 1170mm, respectively. Domestic pricing is expected to land between ¥400,000 – ¥500,000 (~$82,000 – $102,000).CarsGuide has previously contacted XPeng for its position on the GX’s potential for Australian sale with the company not making any comment at this stage.

Geely has unveiled its Galaxy Starshine 7 plug-in hybrid sedan in China, offering a new electrified option in the segment. The model is expected to launch in China in the coming weeks, with no clear plans yet on if or where it will be exported, so there is nothing confirmed about the Galaxy Starshine 7’s potential future in Australia.However, the two current Geely models on sale Down Under also fall under the brand’s Galaxy sub-brand, so it may have a better chance than other cars in the brand's overseas catalogue.A spokesperson for Geely Australia said there is nothing to announce yet, but no model is off the table either.We expect to learn more about whether the Galaxy Starshine 7 is destined for Australia next month at the Beijing Motor Show. It measures 4958mm in length, 1915mm wide and 1505mm in height, with a wheelbase of 2852, seeing it sit on the larger side of the sedan category. It would offer a budget alternative to the plug-in hybrid sedan variant of the Audi A5 and the Mercedes-Benz C-Class. The car is similarly sized to the Toyota Camry hybrid in Australia, which is the dominant player of the segment, so it would be a keen rival to the popular Japanese sedan.We are yet to find out more substantial information about the car, but we know it will be powered by a plug-in hybrid set-up with an all-wheel drive system.The 1.5-litre petrol engine produces 82kW, with the bulk of the power expected to come from the electric motors.It will have battery choices of 19kWh and 28kWh, both offering electric-only driving ranges of 115km and 165km, respectively, according to CLTC but expect closer to 100km for the long-range battery in real-world conditions.It also has a fuel economy of 2.0L/100km, which is half that of the Toyota Camry’s, although the Toyota is only a plugless hybrid. The plug-in hybrid C-Class has a fuel economy of 1.5L/100km, for comparison.The only other information available on the car at this stage is that it can complete the 0-100km/h sprint in 5.4 seconds.

Chery is popping out new brands in Australia left, right and centre. While originally part of the model name that marked the Chinese carmaker’s re-entry into the Australian market, Omoda has now been spun off into its own brand under the Omoda Jaecoo umbrella.The 2026 Omoda 9 is the brand’s flagship model and is currently the most expensive Chery model offered locally.It’s only offered in one trim which is priced from $61,990 before on-road costs. This puts it on par with the likes of the BYD Sealion 8, Mitsubishi Outlander PHEV, as well as the related Chery Tiggo 9 Super Hybrid.Notably however, the Omoda 9 only comes with five seats, making it more of a budget alternative to the likes of the Lexus RX and Volkswagen Touareg.Available as a sole range-topping grade, the Omoda 9 is filled to the gills with kit. Highlights include 20-inch alloy wheels, LED headlights, power tailgate, dual 12.3-inch screens, 12-speaker Sony sound system, head-up display, 50W wireless charger and black synthetic leather upholstery.If this isn’t enough there are luxurious features like a built-in fragrance system as part of the climate control, retractable door handles, walk-away locking, plus heated and ventilated front and rear seats. Now that’s flash for a car that’s under $70K.While there is lots of tech, there is no real defining feature that makes this car uniquely an Omoda. The same can be said for the exterior design, which from some angles can be generic and others it borders on tacky.This extends to the cabin where there's a smattering of interior ambient lighting that can strobe along frenetically to your music if you’d like.While it’s nice having some physical switchgear for features like the climate control and drive modes, it’s frustrating having to tell new passengers where the button is to open the door every time they hop in. The gloss black finish of the steering wheel button sections also get smudgy and gross quickly.Under the bonnet there’s a complex plug-in hybrid (PHEV) powertrain with a 1.5-litre turbocharged four-cylinder petrol engine and no less than three electric motors – two on the front axle and one on the rear.Total system output is a massive 395kW, which is arguably too much for a car like this. It allows for a 0-100km/h sprint in 4.9 seconds. Pretty wild for a 2.2-tonne SUV.Making up a fair portion of this heft is a ginormous 34kWh lithium-ion battery pack. Omoda claims this allows it to travel up to 169km on electric power alone, which is around the same as what the original Nissan Leaf EV offered. Adding the 70L fuel tank, it’s claimed this SUV can travel up to 1100km, which is useful on long-distance journeys.I took this car on a long-distance trip to my family’s farm, around 350km north west of Melbourne. I could have made it there and back on a full battery charge and tank of fuel, but I ended up refuelling just as I neared Melbourne as I was testing how the engine charges the battery on the move.My sister, who was a passenger for the journey, enjoyed the comfort and plushness the Omoda 9 provides. However, we both noted how high the front seats are positioned and how pinched the seat bases are.If you’re not a car person and view a car purely as a means of transportation, you’ll likely enjoy the driving characteristics of the Omoda 9. It’s insulated, quiet and disconnected from the road, allowing you to be in your own bubble.However, this also means that the Omoda 9 has little feel from behind the wheel. It has some of the lightest steering I’ve experienced. It feels like I’m driving in a video game rather than real life as there’s virtually no resistance.The same can be said for the ride. While wafty and soft, there is a lack of body control and it can get bouncy in the cabin. You do need to remember how heavy this big SUV is, though.In order to counter this there are adaptive dampers as standard. In ‘Normal’ mode it rounds off speed bumps nicely but it takes the car multiple movements to settle over high-speed undulations, whereas in ‘Sport’ mode it’s a little more controlled, but still not enough.The Omoda 9 received a five-star ANCAP safety rating in 2025. Standard kit includes eight airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, front and rear parking sensors, as well as a surround-view camera.A lot of the safety features work well and stay in the background, only activating when required. The only outlier to this is the driver attention monitor which struggles to detect your eyes when wearing sunglasses. This needs to be turned off using the touchscreen every time you drive the car.Owners are covered by an eight-year, unlimited-kilometre warranty with eight years of roadside assistance. Logbook servicing is required every 12 months or 15,000km and the first eight services totals $3343, which averages out to about $418 per service. Not too bad for a big, plug-in hybrid SUV.

An upgraded version of the Denza B8 from BYD’s luxury arm has been uncovered in China thanks to a filing with the Ministry of Industry and Information Technology.The new version of the B8 large off-roader, which only just launched at the beginning of 2026 in Australia, also has various styling tweaks, like new wheel designs and bumpers, as well as what appears to be an upgraded safety suite for the Chinese market.The new battery pack moves from 36.8kWh, which granted it 115km of range (NEDC), to 46.7kWh, which grants it a range of 150km (according to the WLTC cycle).The new version of the car maintains the same 2.0-litre petrol engine mated to electric motors as before, with the engine producing 200kW and the motors producing 200kW in the front and 300kW in the rear.In Australia the current 2.0-litre dual-motor set-up provides a combined output of 425kW/760Nm.As with all Chinese regulatory filings, the interior of the updated car is yet to be revealed, although a range of wheel types and exterior trims were also revealed.Locally the current car is offered in just one trim level, which starts from $91,000 for the seven-seat version, moving to $97,000 for the more luxurious six-seater.Sales in full are yet to kick off for the B8, with only nine units registered in the first two months of 2026. Meanwhile, a boatload of the smaller Prado-rivalling B5 has arrived, with the brand adding 300 units to its tally.Denza has ambitious plans to be a dominant player in the emerging Chinese luxury car segment, where it will serve as a rival to Geely’s Zeekr, and the upcoming Wey brand from GWM.While the brand offers two more off-road oriented models currently in the B5 and B8, it will also add the D9 people mover and potentially a version of the Z9 GT sports car later in 2026.BYD and Denza’s plans locally aren’t limited to cars either, the brand has also earmarked an expansion into the charging infrastructure game, with the possibility of introducing its new megawatt-level charging stations to Australia.These stations can charge at up to (or even over) 1000kW, even without the requisite grid support thanks to a buffer battery, removing the usual limitations which see most DC chargers in Australia limited to around 350kW.This will serve as an advantage not just for BYD products, but also other vehicles which have charging capabilities beyond that of Australia’s current network.BYD itself has plans to crack the top-three in Australia by the end of 2026, and is on the warpath to doing so, having already overtaken GWM and MG in Australia’s charts so far this year.