Plug-in hybrid

BYD’s latest model is on the cusp of landing in Australia, and it could be one of the brand’s cheapest models sold to date. A plug-in hybrid variant BYD Atto 2 small SUV has been approved for Australian sale, joining the fully-electric model already available. There is no official news on price, but we can expect it to sit under the $31,990 (before on-road costs) starting price of the cheapest electric version. This would make it the cheapest plug-in hybrid in Australia, beating the BYD Sealion 5 and Chery Tiggo 7 SHS.The fully-electric Atto 2 continues to be one of the best-selling EVs in Australia since it launched late last year.This latest move will see the Atto 2 move into competition with some of the big players of the small SUV segment. Segment leaders, the Chery Tiggo 4 and Hyundai Kona adopt petrol and plug-less hybrid set-ups, giving this new Atto 2 a point of difference.It is similarly sized to those rivals, but has potential to be offered at a cheaper price point. The Atto 2 PHEV was spotted undergoing in Sydney in late May as it edges closer to showrooms. The car will be available with a choice of two 1.5-litre four-cylinder petrol engine and electric motor set-ups, producing 122kW or 156kW.This means the base Atto 2 EV boasts more power than its PHEV sibling (130kW), with the top-grade PHEV becoming the most powerful Atto 2 in the range.BYD Australia is yet to officially confirm the Atto 2 PHEV’s arrival Down Under, but it is rare for a car to be approved for sale, then fail to make it into showrooms. There are scarce other details on the car at this stage, with more information likely to be revealed closer to the car’s impending launch. In the United Kingdom, the Atto 2 PHEV has a total driving range of nearly 1000km, with an electric-only range of 89km from its 18kWh battery. Its interior features a 12.8-inch central touchscreen and 8.8-inch digital driver display.We can expect more official details on the Australian Atto 2 PHEV towards the end of this year. 

Testing a family car isn’t all road trips and beach vacations, it’s the little things, the short trips, the meat and potatoes of life.That’s exactly what this month was about with the Geely Starray plug-in hybrid doing the daily daycare and preschool drop offs, shopping runs, work commutes and everything in between to find out how the Starray is to live with day in, day out.It’s a mid-size SUV, which rivals the BYD Sealion 6, Toyota RAV4 and Mazda CX-5. It measures 4740mm long, 1905mm wide, 1685mm high with 2755mm between the front and rear axles.There’s a reason this size of vehicle is the most popular in the nation, it balances the need for interior space with the ability to handle our compact city streets.I fit the Starray into my 1960s era carport, but I can only open one door the entire way, the other about halfway.The Starray's design doesn’t rock the boat. It is intentionally inoffensive from nearly every angle, with its rounded front and rear ends, sharp headlights, blocky G-E-E-L-Y badging on the rear tailgate and stylish 19-inch alloy wheels. It won’t turn too many heads, but it won’t furrow a brow either.Keyless entry grants access to the car as you approach and locks as you walk away. It makes a nice little musical sound as it locks and turns off - it’s an instant hit with the kids, they laugh every time.There is no starter button, the car turns on when it senses the key, you’ll just need to engage drive with the steering column-mounted gear selector. To turn off, select park, get out and walk away.Inside, the Starray’s inoffensive theme continues.The Starray follows the same trend as many of the new wave of Chinese cars that have landed on our shores in the past years.It has a slick looking interior that glitters on the showroom floor and jumps off the spec sheet, but after a few months living with it the lustre starts to rub off a little.The synthetic leather wrapped seats are comfy and the six-way adjustment means most will find the right spot to sit. Throw in the memory function for the driver and a multi-house can all steer in comfort. There are also speakers built into the driver’s headrest for phone calls, it sounds odd at first but I’m into it. It makes hearing with big and small kids in the car much easier.The steering wheel also has good adjustment, which will accommodate drivers of all shapes and sizes.Heating and ventilation functions for front-seat passengers are appreciated. As is the head-up display that projects vital information such as prevailing speed limit and travelling speed onto the windscreen in front of the driver.One of the Starray’s weak points is nearly all functions are controlled through the large 15.4-inch central multimedia screen. This means to you’ll need to jump into the screen to adjust most features.It wins back some points with a few shortcut buttons for the demister, internal air and auto air-con, plus a rotary dial for volume control.There are decent storage options with a two-tier centre console. The top deck has two cupholders, wireless device charger, and smallish covered bin. Underneath there is a large open area ideal for a handbag. Large bins in the doors can hold a water bottle and more.One thing that has constantly infuriated me is the Around View Monitoring (AVM) camera. This view is designed to help you not bump into things when you are turning.It switches on every time you engage your indicator, with the camera view taking over the central screen, which turns off CarPlay. Not a great user experience when you are relying on regular map directions, or have a toddler screaming for a song.It also just seems completely unnecessary when stopped at the lights waiting to make a turn.There is plenty of room in both rows. Front and back-seat passengers are spoiled for head, shoulder and legroom.The back seat during my test has been occupied by a forward and a rear-facing child seat, but a small adult has ridden in the middle seat with relative comfort.Rear seats have their own dedicated air-con vents, with two directional controls. And there is a USB-A and -C charging port for the bigger kids.A huge panoramic sunroof with a proper sunshade lets the light in when needed, and has been ideal to distract a fussy baby on the move.A power tailgate grants access to a 428-litre boot, which is an ok size. A full-size pram takes up a large portion of the space, but it can absorb a travel pram, baby bag and the weekly shop easily.It is a good shape — wide and not too deep — which means shorter people can reach all corners of the cargo area.You can remove the floor to boost capacity to 528 litres. This is because there is no spare tyre, which is one of my biggest gripes with modern cars. The fiddly repair kit is only good for small punctures, and is confusing for first-time users.Overall the Starray handles the family duties with aplomb, and will put some of the big names on notice.Next instalment I’ll cover how the Starray is to drive and give a final verdict. Stay tuned.2026 Geely Starray EM-i Inspire Acquired: March, 2026Distance travelled this month: 339kmOdometer: 3115kmAverage fuel use this month: 6.5L/100km

A LandCruiser rival in the form of GWM Haval’s new flagship is a decent chance for an Australian launch as more information is rolled out for the 4X4 in China.The 2027 GWM Haval H10, which was revealed in part at the 2026 Beijing Motor Show, is set to have more details revealed this week but its potential for Australia is still up in the air.The large SUV, will have two plug-in hybrid options with either a 1.5- or 2.0-litre turbo-petrol four-cylinder engine, could be a strong budget rival to the Toyota LandCruiser or Nissan Patrol, but GWM’s Australian arm has yet to confirm whether it’ll happen.Earlier this year, the word was that if the smaller Haval H9 doesn’t come to Australia, the H10 is a strong contender.It seems the H9 is unlikely as GWM Australia wants to maintain a strong identity for each of its sub-brands: Tank, Haval, Ora and Cannon (with Wey to come as a luxury brand).“If we don't bring in the H9, there's potential for bringing H10 in,” GWM Australia Public Relations Manager Justin Stefani said at the 2026 Beijing Motor Show.“The option is there… it’s just how we play the chessboard, right?”GWM Australia Marketing Manager Steve Maciver added the challenge is maintaining the brand identity for Haval and Tank when the H10 could be seen as similar to the large Tank 500 SUV.“That’s the bit that we have to work through,” Maciver admitted. “You know, we're developing a very, very clear master brand position in GWM with Wey sitting at the head of that. How those brands across Haval, Tank, Cannon, Ora and Wey play.”At this stage, the Haval H10 should offer an 800-volt battery architecture for fast charging, an electric driving range of around 180km (under China’s lenient CLTC testing), and in two- or three-row versions measuring 5138mm or 5299mm long respectively.

Mitsubishi was a pioneer in the plug-in hybrid (PHEV) space, launching the first PHEV SUV back in 2013, the Outlander PHEV.Thirteen years on the Japanese carmaker still offers the Outlander PHEV. It’s a new-generation model, however the fundamentals are still there.For 2026, the Outlander PHEV received an update that brings a larger 22.7kWh (up from 20kWh) lithium-ion battery pack, increasing the NEDC claimed range to 103km (up from 84km). That translates to 86km on the more real-world WLTP protocol.Additionally there’s a higher total system output of 221kW (up from 185kW).Other changes include a new Australian-specific ride and handling tune, new power steering mapping, new steel bonnet fenders, as well as new Bridgestone Alenza 001 tyres. These mirror what the Outlander petrol line-up received last year.A lot of changes are well received and do improve the driving experience. Most notable is the new ride and handling tune and updated power steering mapping. The ride is much less bouncy and brittle, plus the steering doesn’t feel overly light anymore, especially at higher speeds.However, the ride still isn’t perfect and there’s a lot of head toss in the cabin when you go over pimply urban roads and big bumps. Part of this is likely due to the large 20-inch alloy wheels in this Exceed Tourer trim, though I’ve driven plenty of other similarly sized SUVs with wheels this big and generally they aren’t as crashy.Another change that isn’t the best is the price. The Outlander PHEV is now up to $2700 more expensive than it was, depending on the trim level.As a result this top-spec Outlander PHEV Exceed Tourer is now priced from a mind-blowing $74,490 before on-road costs. For context, this is around $10,000 more expensive than the top-spec Chery Tiggo 9 and Omoda 9 from China, and the forthcoming Toyota RAV4 PHEV.For this price you get adaptive LED headlights, a hands-free power tailgate, 12.3-inch digital instrument cluster, larger 12.3-inch touchscreen multimedia system, 12-speaker Yamaha sound system, two 240V powerpoints in the cabin and leather upholstery.Notably the Outlander PHEV Exceed and Exceed Tourer trims are exclusively offered with five seats now. If you want a seven-seat version you need to opt for the cheaper Aspire trim.The lack of third-row seats at this level isn't great, but they have always been crammed and basically for kids only.In the cabin it’s nice to have the larger 12.3-inch touchscreen which better suits the dashboard compared to the pre-update model. I also appreciate how many physical buttons there are for key functions, including the climate controls.In the Exceed Tourer there is brown leather upholstery as standard which is a little light and dull for my liking. I much prefer the black leather-appointed upholstery that comes in the Exceed.The extra electric range is welcome, but compared to rivals it’s still lacklustre. The Chery Tiggo 9 offers 170km of NEDC claimed range, the Omoda 9 offers 169km (NEDC), and the Toyota RAV4 PHEV offers up to 154km (NEDC).A full battery charge offers around 80km of real-world electric urban driving with an as-tested energy consumption of 20kWh/100km.Mitsubishi could likely eke more electric range by doing away with the dual-motor all-wheel drive. The amount of power the car currently produces is more than enough and for the most part it’s wasted in urban environments.When the battery runs out of charge, the Outlander PHEV does a good job of operating as a hybrid as it leaves a fair chunk of reserve charge for tootling around EV mode at low speeds, but when its 2.4-litre four-cylinder petrol engine fires up it sounds like a buzzy vacuum cleaner from the cabin.Fuel consumption isn’t a strong suit. The engine frequently consumes around 10L/100km so it can charge up the battery pack, though it switches off again once there’s enough charge or if you're coming to a stop.AC charging is available with a Type 2 plug at rates only up to 3.6kW, meaning a full charge takes up to 6.5 hours. Not bad if you can plug it in overnight while you sleep but not great if you’re in a rush.For DC fast-charging there’s still a CHAdeMO plug. The Outlander PHEV is now the only new car sold in Australia with this plug standard. It has been phased out in favour of the more popular Type 2/CCS combination plug.It’s getting harder to find chargers that have CHAdeMO plugs at public stations, but if you do, a full charge will take 32 minutes.For safety, the Outlander PHEV has a five-star ANCAP rating based on testing conducted in 2025. It features all the expected safety features and picked up an emergency SOS calling function with this latest update.Like all Mitsubishis, there is a 10-year, unlimited-kilometre warranty, but that's conditional provided you service within the dealer network. If you don’t this drops back to five years of coverage. There’s also 10 years of roadside assistance.Logbook servicing is required every 12 months or 15,000km and the first 10 services are capped. They total $5498 which averages out to $549.80 per service. That’s a lot compared to its rivals.

Chery has revealed its game-changing diesel plug-in hybrid ute will be called the Stockman when it lands in Australia in the fourth quarter of this year. The Chery Stockman, previously known as 'KP31', was confirmed today after the brand put a call out for names that prompted more than 20,000 submissions. The Stockman was one of nine names shortlisted among Bushwalker, Ironbark, Longreach, Mate, Orca and Outrider.Chery said the Stockman name reflects the capability, endurance and versatility of its first ute.The Stockman will join the Australian market as the first-ever PHEV diesel ute in what could shake-up the diesel-only dominant segment. It will also look to build on the work done by the BYD Shark 6 turbo-petrol PHEV, which has been one of the only few utes to experience sales growth in Australia over the past few months. The Stockman will be powered by a 2.5-litre four-cylinder turbo-diesel engine and electric motor duo said to produce substantial amounts of power and torque.Chery has claimed the ute will have a 1000kg payload and 3500kg braked towing capacity, matching much of its diesel-only competition Down Under. The brand has high expectations for its new ute model with Australian Chief Operating Officer Lucas Harris telling CarsGuide earlier this year that it needs to be successful.“I believe that Chery has one chance to prove that we can build and deliver a highly-capable ute,” Harris said.“We are being a bit demanding. We want all of that diesel capability so that we can deliver what we say we want to deliver. But we also want the on-highway and the fuel efficiency benefits and the NVH (noise, vibration and harshness) benefits of having super hybrid at the same time.”Chery will reveal more details about the Stockman closer to its launch Down Under.

A new front in the ongoing ute wars has opened, with fresh reporting that Toyota and BYD will soon have plug-in hybrid ute options sitting beneath the HiLux and Shark 6.The monocoque, or car-based, ute offerings are taking shape in South America, where manufacturers clearly keen to expand beyond the saturated dual-cab market are plotting their next move.That begins with the Mako, expected to be called the BYD Shark 5 in international markets, which will reportedly nab a different plug-in hybrid powertrain to its Shark 6 older brother.In Brazil, the Mako is a plug-in hybrid producing an expected 175kW, and promising a circa-100km EV-only driving range, along with a choice of two- or all-wheel drive.But the Mako is the ocean's fastest shark, and it seems global markets will be sticking true to the name, upping the power to more like 200kW. The powertrain in question will reportedly be borrowed from the Sealion 6 SUV, pairing a 1.5-litre turbo-petrol engine with an electric motor. Unconfirmed reports of Toyota's smaller ute offering are now emerging from the same region. The ute, based on the Corolla Cross and currently codenamed Project 150D, will reportedly score its own plug-in hybrid system.In huge news for the brand, reports out of Brazil point to the 150D adopting the powertrain from the Toyota Prius, which pairs a 2.0-litre petrol engine with two electric motors.Total system output would be around 166kW, while the e-CVT is joined by a second electric motor to enable eFour all-wheel drive.According to reports, the smaller Toyota ute will launch in South America in the first half of 2027, while the BYD Mako is expected to launch in the final quarter of 2026, giving the Chinese brand a headstart from a global sales perspective.Australian launch timing is at this point unclear, but both Toyota and BYD have said the door is open to ute models below the Shark 6 and HiLux, so watch this space.

Chinese carmakers are on the cusp of overtaking their Japanese rivals in the internal-combustion engine (ICE) technology arms race with rapid AI-driven development their key secret weapon.At least that’s the position described in a new Nikkei Asia report highlighting a series of recent breakthroughs in efficiency, performance and cost-reduction coming from Chinese car brands.Examples include Chery’s ‘KunPeng Sky Optimus’ hybrid powertrain, shown recently in the new Tiggo 9L at the Beijing motor show and Shenzhen Auto Show.Destined for future plug-in hybrids (PHEVs) and extended-range electric vehicles (EREVs), the new engine has achieved thermal efficiency of 48.57 per cent, meaning it converts significantly more fuel into usable power (while minimising wasted heat) than a conventional ICE (at roughly 38 to 45 per cent).While ‘new energy vehicles’ accounted for 48 per cent of Chinese new car sales in 2025, petrol-powered models still represent 70 per cent of Chery’s domestic volume so this type of engine advancement is critical to the brand’s on-going success.At the same time Geely has developed its ‘i-HEV’ engine, already featured in the Xingyue L SUV, with a thermal efficiency claim of 48.41 per cent, using artificial intelligence to enhance its evolution.And Geely Automobile Group CEO Gan Jiayue recently said, “We'll fundamentally overturn the existing hybrid vehicle technology of Japanese autos.”According to the report, Geely is aiming to increase overseas sales by 80 per cent in 2026 to 750,000 units and it’s worth noting ICE accounted for more than half of Geely’s sales volume in 2025.Changan is also on the ICE technology front lines, last month launching its ‘Blue Whale Super Engine’, bound for mass hybrid production, featuring 500-bar fuel-injection, the high pressure enhancing thermal efficiency (through microscopic, uniform atomisation) and providing more power when accelerating. Existing direct-injection systems typically top out at around 200-bar.Projections from GlobalData referenced in the report point to electric vehicles accounting for 49 per cent of global car sales in 2038, a 33 per cent increase from 2025.And although pure-petrol vehicles are expected to shrink by 36 per cent over the same period, hybrids are projected to remain almost unchanged at 15 per cent of global new vehicle sales with plug-in hybrids at eight per cent.Clearly, Japanese automakers have historically been at the forefront of engine technology with Chinese makers focusing predominantly on EV development.And while the report states Japanese companies currently hold 30 per cent of global ICE vehicle sales, surpassing China's 20 per cent, its conclusion states “Chinese companies will reshape the global hybrid vehicle market by developing engines that are more fuel efficient and making vehicles more intelligent”.

Depending on how old you are, the name Testarossa either means something, or everything. In the mid-1980s, we're talking proper dog-eared-posters-stuck-to-bedroom-wall status here.There was also the small volume V12 Ferrari 250 Testa Rossa (250 TR) sports racer built from 1957 to 1961. But in the '80s it was a 4.9-litre, flat 12-cylinder engine producing the power, making an inconceivable 287kW and 490Nm, and earning the wedge-shaped icon a place among the most powerful supercars in existence at the time.I'm giving you this little history lesson because the Testarossa name is back, only this time it's attached to the plug-in hybrid Ferrari 849 Testarossa. And if you're one of those people who think electrification has no place in the supercar world, just relax for a second. Because the new Testarossa's outputs make the 1984 version seem every bit as exhilarating as a Segway.We're now talking 772kW and 842Nm, generated via the combination of a 4.0-litre twin-turbocharged V8 paired with three electric motors, all of which combine to produce an electrified powerhouse of genuinely epic proportions. The other thing that's gone skywards is the price. It's hard to believe, but that 1984 Testarossa listed for as low as US$85,000, or $121,000. This one starts at $932,648.The numbers only tell part of the 849 story, but we'll cover them off quickly anyway. The 100km/h benchmark arrives in 2.3 seconds, with 200km/h taking just 6.35 seconds from a standing start. Top speed is a claimed 330km/h. The turbo is the biggest ever fitted to a Ferrari production car, while the electric motors (responsible for around 160kW on their own) are arranged with one at the rear and two at the front. The 7.45kWh battery delivers an EV driving range of 25km.And yes, some of those are big and impressive numbers. But the bigger story here is the feel, the emotion, that the 849 Testarossa generates in great big bucketloads. The thrum (this time less orchestral and more mechanical) of the exhaust. The spectacularly direct steering. The sense of car and driver as one.But weirdly the thing that really got myself and my fellow testers the most excited wasn't the brutal acceleration (which was surprising, as this genuinely one of the fastest-feeling cars I've ever driven), but was instead the bull-whip crack of what might be the sweetest, sharpest gearshifts in existence.In this new Testarossa, it's an eight-speed dual-clutch transmission the brand says is derived from its F1 division, and the feel of a flat-footed shift upwards, or a hard-braking downshift into a corner, is genuinely visceral in its action. If you still long for manual gearboxes, the 849 will cure you of that ailment. You end up searching for extra reasons to reach for one of the paddle gearshifters, just to feel and hear the shifts.Driven at noise, this two-seat rocket is a vehicle that demands attention. And not just from the driver (seriously, this is a car that collects speed in such an other-worldly fashion that constant focus is required – blink too long and it feels like you're in a teleportation device as, when your eyes open, you're a long way away from where you were when you closed them), but from anyone in its vicinity, too, with the Ferrari seemingly sucking in bystanders like a vortex, especially in Italy, where even clapping eyes on the latest from Maranello is a near-religious experience.It's also, somehow, not terrifying. The fact that it's AWD and not a snap-happy rear-drive set-up probably helps to settle the nerves. But also the fact that it's something approaching comfortable as a commuter, helped by its adaptive damping, and even has a silent and front-wheel-drive EV mode for city motoring, helps to smooth some of the 849's more murderous edges. That and the fact that Ferrari has a whole heap of high-tech help on board – headlined by something called the Ferrari Integrated Vehicle Estimator, which adjusts its level of control to the quality of your driving – designed to keep you on the tarmac without ever feeling like it's babying you. Driven at noise, the Testarossa is a car that demands attention. And not just from the driver (seriously, this is a car that collects speed in such an other-worldly fashion that constant focus is required), but from anyone in its vicinity, too.The styling was controversial at its unveiling, mostly because of its two-level nose design and blocky rear end with its centralised and mid-mounted exhaust exits, but it grows on you fast. I can also attest that the nose feels every bit as low to the ground as it looks, and you will become quickly accustomed to the nose-lift function, which gives you an extra three centimeters of clearance.Downsides? As is pretty predictable with Ferrari, none turn up in the drive experience. But the interior tech takes some getting used to. With no traditional centre screen, almost all functions are controlled through the steering wheel – including some of the drive modes, like 'EV' – and you have to 'wake up' the digital panel before selecting one. Which I didn't know, and so instead just blindly stabbed at areas until the Ferrari did what I wanted.It also feels very, very big, at 4718mm in length and 2304mm in width. When you're driving at speed you don't notice it, as I'm sure you wouldn't on a racetrack, but I can assure you threading your way through tight Italian streets in a million-dollar supercar can feel like you're playing a very high stakes version of Operation.So, is the 849 Testarossa a worthy wearer of one of Ferrari's most iconic nameplates? You betcha.

China’s Changan has updated its range-extender hybrid (REEV) dual-cab ute for 2026 with more power and a larger battery.The Changan Hunter K50 is now available with a 43.47kWh lithium-ion battery pack which allows for a NEDC-claimed electric range of 192km and a total range of over 1000km.This is more electric range than any plug-in hybrid (PHEV) ute currently on offer in Australia, including the BYD Shark 6, GWM Cannon Alpha PHEV and Ford Ranger Hybrid.For context, the Hunter K50 is still offered with the previous 31.18kWh lithium-ion battery pack in certain variants which allows for 131km of NEDC-claimed electric range.Once the battery charge is depleted, it’s topped up by a 2.0-litre turbocharged petrol engine that acts as a generator and doesn’t directly power the wheels.Instead there are either one or two electric motors sending power to the wheels. The former is rear-wheel-drive only, whereas the latter has one on each axle, providing all-wheel drive.The extended-range, dual-motor version now has a more powerful total system output of 240kW. The standard-range variant produces 200kW.Another tweak with this model year update includes more robust vehicle-to-load (V2L) capabilities at up to 22kW. This is up from 3.3kW.At this stage it’s unclear whether this extended-range version of the Hunter K50 will be offered outside of China, however the pre-update, standard-range version is already offered in South Africa.This means there is already a right-hand-drive version of this ute, which suggests a potential Australian launch could be made easier.Changan currently doesn’t sell any of its vehicles in Australia under its namesake brand, however its Deepal brand is currently imported and distributed by Inchcape.In fact, Changan sells a Deepal-branded version of this REEV ute in Thailand already, which is another right-hand-drive market.Additionally, Changan has already rebadged a number of its vehicles as Mazdas as part of its Changan Mazda joint-venture company. These include the Mazda 6e and CX-6e which are both launching in Australia soon.While neither company has confirmed this, a Mazda-branded version of this range-extender ute may be under development as a low-emissions equivalent or successor to the Isuzu D-Max-based Mazda BT-50, which is made in Thailand.It’s worth noting that while Isuzu has already detailed an electric version of the D-Max, Mazda hasn’t done the same with the BT-50. It’s still only diesel-powered.Mazda Australia executives recently shot down claims that it was working on a Mazda-badged version of the Deepal E07 electric ute/SUV.For now we’ll have to wait and see when and what form this ute takes if it comes to Australia.

China is taking the electric vehicle charging conundrum head-on, and it could change EVs in Australia forever.Popular Chinese carmaker Xiaomi is prepping a ground-breaking new battery charging technology expected to arrive this year.The brand’s home charging robotic arm is scheduled for launch in the fourth quarter of 2026 as the newest innovation in EV infrastructure. It will introduce an autonomous process for owners charging their vehicles at home. The car needs to be parked in position, and the system will do the rest.A robotic arm will insert the charging plug into the car and will automatically disconnect it once the battery reaches a pre-set level of charge or is fully charged. Charging can be initiated remotely using a smartphone app if the vehicle is parked within the robotic arm’s reach. Charging and charging infrastructure remain key roadblocks to mass uptake of EVs globally. Automated charging could be a game-changer, further diversifying ways to charge and improving the convenience of a process much maligned for its inconvenience. We won't see Xiaomi's technology in Australia any time soon, however.Xiaomi has not confirmed Australia as one of its future priority markets yet, as it's expected to first take on Europe.It’s not just Xiaomi that's pushed on with automated charging plans. Several other Chinese brands have shown interest in the technology. Li Auto is said to be actively testing its own auto charging robot, according to CarNews China, while Aito and EV charging infrastructure company Star Charge have also been working on systems. This technology remains a while away from Australia, with China often pioneering such initiatives before pushing it out globally. For example, BYD’s Flash megawatt charging was first introduced extensively in China, but is now due in Australia before the end of this year. Developments such as fast and automated charging are crucial to establishing a stable and reliable EV infrastructure Down Under. The latest sales data showed EV uptake is increasing rapidly in Australia, but charging infrastructure is not keeping pace. “As the number of EVs on the road continues to grow, charging infrastructure must become more of a priority. Continued investment and enabling policy settings will be essential to ensure infrastructure keeps pace with consumer adoption,” Federal Chamber of Automotive Industries Tony Weber said.“Charging infrastructure rollout must accelerate if Australia is to maintain consumer confidence and support continued uptake.”