The Exlantix ES GT shooting brake and new Exlantix ET SUV will lead the Australian rollout, with right-hand drive examples of both models shown to CarExpert in Shanghai. Chery will handle the brand’s Australian rollout directly.

Speaking with CarExpert at the event, Exeed International CEO Lilian Xiong confirmed the premium Chinese brand’s Australian plans, including its intention to use the Exlantix name locally.

While the business operates under the Exeed name in other markets, Ms Xiong said trademark restrictions mean Australian and New Zealand buyers will get to know it as Exlantix.

“It is one brand,” Ms Xiong told CarExpert when asked whether Exeed and Exlantix would arrive as separate brands.

She explained the company couldn’t register the Exeed name in certain markets, including Australia, and would instead use the Exlantix identity already associated with its electrified vehicle lineup overseas.

The Exeed name is similar to Kia’s XCeed model name, used in Europe, while Mitsubishi uses Exceed as a grade designation in Australia. Ms Xiong didn’t identify the trademark conflict behind the naming decision.

Exlantix therefore isn’t a name created specifically for Australia. It’s an existing part of Chery’s premium business, which is being used as the brand identity in markets where Exeed isn’t available.

CarExpert reported in March 2024 that Chery Australia’s managing director Lucas Harris would personally like to see Exeed vehicles sold locally.

The Australian introduction will take Chery further upmarket, with Ms Xiong indicating Exlantix would occupy broadly similar territory to other premium Chinese brands.

Asked whether Zeekr and Denza were representative of its intended competitors, she broadly agreed, while cautioning the precise positioning would depend on pricing.

Australian prices and detailed variant lineups weren’t disclosed during the interview.

Exlantix will offer both battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs) in Australia, with the exact powertrain choices for each model still to be confirmed.

The existing overseas ET range includes both electric and range-extender versions. The latter uses a petrol engine to generate electricity, reducing reliance on external charging.

The ES GT, meanwhile, gives Exlantix a distinctive model with which to introduce itself.

A shooting brake, or sporty wagon, it combines a low roofline with an extended rear body, offering a different shape from the SUVs that dominate many new brands’ Australian launch plans.

During the Shanghai presentation, the design team described the ES GT as close to production and used footage of a near-final prototype to explain its styling.

Its design centres on flowing surfaces, a broad stance, and a continuous rear light bar extending across the tailgate. The designers described moving water as their inspiration, aiming to convey movement even when the vehicle is stationary.

Inside, it has a wraparound cabin layout, layered surfaces, and integrated ambient lighting. Exeed’s official preview of the ES GT also describes a large, forward-positioned display spanning the dashboard.

That sporty approach represents one side of the brand’s future design direction. For its more formal luxury models, the company is pursuing upright proportions and cleaner, more imposing surfaces inspired by icebergs.

Beyond the design language, Ms Xiong said the brand’s opportunity lay in attracting customers willing to try something different.

Asked whether Exlantix intended to win buyers from established luxury brands or appeal to those upgrading from more mainstream Chinese vehicles, she indicated there was room for both.

“I think nobody can meet everyone,” Ms Xiong said.

Instead, she pointed to customers seeking “new design or technology”, alongside existing owners of electrified vehicles looking for an upgrade in cabin presentation and overall design.

The company is also keen to emphasise its existing international presence ahead of entering another new market.

Ms Xiong said the broader Exeed business had 560,000 customers across more than 40 countries.

The Shanghai event also previewed further potential additions to the brand’s luxury range, but their appearance at the presentation doesn’t amount to confirmation for Australia.

Asked about right-hand drive production for those future vehicles, Ms Xiong said their development and suitability for individual markets were still being considered.

For Australia, the focus is on the ES GT and new ET, with right-hand drive vehicles already on display and an expected arrival in the first half of 2027.

Local pricing, specifications, and a detailed launch schedule remain to be announced.

Exlantix will join a growing stable of Chery brands in Australia. Chery returned to the Australian market in 2023, and was followed by Omoda Jaecoo in 2025, with Lepas orders now open ahead of first customer deliveries in November 2026 and iCaur, Freelander and Jetour all due in 2027. Freelander is a joint venture between Chery and Jaguar Land Rover.

Yet it has also said it's working on a new road-going model, which could be the brand’s most substantial in decades.

“It’s early days but we have a team. We’re working on three prototypes at the moment,” Habul told media earlier this week.

“There is a lot of work to do before we have an HDT-reimagined car to present, but there is a fundamental recipe that I think will be very impressive."

HDT’s road car business grew from its roots as a Bathurst 1000-winning motorsport outfit, with sales of street-legal production cars intended to fund racing legend Peter Brock’s purchase of the race team at the end of 1979.

HDT Special Vehicles (HDTSV) road cars were created under the ownership of Brock, the nine-times Bathurst winner and easily Australia’s most celebrated driver, who was tragically killed in a tarmac rally in 2006.

So what would, could or should a reborn HDT road car look like?

The last Aussie-made production hot-rod, the ‘Holy Grail’ Ford Falcon FG X, came in 2018 courtesy of Melbourne auto engineering company Premcar, members of which previously helped create FPV muscle cars for Ford.

“I’ve thought a little bit about it because I saw the press release and the news on this subject, on Kenny buying it, and I was very curious and very interested and I think, you know, I try to look at these things with a lot of optimism,” Premcar boss Bernie Quinn told CarExpert.

Being custodian of such a treasured and revered brand is a massive responsibility and a huge privilege, but also a significant burden. There’s an army of passionate fans with pitchforks waiting in what could be a damned-if-you-do, damned-if-you-don’t scenario.

Based on his comments this week, new HDT owner Habul – a two-times Bathurst 12 Hour sports car race winner, successful businessman and friend of Brock – understands the enormity of the task. Quinn explains what’s required.

“One of the things that Brock was good at, and I think that anyone that’s been successful in this game has been good at, is knowing what the customer wants and putting themselves into the customer’s head," he said.

“It’s tempting to try and second guess what the car looks like and start imagining a specification, however, that is the most dangerous thing to be doing as a first step.”

That’s what we’re about to do, right here in this article – take that dangerous step into fantasy.

Even as a hypothetical, making things more difficult is the fact the homegrown Commodore, which accounted for the majority of HDT Special Vehicles production, went out of production in 2017 (replaced by an imported version) and the Holden brand was axed in 2020.

No Brock. No Commodore. No Holden. So, what is there to deliver a 2027 HDT road car?

Defining the HDT Special Vehicles road car

The first ‘Brock’ Commodore, although it was never officially called that, was introduced in 1980.

It was based on the top-spec SL/E version of the VC Commodore and was built for the ‘Race of Champions’ one-make race at Calder Park near Melbourne, with a total production run of 519 cars.

In standard Holden guise, the VC SL/E had 15-inch alloy wheels, halogen headlights with washers, a power antenna, bumpers extending all the way to the wheel-arches and chrome window surrounds. An optional vinyl roof and ‘Shadow Tone’ two-tone paintwork could add to the look.

Inside, the SL/E came with central locking, power windows, wonderful crushed velour seat trim and headlining, and rear head restraints.

Air-conditioning, additional cabin lighting, an upgraded cassette player and the single-spoke steering wheel also offered in the luxury Statesman were standard, along with four-wheel disc brakes.

While the SL/E came standard with a 3.3-litre inline six-cylinder petrol engine, the HDT treatment went straight to the 5.0-litre V8 – skipping the optional 4.2-litre V8 – complete with an upgraded dual-exhaust and a larger, four-barrel Rochester carburettor.

Cylinder-head work and intake changes increased power from the standard 5.0-litre’s 126kW to 160kW, with 450Nm of torque. The V8 was offered with a four-speed manual or three-speed automatic transmission, through which drive was sent to the rear wheels.

That’s more than the 149kW/415Nm outputs of the larger 5.8-litre V8 in its arch-rival, Ford’s XD Falcon ESP (European Sports Pack), which was similarly based on the top-spec Fairmont Ghia Falcon model-grade.

If neither car sounds particularly potent, consider that Porsche quoted 188PS (138kW) for the 1980 911 SC (Super Carrera) sold in Australia at the time, and an official 0-100km/h time of 7.0 seconds.

The first HDT Commodore could accelerate from 0-100km/h in 8.4 seconds and cover the standing quarter-mile (400m) in 16.1 seconds, as a five-seat, four-door family sedan.

Manual versions swapped the standard 3.08:1 final-drive ratio for a 3.36:1 ratio, helping the HDT debutant achieve those numbers.

Visually, the VC ‘Brock’ came in Firethorn Red, Palais White or Tuxedo black paint – HDT colours until Mobil sponsorship in 1985 – with its own aero kit, including integrated wheel-arch extensions and bootlid spoiler.

While it kept the SL/E headlight washers, and colour-coded the extended bumpers, it ditched the standard alloy wheels for a set of 15-inch alloys from German brand Irmscher and sported red, white and black stripes around the car.

It also swapped the plastic single-spoke steering wheel for a leather-wrapped sports wheel from legendary Italian brand Momo.

The VC HDT set the template for HDT versions of the next model, the VH Commodore Holden introduced in 1981.

These included the SS, used to homologate the race car, with the new SS Group One, SS Group Two and SS Group Three models, built around the 4.2-litre and 5.0-litre V8s. Each was progressively more potent and capable, with the Group Three the ultimate package.

Holden’s final head of design, Richard Ferlazzo, reveres the original HDT Commodore above all of Brock’s cars and explained to CarExpert what makes it a visual success.

“Visually, it relied largely on the larger wheels. They liked to bolt on wheel-arches, [so add them] and the bigger wheels, and instantly, that gives the car a better proportion and a better stance. And any designer will tell you, it’s all about proportion and stance," he said.

“The biggest contributor to proportion and stance is the size and location of the wheels. In this case, by adding to flares and the bigger wheels, it all looks like it’s moving while standing still, which is why race cars always have that special appeal.

“When done tastefully, which the early HDTs were, it enhances the vehicle. Add in a little colour coding, and some stripes, which were restrained pleasantly, it just stands out and goes ‘pop’.

“Then you go and add the Brock signature to it, which adds an enormous amount of gravitas, and suddenly you’ve got a collectable,” Ferlazzo said.

Brock Commodores progressively became faster and even more distinctive. The 1984 VK Calais Director was again based on the top-spec Commodore, which was no longer badged SL/E.

Lighter, less luxury-focused models included the 1985 VK SS Group A, which featured a unique paint colour for the 502 examples made. All came with a 'destroked' 4.9-litre (4987cc) V8 to meet newly introduced racing regulations where engines needed to be less than 5000cc, with the standard Holden V8 at 5044cc..

Before Brock's infamous split with Holden in 1987, when General Motors (GM) pulled its support for the program, HDT Commodores saw some significant engineering changes.

The Director Brock defiantly unveiled in February 1987 featured further unique bodywork, with 21 additional pieces finished in Ice Blue paint. The colour was also used on its 16-inch Momo star alloy wheels.

Under the bonnet was a 5.6-litre V8, a stroked version of the Holden engine, paired with a five-speed manual. Other features included Bilstein suspension, leather-trimmed Scheel seats and a Porsche Design by Momo steering wheel.

Brock admired German brands: as well as Irmscher wheels, HDT Special Vehicles cars had Scheel or Recaro seats, depending on the specification, and Bilstein gas shock absorbers.

The front guard-mounted wind-splitters on the VH – also used by Holden on the 1983 Gemini ZZ/Z – were inspired by BMW's racers. Of course, it was BMW Brock defected to racing for in 1988 after the Holden partnership ended.

The fateful Director also had a CD player with a stacker and a metal-top electric sunroof. And let’s not forget the Energy Polarizer, the focus of the feud between the esteemed racer and Holden.

Regardless of the outcome, it’s clear the determined, stubborn nine-times Bathurst winner wanted HDT Special Vehicles’ road cars to take on the best in the world. For a time, you could say they truly did.

Today…

Given the last Australian-made Commodore rolled off the line in Adelaide nine years ago, and the fact Holden has now been dead for six years, what could form the basis of a new-generation HDT car?

Well, if it was to continue its rear-wheel drive GM lineage – the US auto giant owned Holden from 1931 through to the end – we could look at the yet-to-be revealed seventh-generation Camaro.

At this point of our crystal-balling, all commercial realities of bringing a car to market will be thrown out the window…

As enthusiasts know, the fifth-generation Camaro employed the same platform as the last-generation Australian-made Commodore. This gives it the most ‘authentic’ lineage to the HDT Commodores of the 1980s.

It’s a clear candidate, given it's set to use the updated Alpha platform that will also reportedly underpin the next Cadillac CT5, according to GM Authority.

In June, GM boss Mark Reuss, who led Holden from 2008 to 2009, confirmed to Car and Driver both models would us the updated architecture, with further reports saying the ‘Alpha 2-2’ underpinnings will retain internal-combustion power and rear-wheel drive.

Reports suggest the next Camaro will go into production in the US in late 2027, with the car arriving sometime in the second half of 2028.

There's also rumours of the return of a rear-drive Chevrolet sedan in the United States, too.

HDT could be uniquely placed here, given GM dropped the Camaro in Australia before production of the sixth-generation model ended in the US, and Cadillac’s Australian strategy is to sell EVs only.

Former GM Australia and New Zealand boss Jess Bala, who left the company in August and hasn’t been permanently replaced, confirmed as recently as June that the brand intended to remain electric-only locally.

Brock used to fit Bilstein gas shock absorbers, and the German brand remains one of the world’s leading suspension suppliers. Later, he was sponsored by Monroe.

Having dabbled in independent rear suspension (IRS) ahead of some mainstream brands, perhaps he would have seen a case for the MagneRide magnetic adaptive dampers fitted to HSV models from the E-Series?

The Alpha 2-2 platform is compatible with MagneRide and will retain independent MacPherson-type strut front suspension and a five-link independent rear arrangement.

Lovells, based in Newcastle, could provide suspension tuning and local expertise for an HDT model.

Brock fitted German wheels, but why not use Adelaide-based ROH – a former OEM supplier to Holden and HSV – or Geelong company Carbon Revolution, whose lightweight, super-strong carbon-fibre rims are a factory option on the Corvette?

Tyres? Well, there’s nothing made here anymore. Brock fitted Pirellis and Bridgestone RE71s in the 1980s. Perhaps some Bridgestone RE005s would suit, or, depending on whether it’s a full-tilt performance model or a luxury cruiser, more Italian rubber.

Bridgestone had a tie-up with HSV, supplying its S02 and S03 tyres, and HSV used 20-inch Pirelli P Zero Trofeo R rubber on its powerhouse GTSR W1 launched in 2017.

Under the bonnet

Sure, HDT did turbo six-cylinder Commodores and other models, but its core engine must be a V8. This makes the outgoing Cadillac CT5-V Blackwing (not sold here) 6.2-litre supercharged V8 an ideal candidate, given blown 6.2-litre V8s played a starring role in the final HSVs made in 2017.

Even better, GM has announced its newer Gen 6 V8s for the 2027 Corvette and Silverado, so HDT could tap into this pool of engines to power the reborn Brockmobile.

The General's new bent-eight family includes a new dry-sump 6.7-litre V8, confirmed for the entry-level Corvette Stingray and Corvette Grand Sport, producing 399kW and 705Nm. It would give an HDT road car easily its largest-capacity engine yet.

Keep in mind, what's been announced so far will be GM's new ‘regular’ V8, meaning more potent, capable versions are on the cards for higher-spec Vettes in the future, widening the scope for HDT.

Here’s the next HDT point of difference: the new LS6 has been announced only with an eight-speed dual-clutch gearbox. While that could be offered in luxury models, a three-pedal manual would be a must for driver-focused HDT cars.

There are rumours a manual could be on the way, but Melbourne’s Harrop Performance could come to the party here. It’s a natural fit, given HDT's association with Ron Harrop, the legendary Holden engineer and HDT driver between 1977 and 1980.

Of course, his company's expertise extends well beyond gearboxes, to superchargers including the blower fitted to the much-lauded 2005 EFIJY concept car designed by Ferlazzo.

It worked on the superchargers for the FPV Miami V8 in the FG Falcon, too.

Other Aussie suppliers on hand include world-leading PWR Advanced Cooling Technologies and Adrad for custom radiators, while Melbourne-based Parish Engineering could handle the steering calibration.

Inside, Scheel or Recaro could again be tapped for seats. Smartphone connectivity is needed from a practical point of view, but a new HDT doesn’t need a massive centre screen dominating the cabin, a move recently taken by Porsche with its Mission S super sports car.

It may have an electronic park brake and – as per the 1984 VK Commodore – a digital dash.

If the look were to be further customised inside or out, there are also local suppliers that could provide windows, such as Queensland-based Protector Autoglass, and custom interior parts from Hosico or Dunbar Plastics.

There is plenty of electronics expertise here, too, at Redarc and Motherson Group, among others.

A reborn HDT road car may be a pipe dream, and it may not be what Habul has in mind, but what was one of Peter Brock’s messages adorning many autographs? “Follow your dreams”.

“I loved him for what he did. He inspired me to want to be something. He inspired lots of kids and I loved him for that,” Habul said at this year's Bathurst 1000.

“I loved it was when he was fighting the world with his HDT Commodores. He embodied what it means to be Australian and take on the world.”

What do you think a reborn HDT road car should be – or not be? Have your say below.

MORE: Your Holden is one in a million! Data reveals Aussie brand’s shrinking numbers

The milestone vehicle is an M3 finished in BMW Individual Fire Orange III paintwork, built at BMW Group Plant Munich and presented at an official ceremony earlier this month.

The achievement comes more than 50 years after BMW M was established, and 40 years after the original M3 went on sale.

Munich will also become the exclusive production site for the first fully electric M3, which will use BMW's next-generation Neue Klasse technology.

BMW has confirmed the upcoming electric performance sedan will be built alongside the company's broader shift towards electric vehicles (EVs), with Plant Munich set to produce only fully electric models from 2027.

“The one-millionth BMW M vehicle shows that these values are still very much appreciated by our customers, 40 years after the market launch of the first BMW M3,” said Franciscus van Meel, CEO of BMW M.

“This motivates us to continuously develop our BMW M high-performance vehicle portfolio based on BMW M Neue Klasse technology, including fully electric models, in line with our core brand promise.”

The Munich factory has produced the current-generation M3 since 2020, and BMW says the model has a special significance for employees at the site.

The company is investing around €650 million (A$1.05 billion) to transform the factory into an electric-only production facility, including a new body shop and vehicle assembly facilities built across about a third of the site.

BMW says the changes are designed to improve production efficiency through modern manufacturing processes, digitalisation, and closer cooperation with development teams and suppliers.

The electric M3 will be the second Neue Klasse model built in Munich, following the upcoming BMW i3 electric sedan.

BMW has already provided a preview of its electric M-car future with the M Concept Neue Klasse, unveiled in June 2026 ahead of the 24 Hours of Le Mans.

While BMW has yet to confirm the production car's full specifications, the concept showcases a quad-motor electric drivetrain, with one motor driving each wheel.

The system is paired with BMW M Dynamic Performance Control software, integrated into the company's Heart of Joy vehicle control computer. BMW says this setup allows independent control of power delivery and braking at each wheel, enabling more precise torque vectoring and improved traction.

The concept also features an 800-volt electrical architecture and a battery with more than 100kWh of usable energy.

Overseas reports have suggested the production electric M3 could deliver around 750kW, although BMW hasn't confirmed an output figure.

The electric M3 is expected to arrive alongside a new petrol-powered version, with BMW previously indicating the two models will be positioned at similar price points.

BMW has yet to confirm the production electric M3's full specifications or exact launch timing.

MORE: Electric BMW M3 previewed by M Neue Klasse conceptMORE: Explore the BMW M3 showroom

The GT SUV is the second car based on the all-electric AMG.EA platform, and as such has a lot in common with the GT 4-Door Coupe unveiled in May.

Stylistically the two vehicles have many similarities. Up front there's a similar open-mouth grille, albeit one that's narrower and positioned higher up on the front bumper.

The grille is purely ornamental as it's a sea of gloss black plastic into which eight vertical bars and a large three-pointed star are set. Both the bars and star can be illuminated as part of an optional package.

For the SUV, AMG has omitted the strip of black plastic linking the headlights.

As with the GT 4-Door Coupe, though, the SUV has a collection of six turbine-inspired tail-lights embedded in a field of black plastic.

The GT SUV is 5084mm long, 2001mm wide, 1656mm tall, and rides on a 3040mm wheelbase, meaning it's 10mm shorter front-to-rear, 42mm wider and 245mm taller than the GT 4-Door Coupe, which should result in a more spacious cabin for passengers.

Under the VDA standard, boot space with the rear seats up has grown from 415L in the sedan to 607L in the SUV. There's also a larger frunk under the bonnet, with the SUV boasting 78L of capacity compared to the GT 4-Door Coupe's 41L.

The dashboard seems to be a straight lift from its sibling, and has a large slab containing a 14.0-inch touchscreen angled towards the driver and a 10.2-inch instrumentation display behind the steering wheel.

Ahead of the front passenger is an optional 14.0-inch touchscreen. Grippy seats are standard, but buyers can opt for Performance seats with integrated headrests.

Like the GT 4-Door Coupe, the SUV will be available at launch with the choice of three drivetrains. The range starts with the GT53 SUV, which has two synchronous motors.

Meanwhile the GT55 SUV and GT63 SUV both feature three axial-flux motors. With a motor for each rear wheel, the 55 and 63 both feature "targeted" torque vectoring. They're also equipped with an intelligent aero system that has a self-deploying rear wing, but in most situations reduces drag by closing off cooling inlets.

The GT55 and GT63 also feature the Race Engineer Control Unit, which is a series of three rotary dials in the centre console.

One adjusts the responsiveness of the electric motors, another switches between the nine levels of traction control, while the Agility Control knob allows the driver to set the cornering behaviour to anywhere between understeer and "controlled" oversteer.

Tipping the scales between 2525kg and 2715kg, depending on specification, the GT SUV weighs roughly 100kg to 150kg more than the equivalent sedan.

Combined with its higher aerodynamic drag rating (0.27 vs 0.24), the SUV is about 0.3s slower to 100km/h than the sedan, while range in 106kWh variants is down by about 70km.

All three drivetrains use an 800V electrical system that supports AC charging up to 11kW. DC fast charging maxes out at 600kW for cars with the 106kWh battery pack, and 710kW for those with the larger 128kWh unit.

The GT SUV rides on the company's new Active Control+ suspension system that has active pitch and roll stabilisation. When the AMGForce Sport+ mode is engaged, the driver can enable a dynamically generated eight- or six-cylinder soundtrack that can be accompanied by simulated gear changes and seat shakers.

The entry-level GT53 SUV will be the first to come down the production line in Sindelfingen, with the GT55 and GT63 becoming available in Europe from the second quarter of 2027.

Pricing for the GT53 SUV starts from €113,050 (A$183,000) in Germany.

MORE: Explore the Mercedes-AMG GT showroom

The European-American automotive giant brought distinctive concept cars for six of its 14 brands, putting paid to rumours it's planning to offload any of them.

But outside of this bevy of Stellantis concepts, other brands had exciting reveals of their own, from France's Renault and its Alpine performance brand to insurgent Chinese brands like luxury Avatr.

Below, the members of the CarExpert editorial team have shared their favourite reveals from this year's Paris show.

Alborz Fallah, Founder

Alfa Romeo Cuorerosso concept

For me it’s definitely the Alfa Romeo Cuorerosso because in typical Alfa fashion, it looks amazing, makes you want to buy an Alfa (even if the brand is virtually dead in Australia) and then you read that it won’t be made into a production car.

Oh okay, Alfa. Carry on then.

MORE: Alfa Romeo Cuorerosso concept previews brand's future

Marton Pettendy, Managing Editor

Alpine A310 Vision concept

Alpine has been controlled by Renault since 1971 – the same year I was born – and when the modern Alpine A110 was launched almost a decade ago I spent a day driving it and an example of the original (1963-1977) model in their natural habitat: winding mountain roads in France.

At the time, two things became immediately obvious. One, that Alpine had remained even more faithful to the compact, lightweight, affordable rear-wheel drive sports car formula than Porsche.

And two, that Renault has never realised the full potential of a brand created to take on performance cars like the now-iconic 911 and the Cayman/Boxster, the next generation of which will unfortunately be electric-only.

Okay, so the later A110 was mid-engined with a 1.8-litre turbo-four placed right behind the two front seats, as in the Porsche 718s, and the classic A110 had a rear-engine layout with its motor slung behind the rear axle, as in a 911.

But the point is all A110s have been small, lithe, rear-drive sports cars at a relatively affordable price, and all of them were special to drive thanks to perfect weight balance and an unfiltered, analogue experience behind the wheel.

The outgoing A110 coupe’s life was cut short in Australia by fast-tracked local side-impact regulations and, sadly, its upcoming successor will be launched in all-electric form.

However, Renault has said the next-generation A110’s new APP platform, which also underpins the stunning A310 Vision show car revealed in Paris this week, can also accommodate a combustion engine, and the A310 concept is expected to spawn at least a limited-edition production model.

If Alpine does produce combustion-powered A110 and A310 coupes, the underrated French brand will finally offer both an attainable rear-drive sports coupe and a more serious, 911-rivalling flagship supercar.

Bring ’em on I say.

MORE: Alpine A310 Vision pays homage to 1970s coupe

James Wong, Senior Editor – Reviews

Peugeot E-T16 concept

As a fan of hot hatches and a child of the Need For Speed era, this WRC-inspired hyper hatch really gets me going.

Just the design alone is brilliant, with its wide-body take on the (next-gen) E-208 paying a wonderful tribute to the original 205 Turbo 16, and also heralding a nice transition into the brand's future design strategy.

Then there are the specs – over 600kW of power, 0-100km/h in 2.5 seconds, and only 16 seconds needed to reach its claimed 300km/h top speed. Absolutely mental.

As someone fortunate enough to see this thing in person at the Paris show, it was undoubtedly my favourite car from the event. It's also meant to spawn a production model, which gets a big tick from me because we need more exciting cars both in the EV space as well as from the industry in general, no matter how silly.

VIVE LA FRANCE!

MORE: Peugeot E-T16 concept is a rally legend reborn, previews next E-208

William Stopford, Senior Editor – News

Renault E-Space concept

European brands have a key advantage as they try to fend off incoming Chinese brands, and that's their heritage.

Oh sure, any challenger brand is going to be hard to ignore if they're thousands of dollars (or euros) cheaper. But when you see a Citroen or Peugeot or Renault that gives you such an overwhelming feeling of nostalgia for a car you owned years ago, that can be hard to ignore.

When the question came up of which Paris show car was my favourite, my first thought was the Citroen 2CV.

Its exterior captures the simple, sunny essence of the original, but the interior was where I was really bowled over. String lights? Plaid bench seats? A centre console that doubles as a (removable) basket? Everywhere you look, there's something clever and memorable and adorable in this cabin.

My only concern is how Citroen will handle the planned production version. Retro revivals tend to be a dead-end for any brand that's not Mini (and its cars aren't my cup of tea). Volkswagen's New Beetle petered out after a couple of generations. The Chrysler PT Cruiser only lasted one. The 2CV concept is perhaps too close to its inspiration that it leaves no obvious room for design evolution, unless Citroen wants to build this one virtually unchanged for 42 years too.

On balance, I think I may have to pick the Renault E-Space concept. No brand is doing a better job of rifling through its back catalogue for inspiration than Renault, with models like the 4 and 5, and the cuddly Twingo. And yes, my concerns about the longevity of the revived 2CV's design apply to these, too.

The E-Space represents a reset of the Espace, the model Renault claims pioneered the modern people mover (Chrysler, Mitsubishi and Nissan may disagree).

The Espace swelled in size with each generation, before adopting a sleeker, more crossover-style look with its fifth generation as people mover popularity faded. This model was still handsome, but then it was replaced with what was little more than a stretched version of the Austral SUV. It'd be like if Toyota introduced a seven-seat RAV4 and called it a Tarago.

The new concept has styling that's somehow both rakish and boxy, like the original Espace, but while it's recognisable as a successor it's more of an homage than a retro pastiche.

The interior isn't as exciting. There's a pair of big screens and a weirdly shaped steering wheel, making this look more like a premium Chinese vehicle than a Renault, but it's versatile in true Espace fashion.

There are precious few people movers I'd consider to be 'cool'. The first Oldsmobile Silhouette, second Toyota Tarago, third Honda Odyssey, and Honda Jade definitely qualify. And I'd add the E-Space concept to that list.

MORE: Renault E-Space: Retro people mover concept unveiled in Paris

Damion Smy, Deputy News Editor

Peugeot E-T16 concept

Full disclosure: I own several (more than two) Peugeots and regularly associate with 205 owners on weekends, evenings and otherwise.

The E-T16 could be dismissed for not sounding, smelling or sauntering along in the same way the 1984 205 T16 road car did. Yet the fact the French automaker is tapping into one of the richest veins of hot hatch history – and seems to realise what it means to enthusiasts – makes it a worthy nod rather than a superficial imitation.

The 205 was the ultimate shopping trolley – wheels pushed to all four corners, fantastic cuboid styling by Gérard Welter, and a cabin by the legendary Paul Bracq (whose work includes the W113 Mercedes-Benz SL roadster, E12 BMW 5 Series and TGV train).

The 205 GTi, then, was a gift – adding more power but not much weight for giant-killing backroad ability, with engagement that brought unbridled joy even when you were just popping down to the shops for milk. Everyday, accessible brilliance.

There’s not much of that these days, in a world of bloated, generic and phoned-in cars that answer back, don’t help you, and suggest you take a nap when you’re distracted by another cumbersome touchscreen with poorly organised menus, buried in fingerprints.

How these two worlds meet – electric propulsion, typically heavy yet rapid, and the now olde-worlde brilliance of the small, cleverly packaged 205 – remains to be seen. The E-T16 certainly hits the spot in spirit, so it’s a good start.

MORE: Peugeot E-T16 concept is a rally legend reborn, previews next E-208

Max Davies, Journalist

Citroën 2CV concept

If we're talking silly, I don't think anything from this year's show was sillier than the genuinely bizarre 2CV revival. I'll accept arguments for the Fiat Multiplay, though.

To me, calling the 2CV a 'concept car' really undersells its vibe; I think it's labelled more aptly as an abstract art piece, or maybe even something that could have featured in a satirical car modification segment on classic Top Gear.

The callback to the dorky-looking 2CV of old even feels like a stretch, even if there are clear influences in its shape and exterior styling. The new car's cabin is just so chaotic it's borderline overstimulating, yet I can't help but be drawn to it in some kind of sick way. Good job, Citroën.

The bench seats, the dashboard cylinder, the cute radio on the passenger side, the circular pedals, and even the oversimplified cabin controls make the 2CV feel fresh and fun, and I like that it doesn't seem to be taking itself too seriously.

How about the centre console basket with its croissant holder and bottomless cupholder, and why on Earth does it have lanterns?

Above all, it's a welcome palate cleanser among all the angular, aggressive performance concepts we've seen, even if those are also cool. It's just a shame we won't get to enjoy a production 2CV – R.I.P. Citroën Australia.

MORE: Citroen 2CV revived as budget EV steeped in nostalgia

Ben Zachariah, Road Test Editor

Peugeot E-T16 concept

The number of cool concepts out of this week's Paris show has been unexpected. After playing defensive for years, it feels like the legacy automakers are finally starting to get on the offensive, banking on one of the few advantages they have over Chinese manufacturers: legacy. The answer was in the name the whole time.

While I dig the RCZ, it's the Peugeot E-T16 that caught my attention. It's quite obviously a response to the Renault 5 Turbo 3E, which has been a runaway success for Renault and sparked this newfound competition between the two French brands. We love to see it.

Being a lifelong rally fan, I can't get enough of hatchbacks with blistered guards and huge wings. The E-T16 has been particularly well executed, from a design perspective. It's a modern yet respectful nod to Peugeot's past, with a suitable amount of restraint baked in. The alloys are possibly the best-looking wheels I've seen in recent memory. They can keep the weirdo steering... rectangle, though.

Having 600-odd kiloWatts and probably more torque than the P&O cruise ship in a three-door hatch is also pretty absurd. Here's hoping it makes it to production, and inspires some spicy E-208s in the coming years.

MORE: Peugeot E-T16 concept is a rally legend reborn, previews next E-208MORE: Peugeot RCZ Vision coupe revealed with 500hp and solid-state batteryMORE: Jeep parent's European brands flood Paris show with concepts amid Chinese onslaughtMORE: Avatr Concept T09 previews production-ready Chinese SUV flagship for the worldMORE: BYD Sealion 8 goes EV in Paris with 650km of range

The Chinese-built plug-in hybrid (PHEV) ute is receiving further development for the Australia and New Zealand markets, with Nissan engineers still evaluating both suspension configurations ahead of its local launch in 2027.

The company has yet to confirm which setup will make production, but engineers have told CarExpert that offering both remains a possibility.

“We've got two suspension types that we've been evaluating, so both leaf spring and coil spring, and various iterations of each as part of that evaluation,” Nissan engineers said during a technical briefing.

The approach could allow Nissan to cater to different priorities among ute buyers, from those who regularly carry heavy loads and tow trailers to customers who want a more comfortable vehicle for everyday driving.

“Traditionally, light commercial vehicles were a work vehicle, and that's what the customers used them for,” the engineers said.

“But actually, now these customers sort of expect this Goldilocks-like system where it rides like a passenger car, has really strong posture at high payload, but has a secure and confident feeling when towing big loads.

“That's what the suspension needs to do in light commercial vehicles these days in our markets, and that's why we've got the two suspension setups that we're evaluating.”

Asked whether both suspension types could eventually be offered to customers, the engineers said: “That is an option. We haven't decided which options we're going to have, but that is an option.”

In the previous D23 generation of Navara, replaced by the Mitsubishi Triton-based D27 series earlier this year, leaf springs were fitted to single-cab and King Cab models, while dual-cab variants used coil springs.

All D27 Navaras, like the Triton they're based on, use leaf-spring rear suspension.

Offering both configurations on the Navara Pro PHEV could therefore bring back a point of difference for Nissan, although the company has yet to indicate whether any future suspension choices would be linked to particular grades or body styles.

Leaf springs are commonly used in work-focused utes because of their suitability for carrying heavy loads, while coil springs can offer different ride and handling characteristics. However, the outcome depends on the overall suspension design and tuning, rather than the spring type alone.

Nissan is also evaluating a range of other hardware and calibration options for the Navara Pro PHEV, including tyres, differential configurations, towing performance, payload capability and off-road driving modes.

The Australian-market Navara Pro PHEV will be powered by a 2.0-litre turbocharged petrol engine – instead of the 1.5-litre engine used in China – paired with an electric motor integrated into an eight-speed automatic transmission.

Nissan is targeting combined outputs of 300kW and 800Nm, although these figures remain subject to final homologation.

It will use a mechanical four-wheel drive system, and Nissan is targeting a 1000kg payload and 3500kg braked towing capacity.

Those figures would put the electrified ute closer to the working capabilities of conventional diesel-powered rivals, although final payload and towing ratings have yet to be confirmed. It's also unclear whether those ratings would vary between suspension configurations if both make production.

The Navara Pro PHEV is due to launch in Australia during 2027. Final specifications, equipment and pricing will be announced closer to its arrival.

MORE: Explore the Nissan Navara Pro showroom

While famous farmer and former host of Top Gear Jeremy Clarkson often used this catchphrase rather flippantly, there's no more accurate way to describe the Lamborghini Urus – a not-so-subtle luxury family wagon honed to hit an electronically limited top speed of 312km/h.

The upcoming Urus SE Performante doesn't move the needle in that regard. Instead, it's a leaner, sharper and more purposeful evolution, engineered to be devastatingly quick not only in a straight line, but around racetracks and shopping centre carparks too.

Ahead of its Australian debut next year, we travelled to Italy to sample a production example at Vairano Proving Ground.

How much does the Lamborghini Urus cost?

We're still not sure, as pricing likely won't be announced until closer to the SE Performante's local launch, pencilled for early to mid-2027.

Lamborghini has, however, hinted at a 10 per cent hike over the 'base' Urus SE – currently priced at $457,834 before on-road costs – so we'd expect an entry point around the $500k mark.

Sounds hefty, right? Perhaps, but it's still far less than what you'll pay for a Ferrari Purosangue ($839,992 before ORCs).

Closer in value but also slower in terms of top speed are the related Bentley Bentayga Speed ($513,600 plus ORCs) and Aston Martin DBX S ($475,000 before ORCs), both of which carry similar brand cachet.

Want the performance without all the attention? The Porsche Cayenne Turbo GT and Audi RSQ8 share their underpinnings with the Urus, yet can be had for much less money.

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

What is the Lamborghini Urus like on the inside?

Corsa-Tex and carbon-fibre galore.

Lamborghini's version of Alcantara covers the ceiling, doors, dashboard, seats, steering wheel and centre console, while the auto industry's favourite lightweight weave also features prominently ahead of the driver.

Red honeycomb stitching, darker accents and embroidered lettering across the seats further set the SE Performante apart.

As a result, there's no mistaking it for a standard Urus, nor any other SUV on the market. The SE Performante is 100 per cent committed to being a track-ready family wagon, and therefore feels truly special to sit in.

It likewise feels luxurious, as just about every surface is soft to the touch, including oft-neglected areas below the beltline. You're getting what you pay for on the materials front, that's for sure.

And, in the case of the seats and steering wheel, the Corsa-Tex treatment serves a practical purpose – affording the driver a level of grip and control that slippery leather simply can't.

The SE Performante’s driver-first philosophy is also reflected in its ergonomics. Both front pews offer plenty of adjustment, including for bolster snugness, making it easy to find the optimal position for performance driving. In a similar vein, the tiller extends further than most, allowing you to bring it comfortably within reach.

Seat ventilation is an option that should really be standard, particularly in Australia given our hot climate. But I guess comfort isn't the top priority here.

It's not too far down the list though. Because while the Performante looks pretty extreme inside and out, it's just as daily drivable – if not more so – than the standard SE.

The infotainment system, for example, now features snappier software and graphics inspired by the Revuelto supercar. Chaotic hexagons aside, the interface is relatively intuitive and not too layered.

That’s partly because the climate controls are all housed in a secondary screen below, itself straightforward to operate and equipped with haptic feedback.

Like the centre touchscreen, the digital instrument cluster runs updated visual themes, with its layout and readouts shifting depending on the drive mode selected. Both displays incorporate a Performante-specific telemetry system so you can keep track of your lap times on the fly.

Picking gears and shifting drive modes is made more satisfying by fighter jet-inspired switchgear on the centre console, although many of the buttons elsewhere have clearly been plucked from the Audi parts bin.

That’s quickly forgiven when you realise the Urus shares similarly high levels of cabin practicality with its platform relatives.

There's storage aplenty up front, and the second row offers around 40 inches of legroom, which is on roughly on par with other large SUVs built on Volkswagen Group's MLB Evo architecture, as well as the DBX. Headroom is a little more pinched, though.

As is boot space, which is hampered by the battery beneath the floor. The original Urus offered a respectable 616 litres of capacity, whereas current plug-in hybrid versions are limited to just 454L.

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

What's under the bonnet?

The bulging, vented carbon-fibre bonnet hides a tried-and-tested 4.0-litre twin-turbo petrol V8 producing 456kW of power and 800Nm of torque, while an electric motor sandwiched between the engine and eight-speed torque-converter automatic transmission contributes a further 141kW and 483Nm.

Those numbers are unchanged from the Urus SE, yet combined system outputs have jumped by 9kW and 50Nm as a result of some software tweaks.

The Performante also picks up a titanium Akrapovič exhaust that’s 10kg lighter than the system used in the standard car.

In total, Lamborghini has trimmed 32kg from the SE, predominately through extensive use of carbon-fibre. So extensive, in fact, that the Performante has the most carbon-fibre components of any production SUV.

Further under the skin, this second iteration of the Urus Performante ditches fixed coil springs for a new ‘AURA’ dual-chamber air suspension system that’s claimed to halve body roll and reduce vibrations by 25 per cent. In other words, it should make for a vehicle that can be both more dynamic and/or comfortable, depending on how you set it up.

Not just on tarmac either, as you can raise the ride height by up to 70mm for a spot of light off-roading. A new Rally drive mode also comes in handy here.

At the very literal heart of the SE Performante is a new 6D sensor pinched from the Fenomeno hypercar. Positioned near the car’s centre of gravity, it measures longitudinal, lateral and vertical acceleration, as well as pitch, roll and yaw. It works alongside eight additional accelerometers positioned around the vehicle, feeding real-time data into the chassis control and electronic braking systems.

In simpler terms, it’s an advanced dynamic brain that’s constantly crunching the numbers, working to minimise pitch and roll while keeping the car on its intended trajectory.

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

How does the Lamborghini Urus drive?

The SE Performante is best thought of as a supercar on stilts.

I've never been left speechless by the dynamics of an SUV, let alone one of this size, but all rules have exceptions and the Performante is just that.

Admittedly, our experience was brief and highly controlled – 15 minutes lapping Vairano's tight, technical handling track behind a somewhat conservative lead driver.

Nevertheless, the controlled agility of this 5.1-metre-long heifer is nothing short of remarkable.

Approaching the first of many 90-degree turns, I start steering fully expecting a delay, some body roll or at least a little understeer. None of that eventuates.

Rather, the Performante turns in sharply, rear-wheel steering helping it to cut a direct path through the apex, remaining perfectly balanced throughout. Colour me confident.

Next comes a sequence of alternating high-speed bends, through which there's an almost disturbing lack of lean. While you can feel the G-forces climb in the cabin, the chassis is unperturbed, kept in check by the clever onboard computers.

The chunky Pirelli tyres are likewise unflappable when pushed, able to maintain excellent grip without protest. At least while they're fresh.

Through these sweepers, the rear wheels turn in the same direction as the front pair to effectively lengthen the wheelbase, increasing stability.

With that neck workout out of the way, it's time to test the brakes – carbon-ceramic stoppers measuring a whopping 440mm at the front and 410mm at the rear. As expected, they're hugely effective, and easy to modulate courtesy of a firm, positive pedal.

In terms of outright stopping power, Lamborghini says the new SE Performante can slow from 200km/h to a stop in seven fewer metres than its significantly lighter predecessor, while an eight per cent improvement in brake cooling efficiency should help prevent fade during repeated use.

Continuing the lifted supercar theme, the SE Performante demonstrates little dive under hard braking, defying its high centre of gravity while rattling off snappy downshifts.

Lifting off the left pedal, I pick a racing line into another sharp right-hander and the front end responds with minimal resistance. It's rare that you come across an SUV with steering so quick, well-weighted and just generally satisfying.

Through the next, wider corner I’m a little more heavy-handed, and the Performante reveals a much more playful side. In Corsa mode it’s surprisingly eager to rotate on throttle, happy to hang its tail out without ever feeling overly lairy. A serious performer with a silly side, then.

Upon pulling the rear end back into line, the track momentarily opens up, providing an opportunity to open the taps.

Doing so doesn't disappoint, but the powertrain isn't the star of the show here. Throttle response is immediate and peak torque (1000Nm) is available from just 2250rpm all the way up to 5500rpm – not miles short of redline – so the SE Performante definitely pulls as hard as it should, pinning you back in the seat without much interruption from the recalibrated eight-speed auto.

However, even with an upgraded Akrapovič exhaust, it doesn’t sound quite as raucous as you might hope from inside the cabin. Much of what you hear while driving is engine noise piped through the speakers, suggesting increasingly stringent noise regulations may have robbed the V8 of some of its natural character.

In fairness, the quad exhausts produce a satisfying burble at idle, and I didn’t get enough time to explore how much extra drama the different drive modes unlock. Nevertheless, my first impression is that the more mature Bentayga Speed is similarly vocal.

As tested in Corsa mode, the trick air suspension strikes a sweet balance between ride and handling. Attacking the steeply kerbed chicane at the end of the penultimate straight does little to upset the chassis, nor does it leave me feeling beaten up, despite our test car riding on optional 23-inch wheels wrapped in lower-profile tyres.

In its more comfortable modes, I can only imagine the SE Performante would prove quite supple on public roads.

Out of the chicane it's back on the gas to cross the start/finish line, after which I complete half a dozen more laps before being called in. The car performs consistently throughout, with no meaningful weaknesses emerging.

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

What do you get?

Widespread carbon-fibre, an Akrapovic exhaust system, unique 22-inch alloy wheels, Corsa-Tex interior trim, and a unique infotainment interface headline the long list of equipment upgrades for the Performante.

2027 Lamborghini Urus SE Performante equipment highlights:

• Carbon-fibre bonnet with central power dome and S-ducts
• Carbon-fibre rear wing, wheel arch extensions, front splitter
• 22-inch alloy wheels
• Akrapovic titanium exhaust
• Electric tailgate
• Adaptive headlights incl. auto-levelling
• Cornering lights
• Automatic high-beam
• Remote Keyless Entry
• Soft-close doors
• 8-speaker audio system
• 12.3-inch digital instrument cluster
• 12.3-inch touchscreen infotainment system
• Lamborghini Connect
• Wi-Fi hotspot
• Wireless Apple CarPlay and Android Auto
• Audio theft deterrent
• 12-way power-adjustable front seats with heating
• 40/20/40-split/folding rear seats
• Corsa-Tex and leather seat upholstery 
• Corsa-Tex steering wheel trim
• Carbon-fibre interior trim
• Valet function
• Corsa-Tex headliner
• 4 x 12V DC power outlets
• Air filtration

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

Is the Lamborghini Urus safe?

The Lamborghini Urus SE Performante has not been crash-tested by ANCAP or Euro NCAP, but is nonetheless decked out with a long list of active and passive safety features.

Standard safety features include:

• Adaptive cruise control
• Emergency SOS capability
• Autonomous Emergency Braking (AEB)
• Blind-spot monitoring
• Lane departure warning
• Lane-keep assist
• Parking sensors – front, rear
• Reversing AEB
• Reversing camera
• Tyre pressure monitoring

Need more reassurance? Related Audi SUVs previously achieved full five-star ANCAP ratings based on 2019 testing criteria.

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

How much does the Lamborghini Urus cost to run?

Some finer details specific to the SE Performante – service intervals, for example – aren't yet available, though Lamborghini Australia backs all its vehicles with a three-year, unlimited-kilometre warranty.

The exotic Italian marque also offers five years of free servicing, plus three years of complimentary roadside assistance. That's pretty generous when you consider Porsche doesn't offer any form of capped-price servicing in Australia.

There are five official Lamborghini dealerships Down Under, covering each of the five most populated states.

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

CarExpert's Take on the Lamborghini Urus SE Performante

If you like the Urus, you'll probably love the SE Performante.

It's the ultimate expression of Lamborghini in a family SUV – fast, fun and unapologetically extreme.

Personally, I'm not a huge fan of the carbon-fibre-heavy exterior aesthetic given the SE Performante still weighs nearly two and a half tonnes.

But it does an extraordinary job of masking that mass on a racetrack, demonstrating all the poise, precision and drivability expected of a modern raging bull.

Sadly, few examples are likely to ever be driven as hard as Lamborghini intended, instead spending their lives terrorising the streets of affluent suburbs.

That's a shame, because beneath all the bravado is one of the most dynamically accomplished large SUVs money can buy.

CarExpert can save you thousands on a new Lamborghini Urus. Click here to get a great deal. 

Click the images for the full gallery

MORE: Explore the Lamborghini Urus showroom

However, one rising Chinese brand in Australia is boasting of its connection to a ‘legacy’ automaker.

Leapmotor is a Chinese automaker that’s a little over a decade old, which European-American automotive giant Stellantis acquired a 20 per cent stake in back in 2023.

The two companies formed Leapmotor International, a Stellantis-led (51/49) joint venture that sees the Fiat and Jeep parent distribute the Chinese brand outside of China.

In Australia, however, Stellantis brands are generally niche players, particularly after the slow collapse of Jeep sales here. Leapmotor now outsells every Stellantis brand here bar Ram, which is distributed separately by Ateco Automotive, and Fiat, which is transitioning to selling only commercial vehicles.

“I think Stellantis has different strengths in Europe versus here. I think Stellantis itself, the awareness of Stellantis in Australia is pretty limited, as opposed to Europe where it’s quite well-known, together with the dealer network over there,” Leapmotor Australia boss Andy Hoang told CarExpert.

“The strengths in Australia is that Stellantis does come with a lot of global processes. It comes with established ways of handling customers, handling ownership, handling aftersales service, having processes in place for how you train your technicians, what equipment do you need in your workshop before you even have a car.

“So all of those processes helped us kickstart the brand here in Australia without having to try to develop that from scratch. So I do see it as providing us with benefits in trying to launch this new brand.”

Leapmotor arrived here in 2024 with the C10 mid-size SUV, which was followed last year by the B10 small SUV. Joining the lineup this year are the B05 small hatch and B03X light SUV.

All Leapmotor models, regardless of market, are electric vehicles (EVs) or extended-range electric vehicles (EREVs).

Leapmotor is handily outselling every Stellantis brand bar Ram and Fiat. To the end of September, it has delivered 1168 vehicles, up 158.4 per cent on the same period last year.

While that’s less than Ram (2322, down 8.0 per cent) and Fiat (1422, up 0.8 per cent), it’s more than Peugeot (652, down 39.7 per cent), Jeep (442, down 69.9 per cent), Alfa Romeo (265, down 39.2 per cent) and Maserati (143, down 33.8 per cent).

However, it’s well down on rival brand Geely, which launched several months after Leapmotor in early 2025 and has delivered 23,632 vehicles year-to-date, up 639.2 per cent. All of its vehicles here are EVs or plug-in hybrids (PHEVs).

Leapmotor is, however, currently outselling EV brand Deepal (924 vehicles, up 269.6 per cent) which is distributed by Inchcape, which also handles Subaru distribution.

Roughly half of Leapmotor’s 25 sales and service locations in Australia also handle other Stellantis brands.

“The vehicles obviously don’t come from Stellantis… But having that distribution network and those processes in place has enabled us to launch the brand successfully here,” said Mr Hoang.

“We have a joint Stellantis warehouse in Melbourne that stores all the parts, purpose-built 12-18 months ago now. A massive facility, and we carry parts there for what are the fastest-moving parts.

“I think I had to buy six million dollars worth of parts before I even had a car here. To our process of ensuring that we have the right aftersales support for customers. That benchmark of 90 per cent [parts availability within 24 hours], that’s something that is also true for here in Australia.

"Our parts are here in Australia. We also have parts for the whole region in Malaysia, and then we also get parts out of China for anything that we need to air freight.”

Mr Hoang said there may be some situations where, for example, a customer has a prang and a small clip on the back of a screen breaks, and it’s not a part dealers have readily on hand.

However, he added: “On average we’re pretty confident that we’re holding significant parts here to be able to satisfy most of our customers, and then we do deliveries to our dealers all over the country on a daily basis.”

Leapmotor says it plans to expand its sales and service network in Australia, opening in new regions – including its first Northern Territory location – and growing to 35-40 locations, though it didn't disclose a timeframe for this.

MORE: Explore the Leapmotor showroom

In addition to the sultry Alfa Romeo Cuorerosso concept, the throwback Peugeot RCZ Vision and E-T16 concepts, and the retro-chic Citroen 2CV concept, Stellantis showed off concepts for three of its other European brands.

The DS F3VER concept previewed a new design direction for DS Automobiles, a brand often viewed as being on the bubble as Stellantis juggles more than a dozen brands, while the Fiat Multiplay features a familiar-sounding name on an unusual new body style, and the Opel STX concept shows what future wagons could look like from the German marque.

Technically, Lancia didn’t have a fresh reveal at the show, though it showed off various members of its recently unveiled Gamma mid-size SUV lineup – its second new model in two years after over a decade without any new vehicles.

DS F3VER

DS Automobiles, a premium, Europe-focused brand spun off from Citroen, revealed the F3VER as an “exploratory concept car opening a new chapter in its design story”.

However, there’s a hint of one of the first vehicles offered by the brand – the DS 3, sold here as a Citroen prior to the formation of DS Automobiles. Like the DS 3, the F3VER concept is a small hatchback with a two-tone exterior treatment.

It features an electric powertrain promising “class-leading electric range”, though DS Automobiles hasn’t offered any powertrain or battery specifications.

The F3VER measures 4.19m long, 1.84m wide and 1.46m tall on a 2.7m wheelbase, making it around 200mm longer (all in the wheelbase) and 130mm wider than the Citroen DS 3 sold here, with tight overhangs front and rear.

Angular lighting elements like those of recent DS models can be found up front, while the tail-lights resemble those of the first DS 3 in shape but feature a 'light tunnel' effect that makes them appear to extend infinitely.

Both the front fascia and rear bumper feature a vertical 'totem' within which sits the DS logo.

These sharp, angular design elements are juxtaposed with curvaceous, muscular sheetmetal like the fenders and bonnet, while the concept is finished in Cosmic Blue dichroic paint contrasted with champagne-coloured accents on the roof and wheels.

Fiat Multiplay

Using a name last seen on an innovative but polarisingly styled people mover – albeit now with a ‘y’ on the end – the Multiplay concept is a mid-size (4.45m-long) vehicle that combines elements of people movers, SUVs and utes.

The Multiplay features what Fiat calls its Metamorfosi C-pillar architecture, a mobile rear module that allows the vehicle to be converted from a three-row people mover to a four-seat ute with an open bed.

Fiat isn’t the first brand to demonstrate such a concept. This year, Chery revealed the Tiggo V SUV that features a rear canopy and third row of seating that can be removed, allowing the vehicle to be converted into a ute of sorts; the Deepal E07 Multitruck already on sale in Australia also has the ability to be converted from a sleek coupe SUV to a dual-cab ute with the push of a button.

The rear spoiler can be rotated to become an integrated bike rack when the Multiplay is in its ute configuration, while in people mover guise the car features a 6+1 configuration with a ‘Petsenger seat’, a modular unit that can be used as a dedicated space for a pet or small table, or a place to mount a child seat.

Other details include an outer section of the Petsenger seat that can be detached and used as a leash; a front passenger seat that can be transformed into a lounge chair while the vehicle is parked, with the dashboard serving as a backrest; and a display that disappears into the dashboard when the vehicle is switched off.

It’s all finished in a green exterior paint job and a red and green interior, intended to make the vehicle resemble a watermelon.

The concept’s name is a nod not only to the clever 1998 Multipla, a six-seat, two-row people mover that measured less than four metres long, but also the 1956 600 Multipla that could seat the same number of people in a vehicle just 3.5m long.

Opel STX

The Opel Sports Tourer eXperimental Concept, or STX Concept for short, shows the Stellantis-owned brand’s vision for the future of its wagons.

Opel also says it “symbolises the next stage of Opel’s design philosophy – even bolder, even purer, even more emotional and even more efficient” and “anticipates the visionary further development of the estate body style”.

While it’s referred to as an estate, it’s certainly much bolder than longroof Opels like the Astra Sports Tourer.

The roof line slopes dramatically towards the rear, terminating abruptly at a Kammback-like rear.

There are sharp side creases and prominent rear fenders, and active aerodynamics such as diffusers that protrude from the rear at certain speeds.

Opel’s family face has gotten bolder. The ‘Vizor’ seen on Opel vehicles has gotten taller and more prominent, which Opel says is in direct contrast to many electric cars today that feature an ‘ultra-slim face’.

The Vizor takes up most of the front fascia, and features slim slanted vertical lighting elements that appear to fade towards the centre of the vehicle.

The bonnet and front bumper are sharply creased, matching the sides and roof of the vehicle, and various blue accents dot the exterior.

Particularly distinctive design elements are the glass light strips that connect to the rear side windows, matching similar strakes on the roof.

The STX rides on aerodynamically optimised three-section alloy wheels wrapped in 285/35 R22 Goodyear tyres.

The concept features an electric powertrain, all-wheel drive, and a top speed of over 200km/h, but no other performance or battery details have been revealed.

“Our Opel STX Concept reinterprets the estate!” said Opel CEO Florian Huettl in a press release.

“The study shows characteristic features that will be found in future Opel models and underlines Opel's role as an estate pioneer in Europe.”

MORE: Alfa Romeo Cuorerosso concept previews brand's futureMORE: Citroen 2CV revived as budget EV steeped in nostalgiaMORE: Peugeot RCZ Vision coupe revealed with 500hp and solid-state batteryMORE: Peugeot E-T16 concept is a rally legend reborn, previews next E-208

Tesla CEO Elon Musk, who is also the founder and CEO of SpaceX, said the vehicle will be capable of accelerating from 0-60mph (97km/h) in less than one second. A demonstration run shown during the livestreamed event recorded a claimed time of 0.81 seconds.

That’s quicker than Tesla's original acceleration claim for the second-generation Roadster, first revealed in 2017, when Mr Musk promised a 0-60mph time of 1.9 seconds, a top speed exceeding 400km/h, and a driving range of approximately 1000km.

Tesla is now targeting a top speed of 230mph (370km/h), but Mr Musk today said the new Roadster has “got to crack halfway to the speed of sound” of Mach 0.5, which equates to about 383.5mph (617km/h).

“This is not an autonomous car, it is the last – well, it is technically autonomous for this demo to make sure we don’t kill anyone – but this will actually be long-term the only manually driven car that Tesla makes,” Mr Musk said.

The demonstration included a series of jumps in which the Roadster used thrusters fed by ultra-high-pressure compressed-air tanks to ‘fly’ in front of the live audience.

It jumped a collection of parked Teslas and made a controlled landing after driving up a Hot Wheels-like ramp.

In top-spec form there’s also a fan system designed to suck the vehicle to the ground, similar in principle to the technology used by Jack Brabham’s BT46B Formula 1 car in 1978. Mr Brabham withdrew that car after its sole grand prix outing, which it won.

The Roadster’s fan system operates in Track mode, which also lowers the suspension.

“We have a suction, a fan suction system on the bottom of the car that can pull up to two Gs in order to make the car go upside down," explained Tesla’s vice president of vehicle engineering, Lars Moravy.

“And then we borrowed some technology from SpaceX to do the rest.”

The Roadster’s active aerodynamics include a large rear wing that extends according to the downforce required, said Mr Musk.

Tesla claims the thruster system can generate more than 80kN of thrust, while the Roadster is said to be capable of cornering at 2g.

“Now you might say, like, how often do you want to stick upside down in a car?” said Mr Musk.

“Maybe not that often, but it actually has this an actual benefit on the track or just driving, where the downforce of the car means you can corner incredibly well, like you can corner like it looks like you're breaking physics because the car sticks to the ground so hard.

"So acceleration, cornering, it's going to crush every track record that has ever existed.”

Three Roadster variants have been listed: Performance, Thrust and the invitation-only Rocket.

The Performance grade features the fan system, while the Thrust variant adds compressed-air thrusters. The Rocket model demonstrated at the event showcases the car’s 'flying' capability.

An Australian launch for the new Roadster has not been confirmed, with Tesla’s local website now stating it will be "Available as a Left-Hand Drive vehicle only".

Pricing hasn’t been announced, but Tesla is accepting US reservations. The Performance version requires an initial US$5000 deposit, followed by US$45,000 within 10 days, for a total of US$50,000.

The Thrust requires US$5000 initially and a further US$245,000 within 10 days, bringing its total reservation payment to US$250,000.

In 2017, Tesla announced a starting price of US$200,000 for the Roadster, with a Founders Series priced at US$250,000.

Inside, the latest Roadster’s seats are moulded into the chassis, which Tesla says helps reduce weight. It also features steer-by-wire and brake-by-wire systems, with driver inputs transmitted electronically.

“This will be an actual car that's on the roads. You know, I'm not sure it's necessarily legal in all jurisdictions, but like, there will be such a car that someone can own, so it's going to be pretty wild that [they] can have a rocket car,” Mr Musk said.

Tesla designer Franz von Holzhausen said during the demonstrations: “Today marks the day that we build the first world's best flying car and the last best driver's car.”

MORE: Tesla Roadster reveal coming after near decade-long waitMORE: Explore the Tesla showroom

The latest registration data from the Bureau of Infrastructure and Transport Research Economics (BITRE) shows there were 1,000,292 Holden passenger vehicles in Australia as of January 2026, making it the fourth most common brand on our roads behind Toyota (3,317,413), Mazda (1,576,072) and Hyundai (1,342,431).

This particular BITRE data looks only at passenger vehicles – including SUVs, but excluding light commercial vehicles such as utes – that were registered for unrestricted public road use in Australia as at January 31, 2026.

BITRE says that "where possible" it has excluded vehicles registered for consular and defence force use, as well as "veteran and vintage vehicles registered for restricted use only".

There were 94,936 fewer Holden cars on the road than in 2025, with last year’s tally down 90,829 on the previous year. That means there’s been a 15.7 per cent reduction in the number of Holden passenger vehicles on Aussie roads since 2024.

This attrition isn’t unusual, given many owners discard their vehicles once the cost of keeping them roadworthy exceeds the value of the vehicle. Vehicles may also be damaged or destroyed in collisions.

Holden hasn’t been the only brand to recede since 2024, according to this latest October 2026 BITRE data.

There were 836,433 registered Ford passenger vehicles in 2026, down from 900,248 in 2024 – a decline of 7.1 per cent.

The number of registered Hondas has shrunk by 2.3 per cent across the same period, with Jeep down by 7.2 per cent to 163,601 vehicles, Nissan down by 1.0 per cent to 808,884 vehicles, Renault down by 3.0 per cent to 64,767 vehicles, and Peugeot dropping 14.5 per cent to 54,367 vehicles.

Despite Peugeot’s drop and its more modest numbers on our roads, it’s still in the top 30 brands for registered passenger vehicles.

There were 22.77 million registered motor vehicles on this date, up 2.1 per cent on January 31, 2025, with 16.4 million of these being passenger vehicles.

A total of 63.7 per cent of all registered motor vehicles were petrol-powered, down from 65.6 per cent, while diesel vehicles increased their share from 29.5 to 29.9 per cent across the same period.

A total of 368,300 electric vehicles (EVs) and hydrogen fuel-cell vehicles (FCEVs) were registered as at January 31, 2026, up 42.3 per cent. EV and FCEV passenger cars accounted for 2.2 per cent of Australia’s total passenger vehicle car parc, with Tesla being the number-one EV brand followed by BYD (56,565 registered passenger EVs in 2026) and MG (23,175).

Hybrids grew in number by 31.7 per cent year-on-year to 846,200 vehicles, while plug-in hybrids tallied 111,300 vehicles, up 101.9 per cent YoY.

The average age across all registered motor vehicles in Australia increased slightly, from 11.55 years in 2025 to 11.67 years in 2026. Tasmania has the oldest average fleet age at 13.8 years, with the Northern Territory having the youngest at 10.81 years.

Top 30 brands for registered passenger vehicles in Australia

You can view the full report at the BITRE website.

MORE: Explore the Holden showroom

Many of these changes were announced for the Japanese market back in July, and are now being rolled out to the UK and Europe before the end of this year.

We've contacted Mazda Australia to confirm when these changes will arrive here.

Zinc Green Metallic joins the colour palette, after having debuted on the MX-5 earlier this year. Mazda says the paint was inspired by the colour and texture of zinc chromate primer.

Aero Grey metallic is also newly available on the CX-30, while new gunmetal and gloss-black decorative interior panels are available in some variants.

Ventilation is now available for the front seats, joining heating, while the surround-view camera gains a see-through view mode, and the blind-spot monitoring features a safe exit warning function.

Unlike in Australia, where the CX-30 is offered with only naturally aspirated Skyactiv-G 2.0-litre and 2.5-litre four-cylinder petrol engines, Mazda in the UK gets the mild-hybrid 2.0-litre e-Skyactiv G and compression-ignition 2.5-litre e-Skyactiv X petrol engines. Also unlike Australia, the CX-30 is available there with a manual transmission.

There’s also a new Makoto special edition coming to the UK in early 2027, bringing seats upholstered in light cloth and ‘stone’ leatherette, as well as black 18-inch alloy wheels and dark badging and mirror caps.

This aligns with the Air Edition in Japan, which features the same lighter interior colour scheme.

Mazda in Japan says the adaptive LED headlights in the updated CX-30 have also been improved to the same level as the CX-60 and CX-80, while the adaptive cruise control now features speed sign recognition and the emergency lane-keep assist system has been improved.

The CX-30's autonomous emergency braking system can also now detect motorcycles, avoid collisions in intersections and during right turns, and gains a “collision damage mitigation function for oncoming vehicles” and “forward-moving approaching object detection function”.

Mazda CEO Masahiro Moro revealed in August the second-generation CX-30 will be launched by March 2031.

In a two-part interview with Chugoku Shimbun, a newspaper based in Mazda's hometown of Hiroshima, Moro-san revealed the next-gen small SUV will "incorporate methods used for the new CX-5", most likely its cost-reduction regime that has seen the new mid-size SUV feature an arguably more downmarket interior.

The new CX-5 has also dumped the company's rotary dial-controlled Mazda Connect infotainment system, and jettisoned Mazda's long-standing commitment to a full suite of physical controls for the audio and climate control system in favour of a larger touchscreen. 

Mazda has produced over 1.4 million CX-30s since its launch in 2019.

To the end of September, the Japanese brand has delivered 9020 CX-30s in Australia this year, making it the brand's third-best seller behind the CX-5 and CX-3.

A replacement for the latter is set to enter production in Thailand in 2027.

MORE: Explore the Mazda CX-30 showroom

Due in European showrooms from December 2026, the updated SUVs haven’t been confirmed yet for Australia. Mazda Australia declined to confirm if or when these updates will reach our market.

Per Mazda’s Dutch press release, the company says it has “further improved the ride comfort of both models by revising the rear suspension crossmember bushings, contributing to a smoother and more refined driving experience”.

This marks the third suspension update for the CX-60 in as many years, and the first for the CX-80.

Late in 2023, Mazda started fitting revised rear shock absorbers to CX-60s at the factory, the following year offering Australian buyers these as a free retrofit.

May 2025 subsequently brought a further revision for the CX-60, bringing softer rear springs, increased rear rebound damping, and firmer front compression damping.

The updated 2027 CX-60 and CX-80 also receive more sound-absorbing materials within the engine bay, as well as between it and the cabin.

They also gain Active Parking Control, a semi-autonomous parking system that can handle both parallel and perpendicular parking manoeuvres.

Deep Crystal Blue mica paint has been replaced by Aero Grey in the CX-60, with Polymetal Grey joining the CX-80's palette. Currently, the only grey finish offered on Australian-market CX-60 and CX-80 models is Machine Grey Metallic.

Mazda's president confirmed in August the company was working on updates for the CX-60 and CX-80 and their fellow Large Architecture-based SUVs – the CX-70 and CX-90 – amid sales that have fallen short of projections.

"We will be working on the exterior, interior, and powertrain, and will be upgrading them on a scale never seen before," said Mazda President Masahiro Moro in translated remarks reported by Japanese outlet Chugoku Shimbun.

"We will cultivate these into products that people will say are Mazda's flagship. It will take time, but we will definitely achieve this."

However, Moro-san didn't confirm the extent of these changes. While Mazda in Europe has now announced updates to the CX-60 and CX-80, which were developed with that market as a focus, no updates have been detailed yet for the US-focused CX-70 and CX-90.

Australia is the only market in the world that gets all four Large Architecture SUVs.

MORE: Explore the Mazda CX-60 showroomMORE: Explore the Mazda CX-80 showroom

The Mission S previews a petrol-powered spiritual successor to the 550 Spyder, and previous limited-edition flagships including the Carrera GT and 918 Spyder.

Porsche chairman Michael Leiters said the Mission S “represents a mid-engined super sports car platform positioned above the 911 – not as a one-off hypercar, but as a permanent and versatile addition to our customer offering”.

A statement from the automaker said: “Porsche is planning, for the first time, a permanently available super sports car offer. The clear objective here is the highest level of engineering excellence and maximum flexibility.”

This means it won’t be a limited edition like the 918 Spyder, produced between 2013 and 2015, but instead a full-time model in an expanded lineup. Its design also previews the direction of the brand, inspired by the shapes of previous Porsches.

There’s no word on timing for a production version, nor pricing – and no confirmation of whether it will be offered as part of the Porsche Cars Australia lineup.

The Mission S could well be dubbed ‘mission critical’ for Porsche as the automaker undergoes a significant strategy change.

This comes after slower-than-expected take-up of electric vehicles (EVs) in 2025, with its ‘Sportwagenschmiede ’35’ (Sports Car Workshop ’35) revitalisation plan outlined earlier this month.

The Queens, New York, location for the Mission S reveal was chosen because the first images of the Porsche 550 Spyder, the brand’s first mid-engined production model, were taken there in 1953.

While Porsche did not provide any further details of the engine, Autocar previously reported Mr Leiters confirming the new super sports car would be offered only with an internal-combustion engine, not a hybrid or battery-electric powertrain.

Indeed, the term ‘engine’ is used throughout the media material for the Mission S, instead of the ‘motor’ description for the similarly named Mission E (for electric), first shown in 2015 (which became the Taycan production model), and the Mission X from 2023, which was also electric.

Porsche has pulled back on its previous EV ambitions, with the Mission S marking another significant step towards its revised strategy, after slower sales and profit slides in 2025, which have continued into 2026.

After launching the Taycan in 2020, the German marque predicted 80 per cent of its sales would be EVs by 2030. Now, it predicts two-thirds of sales will still include some form of internal-combustion power by the end of this decade.

The Mission S sits on a new platform not shared with fellow Volkswagen Group brands Lamborghini, which has indefinitely postponed plans for its first EV, or Audi, which continues work on an electric sports car of its own planned for a 2027 introduction.

The mid-engined architecture of the MIssion S enables its ‘fly line’ sloping roofline, and there are other design cues like the 911-esque round headlights, the flat bonnet from the 1998 Le Mans-winning GT1, and the rear wing shaped like that of the 1986 959, the brand’s rival to the 1988 Ferrari F40.

“A Porsche must be recognisable as a Porsche at first glance,” Mr Leiters said.

The alloy wheels are based on the dial design seen on the 928, which was produced between 1977 and 1995. Porsche says they were chosen to reduce weight, while the Mission S show car’s colour scheme is a nod to classic Porsche Motorsport colours.

Inside, the Mission S takes an intentional step back from digitisation, with the deliberate omission of a centre touchscreen or fixed passenger screen, with a MagSafe smartphone ‘system’ there instead.

The move, says Porsche, is part of its quest for the ‘ideal symbiosis’ between digital and analogue controls. The rev counter includes an analogue needle, for instance, with five circular instrument dials around the steering wheel moving depending on the selected drive mode.

There’s also a mix of digital and analogue in the redesigned Sport Chrono display.

Porsche’s revised business strategy includes 9000 job losses over the next decade, as well as a 40 per cent reduction in middle management headcount, as the workforce is pared back by 10 per cent. On the plus side, there will be a share program for employees from 2028.

It also sees previously confirmed combustion-powered versions of the upcoming 718 Boxster and Cayman sports cars axed in favour of electric-only versions.

A new mid-size SUV to sit alongside the Macan is also part of the plan, using petrol and plug-in hybrid powertrains, after the Macan went electric-only in 2025 to the detriment of sales.

At the other end of the scale, an upper-large SUV to sit above the Cayenne is back on the cards but with petrol and electric powertrains, and the automaker planning on around 45 per cent of its sales being in the larger D- and E-segments.

Porsche’s need for a turnaround comes less than three years after it posted record sales of 320,221 vehicles and a record operating profit of €7.284 billion (A$11.77 billion) in 2023.

Global sales of 178,532 vehicles this year to the end of September 2026 were down 16 per cent, impacted by the end of production for the previous 718 Boxster and Cayman.

While the 911 found 42,217 new homes over that period, Porsche's most popular model was the Cayenne with 51,025 sales.

MORE: Explore the Porsche showroom

Launched in 1971, the A310 was envisioned as a larger and more relaxed sibling for the A110 coupe, which was sportier and had a successful rally-racing career.

While the A310 Vision contains elements from the original A310, it also mixes in cues from the later V6 and GT models, including the latter's pumped-up wheel-arches, rear wing, and sharper and more heavily creased bodywork.

Although the original A310, which was produced until 1984, had seating for four, the Vision concept has just two seats.

Officially, the A310 Vision is a "one-off concept" and a "creative exploration of Alpine's heritage rather than the announcement of a future production model".

However, Autocar understands the concept has been given given the model code PS1 (or Projet Spécial 1), indicating it could form the basis for a limited-run model.

The A310 Vision is based on the Alpine Performance Platform (APP), an EV-first architecture with two battery packs: a small one under the bonnet, and a main unit behind the cabin. While this layout adds extra complexity, Alpine says it allows for a lower seating position and a more spacious cabin.

An internal combustion engine can be inserted into APP, with Philippe Krief, Alpine’s CEO, telling Autocar earlier this year that with “some small modifications on the platform we can accommodate an engine, gearbox, fuel tank and all you need”, with the petrol drivetrain essentially replacing the main battery unit.

The upcoming all-electric A110 is based on APP, and its styling is being previewed by a sculpture on display at the Paris show.

The A310's power output and battery specs are completely unknown as Alpine hasn't provided any details about the A310 Vision's drivetrain.

Despite its dramatic supercar styling, the original Alpine A310 was launched with a 91kW 1.6-litre carbureted four-cylinder engine. Thanks to its heavier body chassis, performance was leisurely, and it wasn't until 1976 that the A310 gained a 110kW 2.7-litre V6.

Hopefully, if the A310 Vision goes into limited production, Alpine will provide the coupe with sufficient spuds from the start.

MORE: Explore the Alpine showroom

Instead of a 900V electrical system, something the Chinese-market 7X moved to in 100kWh battery-equipped variants late last year, the entire European-market 2027 lineup will stick with an 800V electrical system.

The updated mid-size electric SUV will reach European customers during the first quarter (January to March) of 2027, while Zeekr in China is launching a separate 7X update later this year. It hasn’t specified all the changes it’ll feature, though it has confirmed it will introduce a new 85kWh ‘Golden Brick’ battery pack.

We’ve contacted Zeekr Australia to confirm when the next 7X update will be introduced here.

European-market 7Xs will stick with a choice of 75kWh lithium iron phosphate (LFP) and 100kWh nickel manganese cobalt (NMC) batteries, which can be charged at up to 450kW and 420kW on DC power, respectively, and at up to 22kW on AC power.

While the batteries and their charge rates are unchanged, range has been increased.

WLTP range figures are 482km and 627km for single-motor rear-wheel drive variants with the 75kWh and 100kWh batteries, respectively, up from 480km and 615km.

Rear-drive 7Xs also receive a bump in power and torque to 335kW and 520Nm, up 25kW and 80Nm respectively. This slashes the claimed 0-100km/h time from 6.0 seconds to between 5.5 and 5.6 seconds, depending on the variant.

The dual-motor all-wheel drive powertrain now pumps out 500kW and 790Nm, up 25kW and 80Nm. There’s been a tiny increase in range (up 2km to 545km) and a tiny increase in 0-100km/h acceleration (3.7 seconds, down from 3.8).

Zeekr says the updated 7X uses a new Bosch-based driver-assistance system powered by seven cameras and three radar units, supporting features like “fingertip and remote parking assist”.

The 7X has received a minor exterior update, with new front and rear bumpers. The rear number plate has also been moved to the tailgate.

Glacier Silver and Mystic Lilac will join the exterior colour palette in the first quarter of 2027, along with new-design 21-inch alloy wheels.

Interior changes are minor, centred on a redesigned centre console featuring a sliding cover at the same level as the dual wireless phone charging pads, for a lower and flatter look.

Many of these visual changes already appeared on the updated Chinese-market 7X last year.

The 7X has proven extremely popular since its Australian launch late in 2025.

To the end of September, Zeekr Australia has delivered 10,800 7Xs this year. While that’s less than the Tesla Model Y (35,930), BYD Sealion 7 (19,964) and the significantly cheaper Geely EX5 (12,745), the 7X is outselling every other mid-size electric SUV.

MORE: Explore the Zeekr 7X showroom

“The second batch is coming. It’ll be arriving here in November this year,” Leapmotor Australia chief Andy Hoang told CarExpert.

It’ll be offered in black or white paint colours as before, with exterior striping, but a new purple finish will also be available.

Leapmotor Australia hasn’t confirmed the number of examples that will be available here, nor the pricing.

When the first batch was announced in March 2026, Leapmotor Australia said it would bring only 50 examples here, each priced at $53,888 before on-road costs – $4000 more than the rear-wheel drive C10 EV Design.

For the extra outlay, the AWD Sports+ Special Edition adds a second motor to deliver ‘intelligent’ all-wheel drive (AWD), with outputs jumping to 440kW of power and 760Nm of torque, and the claimed 0-100km/h time slashed to just 4.0 seconds.

The added performance is paired with an 800V (instead of 400V) electrical system and a larger 81.9kWh lithium iron phosphate (LFP) battery delivering a claimed 437km of WLTP range.

Compared to the only electric C10 variants offered at the time, power and torque were increased by 280kW and 440Nm, while range was increased by 17km.

Leapmotor Australia subsequently announced in June 2026 a C10 Design Long Range variant that bridged the gap somewhat between the Design and the AWD Sports+ Special Edition, adding its 800V electrical system and 81.9kWh LFP battery while offering a 220kW/360Nm electric motor and 510km of WLTP range.

When asked why Leapmotor Australia is only bringing the high-output vehicle here as a special edition in limited numbers, Mr Hoang said it serves as an accessible “halo” model for the brand.

“Given the unique specs of it, we felt like customers deserve to have it in a package that’s a bit more unique, a bit more limited,” he said.

“The exclusivity just raises the profile a little bit, rather than having it as a standard [variant],” he added.

While Leapmotor Australia has confirmed the return of the Sports+ Edition, it wouldn’t confirm when the updated C10 – revealed for Europe in September 2026 – will be introduced here.

For model year 2027 (MY27), the European-market C10 will move to the brand’s latest LEAP 3.5 Electronic & Electrical Architecture.

This means it’ll finally offer Apple CarPlay and Android Auto, both with wireless connectivity, plus ChatGPT integration for the voice assistant.

Electric C10s with the 69.9kWh battery now produce 165kW and 360Nm, up from 160kW/320Nm, with WLTP range increasing from 420 to 430km and the maximum DC fast-charging rate growing from 84 to 120kW.

Other MY27 changes in Europe include revised LED headlights, a full-width front LED light bar, and the addition of three radar units to power new safety equipment such as active front cross-traffic assist.

There’s also been an increase of 27 litres in boot space for electric variants with a new adjustable boot floor.

Leapmotor International has said Chinese customers respond quickly to new products and frequent updates, but that it may skip certain updates in global markets because introducing a materially better version every few months can confuse customers and weaken the value of the model they have just bought.

Instead, it may keep a pre-update model around for longer than in China, but roll out over-the-air software updates to improve it.

“So right now, the average in China is three and a half years,” Leapmotor International’s then head of brand strategy, product and marketing and now CEO, Francesco Giacalone, told Australian media earlier this year.

“So three and a half years, full model change, technology change, architecture change, and so on.”

That doesn't mean every Chinese model is replaced after exactly three and a half years, but it illustrates the speed at which the automotive industry there is moving.

Preparing those vehicles for global markets, including conducting local certification and dealer preparation, can add another 8-12 months – potentially meaning that by the time an export version has been introduced, a replacement model could be simultaneously being announced in China.

In the case of the C10, Leapmotor revealed an updated Chinese-market model in June 2026 with various exterior revisions and a redesigned dashboard with a larger 17.3-inch infotainment touchscreen, among other changes.

It's unclear when these changes will reach global markets, particularly given Leapmotor International has decided to skip a recently revealed B10 update that brought, among other changes, an 800V electrical system.

MORE: Why Australia may miss entire generations of Chinese carsMORE: Explore the Leapmotor C10 showroom

“Due to a manufacturing issue, cracks may be present in the rear subframe. The cracks may worsen over time and weaken the vehicle's structure,” the official recall notice said.

“In the event of a rear-end collision, reduced structural strength can increase the risk of serious injury, or death to vehicle occupants.”

• A total of 95 vehicles are affected, produced between 2023 and 2026
• Vehicle Identification Numbers (VINs) can be found here and here
• The original recall notice is attached here

“Owners of affected vehicles will be contacted by Jaguar Land Rover to organise an inspection of their vehicle. If cracks are found, repairs will be completed free of charge," the company says in its recall notice.

It’s the first recall for the current-generation Range Rover Sport in Australia, which was introduced here in 2022 as a 2023 model year vehicle.

Owners affected by the latest recall can contact Jaguar Land Rover on 1800 625 642 between 8:00am and 8:00pm on weekdays, and between 9:00am and 4:00pm on Saturdays.

They can also email crcau@jaguarlandrover.com or use the company’s website contact form.

MORE: Explore the Range Rover Sport showroom

Leapmotor was one of numerous automotive brands name-checked in a recent report by ABC’s about customer data security and privacy, specifically for its use of cameras supplied by Chinese company Dahua.

“The cameras are from Dahua, that’s what we’ve been advised,” Leapmotor Australia boss Andy Hoang told Australian media including CarExpert.

“Having said that though, the vehicles themselves have been independently tested for certification for privacy.

“And as we look through our positioning and the functionality of those cameras, there’s nothing in there to suggest anything other than the cameras are designed to help with safety driving functionalities, and the only place where footage is captured is via the dashcam which is USB only for exporting.”

Dahua cameras were banned from federal government buildings in 2023, following similar bans in the US and UK over spyware fears, with Shadow Minister for Defence James Paterson telling Four Corners it’s “extraordinary” that vehicles with these cameras are allowed to drive around government buildings and installations.

Senator Paterson said Dahua has been directly implicated in human rights abuses and mass surveillance of Uyghur people in China.

But Leapmotor Australia says only a small number of its customers have raised concerns about the security of their data following the Four Corners report.

“To be totally transparent with you, if we had 100 customers, we probably had about two customers raise that as something that they questioned or wanted to know more about,” said Mr Hoang.

“The majority of feedback that we’ve had from owners in particular have been like, if that was an issue, wouldn’t the phone be the first thing that everyone looks at? Because the phone is built in China and it’s filming all the time.

“And if the dashcam or the camera is an issue, wouldn’t that be with every car in the market? Every car’s kind of got that. So the owners themselves haven’t really seen this as a big issue.”

Leapmotor says its association with Stellantis – the two companies have a joint venture to distribute the Chinese brand's vehicles in export markets – means it has to follow tougher privacy regulations.

“We’re pretty confident from our end because we know we take it pretty seriously, and that’s the advantage of having Stellantis as the partner,” said Mr Hoang.

“We’ve been in the industry for a long time. We take privacy and customer data really seriously. And all the compliance that we need to go through, us and Europe, which is through GDPR [the European Union’s General Data Protection Regulation] which is a higher standard than here. We comply with that, and all of our terms and conditions comply with Europe.”

The wide-ranging Four Corners report also looked at the ability for BYD and Xpeng vehicles to be remotely accessed.

Subsequently, BYD investigated its Shark 6 and identified a software vulnerability, which it says it’s fixing with an over-the-air software update. However, it noted initial access to the Shark 6 used in the program required physical contact with the vehicle using special tools.

MORE: Explore the Leapmotor showroom

“This is one of the great things of being part of Stellantis... there is a very rigid process in place to manage our stock and inventory,” Leapmotor Australia boss Andy Hoang told CarExpert.

“We're not just dictated by our head office that says, ‘You need to sell a thousand cars, we'll just ship you a thousand cars, and you guys work it out’.

“Our demand forecasting is all, ‘What do we think we can sell? What do we need? How much stock do we want to hold?’ and the ordering process monthly cycle goes through that rigorous process for us. So we're in really good shape from our point of view in terms of the stock.”

Leapmotor arrived here in 2024 with the C10 mid-size SUV, with the smaller B10 following in 2025.

The Chinese auto brand is now launching the B05 small hatch, with the B03X light SUV due to arrive in showrooms in November.

“We've got stock of C10 and B10, which are the vehicles that are here. Obviously, we don't have enough B05s at the moment because they're so new. And B03X is not here,” said Mr Hoang.

“All those products go through the same process where we put our orders in for what we want – it's not the other way around,” he added.

In contrast, other Chinese brands such as BYD have been reported as having so much stock on the ground they've had to find unconventional storage locations, such as theme park parking lots, to store them.

Leapmotor not only says it isn't receiving a glut of unwanted stock here, but that it's also avoiding launching too many new models in quick succession as it pursues more sustainable growth.

In contrast, MG launched five new models in Australia in 2025. The brand now has 14 models, up from just three in 2022.

Meanwhile, BYD has launched five new models over the past 12 months, and its lineup now comprises 12 models, up from just one in 2022.

Leapmotor remains a minnow in Australia compared to those giants, despite being the 14th best-selling auto brand in China in 2025 and outselling Haval, Deepal and Xpeng, among others.

It has a much wider model lineup in its home market, ranging from the pint-size A05 city car to the D19 large SUV.

But Leapmotor hasn’t brought every one of its right-hand drive models to Australia. It didn’t, for example, introduce the T03 micro-car here despite exporting it to Europe and the UK.

As for newer models, while it is keen to offer the C16 and D19 three-row SUVs, among others, it has no immediate plans to bring the large D99 people mover here, despite Chinese brands such as BYD, Denza, GAC and Xpeng all introducing people movers locally.

Only one of these is positioned as a direct rival to the Kia Carnival, which accounts for the lion’s share of people mover sales in Australia, with the others aiming further upmarket – a decidedly niche play in Australia.

“Let’s just say that versus the other cars that I’ve rattled off here earlier, that’s probably lower on the priority list than those vehicles, [but] never say never,” said Mr Hoang.

To the end of September, Leapmotor has delivered 666,539 vehicles globally this year, up 68.5 per cent. However, only around 17 per cent of the brand’s sales come from outside of China, where its vehicles are distributed by Leapmotor International, a joint venture with Stellantis.

In Australia, Leapmotor has delivered 1168 vehicles year-to-date, up 158.4 per cent but still well below the likes of Geely (23,632, up 639.2 per cent).

MORE: Explore the Leapmotor showroom

Order books are now open ahead of first customer deliveries in November 2026, with the price including premium paint as part of an introductory offer, a saving of $800 – with Black a ‘pre-sale’ exclusive no-cost option.

The L6 BEV Signature, the single model grade announced, includes ‘BEV’ (battery-electric vehicle) in its official name as a plug-in hybrid (PHEV) version, expected to cost less, is scheduled to arrive in Australian showrooms in 2027.

Lepas, a brand of Chery, is pitched as a more upmarket brand and will be sold at both Chery dealers and standalone sites, and aims to have 40 open by the end of 2026.

The two-row L6 is one of five model lines officially planned for Australia, with the smaller L4 BEV SUV planned to arrive in December 2026, as well as larger L8 and L9 SUVs in 2027 and 2028, and the L2 hatchback in 2028.

The L6 BEV’s $47,990 before on-roads price is more than the similarly sized BYD Atto 3 Evo and Geely EX5 electric SUVs, which both start at $41,990 before on-road costs.

Other electric SUVs around the same price as the L6 BEV include the MG S5 EV Essence 62 at $47,990 drive-away and the Skoda Elroq 60 Select at an identical $47,990 before on-roads.

Key Australian specifications have been confirmed for the L6 BEV, which measures 4570mm long, 1852mm wide and 1694mm tall, with a 2700mm wheelbase.

The L6 BEV is based on the LEX platform, which the automaker said has been specifically created for Lepas and is not shared with Chery or its other sub-brands, such as Omoda Jaecoo, iCaur or Jetour.

The single-motor powertrain sends 160kW/275Nm peak outputs through the front wheels, with a 65kWh lithium iron phosphate (LFP) battery offering a claimed 440km range (WLTP) on a single charge.

Fast-charging capability of up to 120kW brings a 30–80 per cent charge in around 22 minutes.

The same powertrain is used in the L6 BEV sold in the United Kingdom, which has a claimed 0–100km/h time of 7.9 seconds and a top speed of 179km/h.

Standard equipment includes 19-inch diamond-cut alloy wheels, LED headlights with intelligent beam assist, and electric mirrors with puddle lights.

In addition to the pre-sale Black, the L6 BEV comes in Purple, Orange or Grey – all premium colours – with White as the standard non-premium exterior.

Beige is the only interior colour offered on Australian models, regardless of the exterior colour, with synthetic leather seats including a 10-way power-adjustable, heated and ventilated driver’s seat and a six-way power-adjustable, heated and ventilated front passenger seat.

The driver looks at an 8.88-inch digital instrument cluster, while the cabin also includes a 13.2-inch portrait-oriented centre touchscreen with wireless Apple CarPlay and Android Auto connectivity.

There’s also a 50W wireless phone charger, eight-speaker Sony audio system and panoramic sunroof with slide and tilt functions and a powered sunshade.

The L6 BEV offers 323L of boot space, expandable to 1255L with the second-row seats folded, with a power tailgate standard. Two underfloor storage compartments offer 36L and 63L respectively for an additional 99L of space.

Safety and driver-assist tech includes seven airbags, adaptive cruise control, blind-spot monitoring, lane departure warning, speed sign detection, automatic parking assist and a surround-view camera.

Lepas will offer a seven-year, unlimited-kilometre vehicle warranty, including seven years of roadside assistance and seven years of capped-price servicing, although those costs have not yet been disclosed.

The L6 BEV’s high-voltage battery comes with an eight-year, 200,000km warranty.

MORE: Explore the Lepas L6 showroom

A spokesperson for Deepal's local distributor, Inchcape Australia, said in a statement to CarExpert: "We expect to have more to share in the coming weeks, including further details on the S05 and S07 lineup, as well as local specifications and powertrain options.

"While we're not in a position to comment on specific models or timing just yet, we're looking forward to unveiling our plans and sharing a clearer picture of what's next for the brand locally."

Earlier this week, Deepal's parent company Changan confirmed plug-in hybrid (PHEV) versions of the mid-size S05 and S07 electric SUVs for the European market, with the S05 PHEV due to launch in the right-hand drive UK market later this month.

Having initially been promised for Australia in the latter stages of 2025, the Deepal S05 now looks on track to hit the Australian market either very late this year or early in 2027.

Changan's European announcement indicates that Australia may indeed get both EV and PHEV versions of the mid-size SUV, which is smaller than the S07, giving Deepal a direct rival to the likes of the BYD Atto 3, as well as rivals from the Chery-Omoda-Jaecoo Group.

In January, CarExpert uncovered Australian Government certification documents detailing the likely local launch range for the Deepal S05 – in EV form at least – including a 200kW single-motor two-wheel drive configuration and a 320kW dual-motor all-wheel configuration. Both use a 68.82kWh battery.

On top of that, it's likely that Deepal will also confirm a PHEV version for Australia, which based on UK specifications incorporates a 63kW 1.5-litre petrol engine teamed with a 172kW electric motor and an 18.4kWh LFP battery for total system power of 190kW and a combined driving range of 621 miles (~1000km).

While it's called a PHEV, the powertrain is more like an extended-range electric vehicle (EREV), in that it primarily uses the electric motor for propulsion and its small petrol engine to charge the battery.

The UK-spec Changan Deepal S05 PHEV can drive up to 62 miles (100km) on electric power alone, with the 18.4kWh LFP battery able to be charged at up to 11kW on AC power, and up to 55kW via a DC fast-charger. It also offers vehicle-to-load (V2L) functionality as standard in the UK.

Combined WLTP fuel consumption is rated at 2.0L/100km, or 5.4L/100km with a depleted battery. Using a DC charger at its 55kW peak capacity, Changan says the S05 can replenish its battery from 30-80 per cent in 15 minutes.

The larger S07 PHEV also confirmed for Europe utilises the same basic powertrain as its smaller sibling, but final range and consumption specifications are still to be confirmed. However, you can expect it to be slightly less efficient across most metrics.

While China-sourced vehicles appear to be taking over the Australian auto market at the moment, the Deepal brand's local sales volumes remain modest compared to the likes of BYD and Geely.

As of September 30, VFACTS new-vehicle sales data shows 924 new Deepals have been registered so far this year, across the S07 and E07 'Multitruck' model lines.

Deepal Australia is still advertising the S07 for $47,990 drive-away with the larger 20-inch alloy wheel option while stocks last, well down on its initial retail price of $53,900 before on-road costs and options. The S07 with standard 19-inch wheels remains sold out in Australia.

The Deepal S07 is currently available in Australia exclusively with a single-motor rear-wheel drive electric powertrain, producing 160kW of power and 320Nm of torque. Its claimed 0-100km/h time is 7.9 seconds, while a 79.97kWh ternary lithium battery gives it a WLTP driving range of 475km, and supports 11kW AC and 92kW DC charging.

Under the custodianship of Chinese auto giant Changan, Deepal officially commenced sales in China in 2022 and arrived here late in 2024 with the S07, which was followed by the E07 SUV/ute mashup in 2025.

Changan has confirmed the Avatr and Nevo brands for launch in Australia in 2027. Unlike Deepal, which is distributed here by independent importer Inchcape, they will be distributed by a newly established Changan subsidiary.

The premium Avatr brand will launch with the 07L electric SUV in the early stages of next year, with the 06T electric sports wagon due to go on sale here in the second half of 2027.

Meanwhile, the new Nevo brand – which will offer more attainable, mainstream models – is due to arrive here sometime next year, likely starting with the Q05 compact SUV as per the European market. The Q05 will be launched in Spain early next year as an EV-only proposition, with the larger A06 sedan and Q06 SUV likely to follow with both EV and EREV powertrain options.

MORE: Explore the Deepal S05 showroomMORE: Explore the Deepal S07 showroom

An updated GLE was announced for Australia earlier this year, bringing a revised exterior and a model lineup starting with a six-cylinder turbo-diesel wagon variant, while petrol-powered AMG versions in both SUV and Coupe guises are set to arrive early next year.

Joining the updated large luxury SUV range, the five-seat GLE450e PHEV will be offered in both SUV and Coupe body styles, priced from $156,900 and $160,900 before on-road costs, respectively.

This compares to $142,300 before on-roads for the turbo-diesel GLE350d already in local showrooms, which like the PHEV is imported to Australia from the US.

The 450e PHEV costs marginally more than the outgoing BMW X5 xDrive50e M Sport PHEV, which was priced at $153,600 plus ORCs. Prices for its replacement – the first PHEV variant the new-generation X5 due to arrive here in November – are yet to be announced.

However, the Mercedes-Benz does undercut the Porsche Cayenne E-Hybrid (PHEV), which starts at $164,800 plus ORCs as an SUV and $171,400 plus ORCs in Coupe form.

PHEV sales in Australia have increased by 124.2 per cent so far this year to September, and accounted for 9.3 per cent of all new vehicles sold last month.

The GLE450e PHEV is powered by a 240kW 3.0-litre inline six-cylinder petrol engine and a 135kW electric motor, with combined outputs of 320kW and 680Nm fed to all four wheels via a nine-speed automatic transmission.

Both body styles of the GLE450e claim the same 0-100km/h time of 5.6 seconds, bettering the turbo-diesel’s time by 0.6 seconds.

A 25.7kWh lithium-ion battery provides electric power at speeds of up to 140km/h, delivering a claimed electric-only driving range of 87km for the SUV and 91km for the swoopier-roofed Coupe, despite the latter running larger 21-inch wheels compared with the SUV’s 20-inch wheels.

Unusually, DC fast-charging capability can be added as an $1100 option, allowing a 10–80 per cent recharge in 29 minutes. AC charging at 11kW sees a 100 per cent charge from flat in two hours and 45 minutes.

Mercedes-Benz Australia hasn’t provided local fuel consumption figures, but the 450e sold in the US and UK has a combined economy claim of 88.3mpg, which equates to 3.2L/100km, and combined energy consumption of 21.6kWh/100km.

For comparison, Australia's current GLE350d diesel has a combined fuel consumption figure of 8.2L/100km, with the UK model rated as marginally more efficient at 7.5L/100km, potentially due to different equipment levels.

In UK versions of the GLE, the PHEV’s cargo area is reduced from the diesel’s 630 litres to 485L.

Australian models come with LED headlights and tail-lights, and an illuminated grille with a Mercedes-Benz star logo. An AMG Line exterior package is standard, including AMG alloy wheel designs, body-coloured wheel-arch surrounds, a diamond-pattern grille, side skirts, and a diffuser-style rear bumper.

The standard Night Package brings black finishes to the wheels, grille crossbar, window surrounds, mirror caps and roof rails, as well as privacy glass for the rear windows.

An optional exterior Comfort Package costs $2300 and adds power-closing doors, surround lighting, and animated vehicle projection.

Inside, the seats are trimmed in artificial leather, with the Coupe offering AMG Line sports seats as standard, adding microfibre inserts. Both versions have heated front seats.

The driver benefits from a standard head-up display (HUD), with Burmester surround sound also standfard in the 450e PHEV.

The cabin is dominated by three 12.3-inch digital displays under a single piece of glass, running the latest operating system, which includes artificial intelligence (AI) and connection to the Mercedes-Benz cloud for access to continuous updates.

An interior Comfort Package, offered for $5600, brings multi-contour seats and heating packages for front passengers, plus a heated steering wheel and automatic climate control.

Among its advanced driver-assistance systems (ADAS) are Lane Change Assist and Steering Assist, with a 360-degree camera also standard as part of the Parking Assist autonomous parking system.

There’s also an optional towing package, priced at $3000 and offered in conjunction with air suspension – a further $3800 – enabling a 3500kg braked towing capacity, matching the diesel powertrain when fitted with the same package.

The GLE accounted for 8.4 per cent of the 15,832 sales notched up by Mercedes-Benz Cars in Australia between January and September 2026, with 1325 examples of the large SUV sold across both body styles.

In addition to the X6, the BMW X5 recorded almost double the GLE’s sales in the same period with 2498 sold, making it also more popular than the Cayenne (1623 including SUV and Coupe) and the Lexus RX (1609), but not the segment-leading Land Rover Defender which has found 3098 new homes this year.

MORE: Explore the Mercedes-Benz GLE showroom

There's a lot we want when we're looking for a new car purchase, and there are more offers available than ever now.

We want something that looks good pulling up to your destination, feels comfortable on the way to work, and has enough room for everything we need.

Add wanting a bit of excitement behind the wheel, and the wish list starts getting longer.

Getting all of that for your money? Well, this may be the conversation you have been looking for.

The IM5 by IM Motors is an electric sedan that brings together technology, performance, luxury and practicality. If you’re looking at a Tesla Model 3 or BYD Seal, this is another one to put on your list.

And with acceleration that IM compares to a Porsche Taycan, at a fraction of the price, there is quite a bit to talk about before you’ve even opened the door.

IM stands for ‘Intelligence in Motion’. Positioned as the premium/luxury arm of MG Motor, IM Motors is a joint venture between SAIC Motor, Alibaba Group and Zhangjiang Hi-Tech.

Its focus is on leading-edge technology and luxury, with Premium, Platinum and Performance variants making up the IM5 range. 

The Performance

So, what does ‘Performance’ actually mean in the IM5? In the Performance model, think dual motors, all-wheel drive, 572kW and 802Nm, and a claimed zero to 100km/h time of just 3.2 seconds.

There is some serious acceleration from the IM5 that also accommodates everything you want day-to-day.

And there is more to the car underneath... The IM5’s digital chassis co-ordinates the powertrain, suspension, steering and vehicle dynamics.

To put that simply, those systems work together to help manage how the car responds, with comfort and control both part of the job when you’re driving it.

The Performance also gets air suspension and continuously controlled damping. IM reports a record 90.96km/h speed in the moose test, an emergency obstacle-avoidance manoeuvre, crediting its motion control, four-wheel steering and adaptive suspension.

Leading-edge technology

And of course, beyond those numbers we have more impressive technology. Such as four-wheel steering, meaning the rear wheels turn too, helping this sizeable sedan negotiate tighter spaces.

‘Crab Mode’ uses the steering system to help position the car around tight obstacles, particularly those poles in car parks that always seem to be exactly where you need to go. Anyone who has found themselves making several adjustments in a car park can probably appreciate why that matters.

There is also One-Touch AI Chauffeur, which includes assistance with parking, pulling out and reversing. IM points to these features as technology you wouldn’t usually expect from established luxury brands at this price point.

And there is also ‘Rainy Night Mode’ which uses AI and exterior cameras to help enhance visibility in poor weather. That’s where the ‘Intelligence in Motion’ name starts to come into play when we chat about the IM5.

Inside the IM5

Now for the luxury part, because in my opinion everyone deserves a bit of luxury in their life.

The exterior has those long, flowing lines and fastback styling, with flush door handles keeping things clean.

So we’ve already ticked the ‘is it good to look at?’ box. Will people double take? They sure will!

Then we go inside the car, where there’s a 26.3-inch digital display, accompanied by a 10.5-inch central touchscreen, plus wireless Apple CarPlay and Android Auto.

The central screen handles functions including regenerative braking, windows, drive modes, safety systems and air-conditioning.

The IMOS infotainment system is powered by a Qualcomm Snapdragon 8295 chip, while an NVIDIA Orin N chip looks after the driver-assistance systems.

And speaking of music (a favourite part of driving), there are 20 speakers. Twenty glorious speakers to car-pool karaoke your way anywhere, including four sky speakers to bring in the ambience even further.

I put these to the test and it felt like I was having my own solo concert. Active noise cancellation through the sound system helps create a quiet cabin too.

Add in a panoramic glass roof and 256-colour ambient lighting, and there are plenty of ways to set the scene for whatever your day or night looks like.

The seats have synthetic leather upholstery, with heating and front-seat backrest ventilation.

Another useful inclusion is the ventilated wireless charger, so when your phone is doing as much running around as you are, you know it won’t overheat but remain charged.

Then there are the practicalities inside the cabin. A large boot beneath that coupe-like shape, rear passenger space for family, and IM MAG magnetic accessory mounting for items such as mirrors, bags and iPad holders.

For me, the appeal of a cabin comes back to the things you use repeatedly, whether driving or sitting in it while parked and waiting.

Somewhere comfortable to sit, somewhere to charge your phone, and the everyday functions within reach.

Charging and going further

Range is where the IM5 lineup gives you a choice. The Premium has a quoted WLTP range of 490km and the Performance 575km. If range is your priority, the rear-wheel drive IM5 Platinum stretches that figure to 655km.

Real-world range will depend on conditions and how you drive. The Platinum and Performance are built on IM’s 800-volt silicon carbide (SiC) platform, with DC fast-charging at up to 396kW.

MG quotes a 30-80 per cent charge in as little as 15.2 minutes on a suitable DC fast-charger.

The Premium uses a 400-volt platform with DC charging at up to 153kW. Actual charging times will vary. When planning a longer journey, that charging capability gives us another element to the IM5 story.

Safety

There’s a five-star ANCAP safety rating across the IM5 range, alongside features including autonomous emergency braking, lane support, blind-spot monitoring and rear cross-traffic alert.

These are important things we need in our car, helping us on the road while also driving with passengers. Together with the chassis and steering technology, they form part of the IM5’s focus on control and driver support.

And finally

The IM5 Premium starts from $57,990 drive-away in NSW with private registration, with the current $3000 cashback applied. There’s also a $500 EV Accessory Bonus available alongside it.*

For someone considering a Tesla Model 3 or BYD Seal, the IM5 gives you plenty to weigh up. There’s the technology helping with manoeuvring, the equipment inside, the space for passengers, and the charging capability for journeys further afield.

Then the Performance adds those acceleration figures that bring much more expensive cars into the conversation. The performance gets your attention, and the luxury gives you a reason to look inside and nod with satisfaction. 

* Drive-away price without any options applied, based on NSW private registration. For new vehicles, the drive-away price includes 12 months registration and 12 months compulsory third-party insurance (CTP). For selected demonstrator vehicles, the drive-away price includes the balance of registration and the balance of compulsory third-party insurance (CTP). Drive-away price also includes maximum dealer delivery charge and estimated stamp duty. Offers available at participating MG dealers on vehicles sold and delivered between 1 October and 31 October 2026. While stocks last. Excludes fleet, government and rental buyers. MG Motor reserves the right to modify, extend or withdraw this offer at its sole discretion. The $3000 cashback offer is available on selected vehicles sold and delivered through participating MG dealers between 1 October and 31 October 2026. The $500 EV Accessories Bonus is available on eligible new and selected demonstrator IM EV, MG4 EV and MGS6 EV vehicles sold and delivered through participating MG dealers between 1 October and 31 October 2026. The offer is applied at purchase and may be redeemed towards eligible MG or IM accessories, which must be ordered at the same time as the vehicle. At the customer’s election, it may instead be applied as a $500 reduction to the vehicle purchase price in lieu of accessories. While stocks last. Cannot be redeemed for cash and is not combinable with other offers except, where applicable, $3000 cashback on IM5 and IM6. MG Motor reserves the right to modify, extend or withdraw this offer at its sole discretion.

MORE: Explore the IM5 showroom

A planning document seen by Automotive News claims Dodge will begin production of the Charger SRT Hellcat in late 2027.

It's unclear when exactly the new Hellcat muscle car will go on sale or when it will start arriving in US driveways and showrooms, but the model will be powered by a version of the 6.2-litre supercharged V8 used in the previous-generation Charger sedan and Challenger coupe.

In the previous Hellcat models, the blown V8 made a mammoth 527kW of power and 881Nm of torque in standard trim.

Dodge is reportedly planning to produce around 12,000 Charger Hellcats a year. While that number seems small, it would double Charger sales.

According to Good Car Bad Car, the company shifted just 5165 Chargers in 2025, most of which were electric Daytona variants. This year with petrol-powered Sixpack models in production, sales have risen to 8029 in the first nine months of 2026. According to Automotive News, just 767 electric Chargers have been sold this year.

Even if the Charger Hellcat manages to meet its sales target, it won't – by itself at least – bring back the model's glory days. Modern Charger sales peaked in 2019 when Dodge sold 96,936 of the V6 and V8 sedans. The closely related Challenger coupe's best sales year was 2018 when 66,716 found new homes.

When approached for comment, Stellantis told the trade publication the details were “purely speculation/rumour” and the automaker “will not comment on future product strategy".

The closest the French-Italian-American automaker has come to an official confirmation so far is its announcement at the 2026 Investor Day in May that it was developing an SRT variant for the Charger range.

While many enthusiasts will be happy the Hellcat is returning to the Charger, there may not be a cheaper V8 option for those with smaller wallets.

At the beginning of the year, Tim Kuniskis, head of SRT, told Motor Trend that if the company "were to put a V8 in the [Charger we] would probably go to Hellcat instead of 5.7".

The current 'LB' Dodge Charger went on sale in early 2025 as a sedan and coupe, with the latter effectively replacing the long-lived Challenger.

For most of 2025 the Charger was sold exclusively in electric Daytona form with either a 370kW/548Nm or 500kW/850Nm drivetrain.

Late last year two Sixpack models with a 3.0-litre twin-turbo Hurricane straight-six engine under the bonnet were added to the range, making 313kW/635Nm in standard output guise or up to 447kW/720Nm in high-output form.

The omission of an eight-cylinder option in the latest Charger was part of a drive by former Stellantis CEO Carlos Tavares to phase out V8 engines in favour of six-cylinder mills and electric drivetrains.

MORE: Dodge Charger Daytona debuts

On it I drive past a BMW dealership, a new Denza showroom, and the headquarters for LHS Auto, the importer of Smart and proprietors of Australia’s largest Mercedes-Benz dealers.

The route includes 40km/h zones, rough-and-ready tram tracks, chunky concrete kerbs that can kill alloy wheels but save cyclists, and a few speed cameras. Oh, and there are potholes, too.

Then there’s the surface transition from the Kingsway to the smoother M1, which starts with an 80km/h zone corner most people struggle to do 60km/h around, with the slowest drivers typically choosing the right lane.

After another 80km/h corner – again, usually blocked by people unfamiliar with mechanical grip or empathy for other humans – it's onto the Bolte Bridge (now sans Pam the Bird graffiti) and into the Victorian CarExpert office.

It’s not one of the world’s great drives; the next Italian Job won’t feature any part of it, nor will the Albert Park grand prix circuit be moved towards the city to test Oscar Piastri’s ability to tackle roundabouts and hook-turns.

Admittedly, some of the route can be found on postcards in the Swanston Street souvenir shops, alongside Koala soft toys and obscenely bright green and gold hoodies and plastic Aussie flags, but none of it's worth framing unless you love concrete and cracked road markings.

I have to say, though, it’s a brilliant test route for the automotive juggernaut of 2026: the electric vehicle.

Fully charged, the GWM Ora 5 small electric SUV has a range of 520km according to its 10.25-inch digital instrument display. That’s enough, in theory, to complete my near-10km commute no less than 53.06 times, or more than 26 return journeys, equating to five full working weeks.

Thing is, I rarely do five days a week in the office, given the number of launches, functions, events and other news-gathering opportunities presented to a deputy news editor. So I'll be doing a lot of kays between recharges of our bright-pink Ora 5 long-term test car.

How much does the Ora 5 cost?

You may be familiar with the Ora electric hatchback (also known overseas as the ‘Good Cat’, among other names), which has a similar design language to the Ora 5, but the look of this small electric SUV is the work of ex-Porsche designer Emanuel Derta.

While the hatch looked like it should be playing with a ball of string, the Ora 5 is a better design because it retains the charm and playfulness of the hatch but presents it in a more complete and accomplished way.

It's an SUV that carries over the original Ora's core persona, including the hatch’s round, Porsche-like headlights and bulging front guards, while adding 40mm of extra ground clearance.

Even the paint on our Ora 5 SUV – Flamingo Pink, a $595 option – reminds me of Ruby Star, a colour that appeared on the 993-series Porsche 911 and is offered as a ‘Paint to Sample’ option called Ruby Star Neo for the 911 and other German models now.

As a Porsche colour, it costs from $21,970. Flamingo Pink may not be a direct match, but in this case it costs less than $600 on a complete car that's priced at $36,990 drive-away.

That’s for the top-spec Ultra flagship we have here, which costs $3000 more than the entry-level Lux variant priced at under $34k drive-away. Yes, the two Ora 5 model grades are among of a wave of affordable new electric SUVs now available in Australia.

Calling the Ora 5 an SUV may be technically accurate, but the design doesn’t make it look like rivals such as a Hyundai Kona Electric or BYD Atto 2.

Yet the numbers confirm its body mass index qualifies for the SUV tag: 4471mm long makes it longer than an Atto 2 at 4310mm, but within 5mm of the MG S5 EV at 4476mm.

In terms of width, the 1833mm-wide Ora 5 is a scant 3mm wider than the Atto 2, but narrower than the Leapmotor B10 (1885mm) and the Geely EX5 (1901mm).

And the 1641mm-high Ora 5 is taller than the Kia EV3 (1560mm) and Kona Electric (1580mm), but lower than the MG S5 EV, Atto 2, B10 and EX5.

The label on the tin, then, is accurate.

To see how the GWM Ora 5 lines up against the competition, check out our comparison tool

What’s under the bonnet?

Now that we’ve established its admission to the SUV club, let’s examine what’s underpinning its playful but aerodynamic body, which has a 0.276Cd drag co-efficient – slipperier than the Atto 2 and MG S5 EV.

The Ora 5 sits on the GWM ONE platform, described by the company as a ‘super platform’ that's compatible with combustion, hybrid, fuel-cell and battery-electric powertrains, as in the Ora 5.

Our long-termer incorporates a 400V electrical architecture, and all Ora 5 SUVs also come with the same 150kW/260Nm front-mounted electric motor.

It propels 1685kg of kerb weight (GWM doesn’t specify a weight difference between model grades) from 0-100km/h in a claimed 8.0 seconds.

A 58.33kWh lithium-iron phosphate battery pack delivers a claimed WLTC range of 435km, which equates to 380-400km of real-world range, and has claimed energy consumption of 15.5kWh/100km.

At the standard AC charging speed of 6.6kW, a full recharge will take six hours and 40 minutes, while DC fast-charging at up to 120kW brings a 10-80 per cent charge in 30 minutes.

To see how the GWM Ora 5 lines up against the competition, check out our comparison tool

What do you get?

Both the Lux and Ultra Ora 5 come with the same 18-inch alloy wheels, LED headlights, synthetic leather seat upholstery, and a 14.6-inch infotainment touchscreen.

The central multimedia screen runs GWM’s ‘Coffee’ operating system, and includes build-in sat-nav, both wireless Apple CarPlay and Android Auto, and a 360-degree camera with parking guides and ‘X-ray style’ transparent car imaging.

The Lux is well equipped, and visually indistinguishable from the Ultra, but that $3000 premium adds a panoramic sunroof providing an even more spacious feeling to the cream cabin, which is mandatory with the pink paint.

It also adds a memory function to the six-way power-adjustable driver’s seat, a four-way power-adjustable front passenger seat (instead of manual), heated steering wheel and dual-zone climate control, as well as power-folding mirrors and a power tailgate.

The Ultra also ups the speaker count from six to nine, and adds 64-colour ambient lighting and four auto up/down power windows, as well as a wireless smartphone charging pad in the centre stack.

The chassis comprises electric power steering and MacPherson-type front suspension, as with all key rivals, but the Ora 5 has multi-link rear suspension – something the Atto 2 lacks.

Instead, the Atto 2 has a torsion beam rear-end, as did the previous Ora hatch, giving the Ora 5 SUV another thing to brag about.

2027 GWM Ora 5 Lux equipment highlights:

• 18-inch alloy wheels
• Space-saver spare wheel
• Auto LED headlights
• LED tail-lights
• Rain-sensing wipers
• Roof rails
• Synthetic leather seat upholstery
• Synthetic leather-wrapped steering wheel
• 6-way power driver's seat
• 4-way manual front passenger seat
• 10.25-inch digital instrument display
• 14.6-inch touchscreen infotainment system
• Wireless Apple CarPlay and Android Auto
• Bluetooth
• DAB+ digital radio
• 6-speaker sound system
• Single-zone climate control
• Rear air vents
• Rear privacy glass
• Vehicle-to-load capacity (V2L)
• Keyless entry
• 4 drive modes:
• • Normal
  • Eco
  • City
  • Sport

Ora 5 Ultra adds:

• Panoramic glass sunroof
• Power-folding, heated side mirrors
• Synthetic leather seat upholstery options:
• • Dark grey
  • Cream
• Heated steering wheel
• Heated and ventilated front seats
• Driver's seat position memory
• 4-way power front passenger seat
• 9-speaker sound system
• Wireless phone charger
• 64-colour interior ambient lighting
• Power tailgate

To see how the GWM Ora 5 lines up against the competition, check out our comparison tool

Is the GWM Ora 5 safe?

The Ora 5 has yet to be assessed by ANCAP and is therefore officially 'unrated'. However, it is also on sale in Europe, where ANCAP affiliate Euro NCAP may assess its crashworthiness.

Standard safety equipment highlights:

• 7 airbags, incl:
• • Front
  • Side
  • Curtain
  • Centre
• Adaptive cruise control with stop/go
• Autonomous emergency braking
• • Junction assist
  • Pedestrian detection
  • Cyclist detection
• Blind-spot monitoring
• Driver attention monitor
• Lane-centring
• Lane-keep assist
• Rear cross-traffic alert
• Safe exit warning
• Surround-view monitor
• Traffic sign recognition
• Tyre pressure monitoring

To see how the GWM Ora 5 lines up against the competition, check out our comparison tool

How much does the GWM Ora 5 cost to run?

GWM Australia backs its range with a seven-year, unlimited-kilometre warranty, and its EVs with an eight-year, unlimited-kilometre high-voltage battery warranty for private buyers. Service intervals for the Ora 5 are 12 months or 15,000km, whichever comes first.

In terms of rivals, seven years of servicing for the BYD Atto 3 costs $2291, while eight years for the Leapmotor B10 costs $2954.

The Kona Electric, meanwhile, has longer 24-month service intervals, with eight years of scheduled maintenance totalling $2984. Kia instead offers a seven-year prepaid service plan for the EV3, priced at $1929.

To see how the GWM Ora 5 lines up against the competition, check out our comparison tool

CarExpert's Take on the GWM Ora 5

The Ora 5 will need plenty of bragging points to succeed in one of the most cut-throat market segments (small SUVs) in Australia, one of the world's most competitive new-car markets.

Its arrival earlier this year came as petrol and diesel prices hit record levels and Australians began buying EVs by the boatload at the expense of traditional combustion-powered models.

I don’t have a home EV charger, but that’s on me – and we do have EV charging at our Melbourne office, so that will make life easier on the odd occasion our press car needs topping up.

Frankly, our initial impressions of the Ora 5 SUV are much better than expected. The fit and finish inside and out are good, and the interior looks warm and inviting. Everything feels solid, from the door handles to the reassuring weight of the centre console lid as it closes.

I like the design, although I don’t love the speaker grilles, which seem needlessly fussy. That’s a matter of taste, though, and I can live with them.

Overall, the cabin has no bare spots; it feels thoroughly well designed and finished, with the Ultra's panoramic sunroof adding to its spacious, airy feel.

I can already see why the cream-trimmed seats, door trims and steering wheel – which I expect to get dirty quickly – are paired with black carpet on the floor and in the boot. Clever.

But we'll see whether the smart interior stays clean during our time with the car, and whether the Ora 5’s cheeky character becomes tiresome or makes us fonder of this funky new EV.

CarExpert can save you thousands on a new GWM Ora 5. Click here to get a great deal.

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MORE: Explore the GWM Ora 5 showroom