Australia’s Plug-In SUV and Ute War Explodes: Geely, Freelander, MG, JAC, GWM, Cadillac, BMW M and ANCAP

In Episode 50 of Plugged In Australia, we cover a huge wave of electrified models and strategy updates aimed directly at Australian buyers. Geely is preparing a seven-seat hybrid and plug-in hybrid SUV for 2027, Freelander is being reborn as a Chery and Land Rover-backed electrified off-road brand, MG’s incoming IM8 range-extender SUV promises massive CLTC range, and JAC is preparing to undercut the BYD Shark 6 with a cheaper plug-in hybrid ute. 

We also cover GWM’s upgraded Haval H6GT PHEV, its diesel-hybrid and plug-in hybrid 4x4 strategy, new five-star ANCAP results for BYD, MG, Tesla and Skoda, a sharp Cadillac Lyriq drive-away offer, Zeekr’s FR performance reboot, BMW’s electric M3 pricing hints, Leapmotor’s Australian learning curve, and Avatr testing in Melbourne.

Time Stamps

0:00 Intro
01:04 Geely’s seven-seat hybrid SUV coming for Kluger buyers
06:24 Freelander returns as an electrified off-road brand
10:55 MG IM8 range-extender SUV tailored for Australia
14:48 JAC Hunter PHEV could be Australia’s cheapest plug-in hybrid ute
19:05 GWM Haval H6GT PHEV gets AWD and a lower price
22:37  GWM developing diesel hybrids and plug-in hybrids for 4x4 buyers
26:17 BYD, MG, Tesla and Skoda score five-star ANCAP results
30:15 Cadillac Lyriq gets a big drive-away offer
33:40 Zeekr wants its FR performance brand to take on Porsche
36:19  BMW electric M3 pricing hint
39:07 Leapmotor learns what Australian buyers expect
41:34 Avatr 07 spotted testing in Melbourne
45:45 Outro

Disclaimer:

All specifications, pricing, and information discussed in this episode were correct at the time of recording. The electric vehicle market moves quickly, so we recommend you always check the latest details directly with manufacturers, dealers, or official sources.

This podcast provides general news and information only, based on publicly available sources and Australian Consumer Law guidelines. It is not legal, financial, or professional advice. For advice specific to your situation, please contact the Australian Competition and Consumer Commission (ACCC) or seek independent professional guidance.

Plugged in Australia and its hosts are not responsible for any decisions, misunderstandings, or purchases made based on the content of this show.

Sourcing & Transparency

At Plugged in Australia, all our stories are sourced from publicly available news articles and reports. We do not receive any advance information or briefings from brands or manufacturers.

Any analysis or opinions we share are based solely on this public information.

Our main sources include (though we also use many others, and they vary by episode):

• https://www.carsales.com.au/
• https://www.carexpert.com.au/
• https://thedriven.io/
• https://www.carsguide.com.au
• https://autotalk.com.au
• https://www.carsguide.com.au
• https://evcentral.com.au
• https://www.drive.com.au

Transcript

SPEAKER_00 0:00

G'day, welcome to Plug in Australia, episode 50 for Thursday, the 7th of May 2026. On today's episode, we've got a new Geerly 7-seat plug-in hybrid SUV coming in 2027. The return of the Freelander name as a serious electrified off-roader. MG preparing a large range extender SUV with huge claim grange, and JAC lining up what could be Australia's cheapest plug-in hybrid Ute. We'll also look at GWM's upgraded Haval H6GT plugin hybrid, its future diesel hybrid 4x4 plans, new five-star NCAP results for BYD, MG, Tesla and Skoda, Cadillac's Lyric Price Cut, Zika's performance ambitions, BMW's Electric M3, Leap Motor Learning what Australian buyers expect, and another Chinese luxury SUV spotted testing right here in Melbourne. Let's get into it. The vehicle shown at the Melbourne Motor Show was the Geerly Galaxy M9, but there is a bit of nuance here. Reports out of Australia say Gearly has confirmed a 7-seat SUV is coming, however, the company has been very careful not to say the exact production model for Australia is definitely the Chinese market Galaxy M9 in its current form. So the safest way to explain it is this Geerly is planning a large 7-seat electrified SUV for Australia. It is clearly M9-like in size and positioning, and the Galaxy M9 gives us the best look at the sort of hardware Geerly could use. And that hardware is pretty serious. In China, the M9 is a massive SUV, it measures 5,205mm long, 1999mm wide, 1800mm tall, and rides on a 3,030mm wheelbase. That makes it longer than a high-end eye Palisade and puts it in the properly large family SUV territory, not just the mid-size 7-seat category where the third row feels like a punishment. The plug-in hybrid version uses a 1.5 litre turbocharged four-cylinder petrol engine paired with either a single electric motor or a more powerful multimotor setup, depending on the variant. In its most powerful Chinese market form, reports point to a triple motor setup producing up to 649 kW and 1165 Nm of torque. It's not a normal family SUV territory, that is high-performance EV territory wrapped in a three-row SUV body. Battery choices in China include LFP packs of 18.49 kWh and 41.46 kWh. The larger pack is the one that gets tension because it is claimed to deliver up to 230km of electric-only range on China's CLTC cycle, with a total petrol electric range of more than 1300km. There is also reported 3C charging capability, allowing a 30 to 80% charge in around 15 minutes. Now, Australian listeners here know the drill, CLTC range figures are optimistic compared with WLTP, and then obviously real-world Australian driving. You would not bank on 230km of electric driving every day in mixed Australian conditions, especially in a big SUV with passengers, a your aircon, your highway speeds and hills. But even allowing for a big haircut, a plug-in hybrid SUV with a 40 plus kilowatt hour battery could still cover the vast majority of family driving on electric. A lot of Australian families like the idea of an EV, but they still want seven seats, holiday range, towing ability, and the confidence to head away from metro charging corridors. A plug-in hybrid large SUV gives them an electric commute during the week and petrol backup for regional runs. It's not as clean as a full battery electric vehicle if owners never charge it, but if they do plug it in, the fuel savings can be fairly meaningful. Inside the Chinese market, M9 is also positioned as a tech heavy family SUV. It has been shown with a huge 30-inch central display, Qualcomm Snapdragon processing hardware, heated and ventilated seats, massaging seats on some of the grades, a large rear entertainment screen, and a premium audio system with up to 27 speakers. Again, not all of that is guaranteed for Australia, but it shows where Gili wants to play. Big, tech rich and value focus. The price is unknown. In China, the M9 is reportedly priced from around 200 to 300,000 yuan, which converts roughly to 41,000 to 61.500 Aussie dollars before you account for shipping, taxes, compliance, local specifications, dealer margin, and currency movement. So, no, it's not going to land here as a 40 grand seven seater, but if Gili can put it well under the price of a high grade Kluger hybrids, Santa Fe's and incoming large plug-in SUVs, it could be a real problem for established brands. The reality is though that Gili still has to build trust in Australia. The EX5 has given the brand a start. However, family SUV buyers care more about warranty support, dealer coverage, resale value, service pricing, child seat fitment, towing performance, and real world economy. A big spec shit gets people interested, however, families really need that confidence. Still, this is the direction the Australian market is heading. Big SUVs aren't going anywhere, but the powertrains are changing. Clearly, GLE sees a gap for large electrified seven-seater that can offer EV-like daily driving without forcing buyers to go full battery electric immediately. And if the final Australian version keeps the big battery, strong electric range and sharp pricing, this could be one of GLE's most important models here. Next up, one of the more interesting badge reveals we've seen in a while, the Freelander. The Freelander name is coming back, but not in the way a lot of people might expect. This is not simply Land Rover relaunching the old Freelander as a small defender or disco sport, or Discovery Sport I should say. Instead, Freelander is being reborn through the Cherry and Jaguar Land Rover joint venture in China, with a new electrified SUV family aimed at markets including Australia and New Zealand. The first model we're watching is the Freelander 8. It is expected to be a rugged, electrified SUV that could sit in the same broad space as the Denza B5, the Toyota Prado, Fort Everest, and possibly high-end off-rotor SUVs, depending on final pricing. Cherry Auto's chairman has confirmed Right Hand Drive and Australia and New Zealand are part of the plan, which matters because many Chinese domestic market models never make that jump. This new Freelander brand will reportedly sit separately from Land Rover. That means independent branding and independent dealer network, not sales through Land Rover showrooms. It is important for buyers to understand. It may use the Freelander name, and Land Rover has reportedly been involved in styling and chassis tuning, but this is not going to be the same ownership or retail experience as buying a Defender from a Land Rover dealership. Powertrain details are not fully locked in, but the important bit is that there is no pure combustion version expected. The Freelander 8 is being developed around electrified powertrains with reports pointing to either a full battery electric setup or Cherry's latest range extender hybrid technology. That would put it right in the sweet spot for Australia's off-road and touring market, where buyers are interested in electrification but still worry about charging access, towing range and remote area practicality. The expected range extender setup is especially relevant. An EREV drives like an EV, with the wheels powered by electric motors, but it carries a small petrol engine that works mainly as a generator. For Australian touring, that means you can use electric drive around town but still have long distance flexibility when charging infrastructure is thin. It's not a zero-tail pipe emission solution, but it is a bridge that could make sense for big off-road SUVs. The Freelander 8 is also being linked with serious electrical hardware. Reports mention 800 volt architecture, ultra fast DC charging, CATL's Free Voy battery technology, and up to 6C charging capability in the range extender battery system. Again, we need to be careful until local specs are confirmed. However, that tells us that this is not just a basic hybrid with a small battery. It is being pitched as a proper next generation electrified off-roader. Off-road hardware is also expected to include an electronic limited slip differential, virtual centre locking, height adjustable dual chamber air suspension, and multiple terrain drive modes. There is even talk of advanced sensor-supported off-road assistance with Huawei linked driver assistance hardware, including roof-mounted LIDAR in some versions. Inside, the Freelander 8 sounds like it's being aimed at the premium family touring crowd. Reports describe a six-seat 2 plus 2 plus 2 layout, zero gravity second row seats, a wide curved display across the dash, a central touchscreen, physical controls, and a large rotary controller. That last part is worth mentioning because physical controls matter in Australia. Touch screens are fine, but when you are bouncing down a dirt track trying to adjust drive modes or climate settings through a menu is just not ideal. For Australian buyers, the obvious comparison is Denza B5. Denza has already started moving into Australia with rugged plug-in hybrid off-roaders. And Freelander looks like another sign that Chinese brands are no longer only chasing cheap city cars, they are coming for the Prado, Everest, and Defender adjacent space. The reality is that off-road buyers are conservative for a reason. They want proven reliability, path supply, strong towing, dealer support outside of capital cities, and confidence that the car will not leave them stranded hours from help. Freelander will have to prove all of that. A famous nameplate helps, but it does not automatically generate trust. Still, this could become one of the most important electrified off-road stories for Australia in 2027. If Freelander can combine real EV style driving, long-range extender backup, proper off-road capability, and a price below traditional luxury off-roaders, it could land right in the middle of where the Australian market is heading. MG is also preparing a big electrified SUV for Australia, and this one is especially interesting because it is not just another battery electric model. The 2027 MG IM8, also referred to overseas as part of the IM LS8 family, is being developed with a range extender EV powertrain, and MG's local leadership is openly talking about how well that format suits Australia. The basic idea is simple: the vehicle drives on electric motors, has a large battery, and can be plugged in like an EV. But it also carries a petrol engine that works as a generator, extending total driving range when the battery is low, so around town it can behave like an electric SUV. On long road trips, it has petrol backed range without requiring the owner to rely entirely on fast charges. For Australia that matters, MG says Australians like big cars. And that is not exactly a controversial statement. We buy large SUVs, Utes, and dual cabs in huge numbers, and many families still want long distance flexibility. The IM8 is being positioned right at that market. Large SUV space, likely with seven seats for Australia, and with a powertrain designed to reduce the fear factor for people who like EV driving but are not ready to go full electric. The reported technical package is substantial. Overseas information points to a 1.5 litre petrol generator, a large 66 kWh battery, and a dual motor electric drive layout. Claimed electric range is up to 430km on the CLTC cycle, with total petrol range up to 1600 km, also CLTC. MG has also said the petrol engine is tuned to run on 91 fuel, which is important for Australian buyers who do not want a premium fuel dependency in a family SUV. Charging is also part of the story. The IM8 is claimed to support 30 to 80% charge in around 12 minutes, which is very quick if that holds up in local specification. A 66 kWh battery is larger than many full EVs, so this is not a token plug-in hybrid battery, it's more like a large EV battery with a petrol generator attached. Now we need to be honest about the range numbers, of course, as I say on every segment with CLTC, it's CLTC is very generous. A 1600km range does not mean you are going to load up the family, sit on the Aussie Highway at 110, run the climate, climb the hills, and see that number in real life. Same with the 430km of electric only range. But even if real-world results are lower, the concept still makes sense. A big SUV that can do normal daily driving mostly on electricity while keeping petrol flexibility for longer trips. Pricing has not been confirmed, but the IM8 is expected to sit above MG's IM6 electric SUV, which as of recording is sitting at around 60,990 starting price. It will compete broadly with cars like the Toyota Kluger, Hyundai Santa Fe, Kia Sorento, BYD C Line 8, and other large family SUVs, but the range extender setup gives it a different angle. This will also be a branding challenge for MG. Australians know MG as a value brand, especially through models like the MG4, the ZS and HS. Moving into larger, higher-priced, tech-heavy SUVs means the brand has to convince buyers it can deliver premium quality, long-term durability, and strong after-sale support. It's not impossible, but it's not automatic. The big picture is that MG sees range extender EVs as a way to bring Australian families into electric driving without asking them to change every long-distance habit immediately. For some EV purists, that will not be enough. But for the mass market, especially regional and towing adjacent buyers, it could be exactly the stepping stone they are waiting for. Alright, now to Utes, because this is where things are getting properly competitive. JAC is preparing to launch the Hunter Plug-in Hybrid Ute in Australia. And the headline is simple: it is expected to start below $50,000 before on-road costs. If JAC lands it here, it will undercut the BYD Shark 6, the GWM Canon Alpha plugin hybrid, and the Ford Ranger plugin hybrid by a fairly serious margin. This is important because electrified Utes have been expensive so far. The BYD Shark 6 has been the big early disruptor, but it still starts in the mid-50s before on roads. GWM's Canon Alpha plugin hybrid sits higher again depending on the grade and deals, and the Ford Ranger plugin hybrid is in its own world up in the clouds there. JAC coming in below 50 grand changes the conversation, especially for tradies, small businesses and fleet buyers who are interested in plugging in but still need that practicality. The JAC Hunter plugin hybrid uses a 2-litre turbocharged petrol engine, a 31.2 kWh LFP battery mounted centrally in the chassis, and electric motors at the front and rear. It uses a 4-speed dedicated hybrid transmission and is reported to produce 360 kW combined. Overseas torque figures have pointed to around 1000 newtonm, although final Australian details still need to be treated carefully until everything is locked in. Those numbers are pretty big compared with most diesel jewel cabs, but as always, headline torque figures in plug-in hybrid units need context. What matters for Australian buyers is not just about peak output, it is sustained towing performance, thermal management, payload, fuel use with a flat battery, off-road drive ability, and how the hybrid system behaves when loaded. JAC is targeting a 3.5 tonne brake to towing capacity and a 915 kilo payload for the pig up. That towing figure is right where Australian Ute buyers expect it to be. Payload is useful, but it is not a full ton, and once you start adding accessories, passengers, tools, and tow ball down weight, the real-world payload equation can tighten quickly. That is not a JAC only issue, it affects a lot of modern dual cabs, especially electrified ones. Reservations for the Hunter plugin hybrid are now open with JAC targeting first Australian deliveries in the third quarter of 2026. Full local specifications and the final variant lineup will still need to be confirmed, so the safest way to frame this is that GAC has announced the key powertrain, towing, payload, and pricing targets, but not every local showroom detail as yet. The Hunter plug-in hybrid is also expected to offer full-time four-wheel drive, front and rear difflocks, vehicle to load capability, and a reasonably large fuel tank for long distance use. Reported total range figures are based on optimistic test cycles, so again, no one should treat them as guaranteed Australian highway numbers. But the intent is clear, this is not just an urban lifestyle plug-in hybrid. JAC is aiming for a work and touring unit that can compete with diesel dual cabs while offering electric driving for shorter trips. JAC is also working on a Cabsazi version of the Hunter plugin hybrid due between October and December of 2026. Exact pricing has not been confirmed, but because the Cab Chassis will sit below the pickup and exclude a tray, estimates suggest it could land around $48,500 before on-road costs, depending on final specification and body fitment. That Cab Chassis story matters because not everyone wants a lifestyle pickup tub. A lot of Australian buyers want a tray, a canopy, a service body, or custom work setup. If plug-in hybrid utes are going to become mainstream for business use, Cab Chassis options are critical. The main sticking point for JAC is brand trust. A below 50 grand plug-in hybrid ute with huge power looks fantastic on paper, but as I've said in previous segments there, Australian buyers can be brutal. They will want to know about part supply, dealer support, resale value, warranty handling, towing durability, and whether the hybrid system is smooth under real loads. JAC does not yet have the local reputation of Toyota, Ford, Isuzu, or Mitsubishi. However, if the pricing holds and the product is solid, the Hunter plugin hybrid could be a major disruptor. For the first time, the idea of a plug-in ute may not be limited to buyers willing to spend mid-50s or 60s or more. It could start moving into the real work conversation. GWM is also updating the Haval H6 GT plugin hybrid, and this is a more straightforward buyer-facing update. The 2026 Haval H6 GT plugin hybrid is now priced at $52,990 drive away, which is actually about $1,000 cheaper than its launch price. In a market where a lot of brands use updates as an excuse to push pricing higher, a small reduction is nice. The big mechanical change is the move to GWM's High 4 all-wheel drive system. Instead of being a front drive plug-in hybrid, the upgraded H6 GT plugin hybrid now uses dual electric motors and all-wheel drive, with torque continuously distributed between the front and rear axles. That gives it better traction, stronger performance, and a more convincing pitch against other electrified SUVs. Combined output is now listed at 321 kilowatts and 642 Nm. It's good to mention that the torque is down from the previous one, which was 762, but performance is still strong with a claimed 0 to 100 time of 4.6 seconds. For context, that is properly quick for a family-sized SUV coupe. The battery remains unchanged at 35.43 kWh unit, which is large for a plug-in hybrid. JWM claims up to 183km of electric only driving on the NED cycle and a combined driving range of 1183km. Fuel consumption is quoted at 0.6 litres per 100km again on the NEDC cycle. And this is where we need to say the quiet part out loud. Those fuel consumption numbers are only meaningful if the car is charged regularly and driven in a way that suits the test cycle. A plug-in hybrid with a flat battery and lots of highway use will not magically do 0.6 litres per 100km. Owners who plug in every night could see very low fuel use. Owners who treat it like a regular hybrid and never charge will not. Inside the H6GT plug-in hybrid gets a more modern cabin. There is a 14.6 inch infotainment screen running GWM's Coffee OS, wireless Apple CarPlay and Android Auto, a new column-mounted gear selector, more open storage space, a wireless charging pad, and suede-pointed seats with GT embossing. The exterior is mostly unchanged, so this is more about a drivetrain and cabin technology than a visual facelift. GWM says more than half of H6 GT sales are electrified variants, which tells you where the customer interest is. People are not just looking at plug in hybrids. Hybrids as compliance cars, they are actually buying them when the price, range, and practicality make sense. The H6GT plugin hybrid is not a full EV, but it fits the current Australian market. It gives buyers a long electric commute, all-wheel drive, strong performance, and drive away pricing that is still well below many premium SUVs. For buyers who can charge at home and want one car to cover commuting, weekend trips and occasional longer runs, this type of plug-in hybrid can work very well. For buyers who cannot charge, the value proposition weakens quickly. That's the honest plug-in hybrid equation. Staying with GWM, this next story is a bit different because it involves diesel. Normally on Plugged in Australia, we do not spend much time on regular hybrids or diesel technology unless it directly connects to a plug-in hybrid or range extender or just the broader EV transition in general. Now this one does because GWM is developing diesel hybrid and diesel plug-in hybrid systems that could be relevant to markets like Australia. GWM's technical leadership has confirmed the company is investing in diesel hybrid technology with systems expected to appear in China from early 2027 before potential global rollout. The technology is being developed around diesel engines for commercial vehicles, Utes and off-road SUVs. That means that those types of vehicles could eventually be part of the conversation. But for Australia, we need to be careful. GWM has confirmed the technology, not a locked local model list. China is expected to get the first diesel hybrid models from early 2027, with other markets depending on regulations, demand, and the business case. The reason this matters is reasonably obvious. Australia still has a massive appetite for diesel 4x4s and Utes. Buyers tow caravans, boats, work trailers, they do long highway runs, they drive in remote areas, and they use vehicles heavily loaded. For that crowd, diesel still has advantages in range, refueling speed, and towing familiarity. However, diesel also has a problem. Emissions rules are tightening, fuel costs aren't going away, and traditional diesel engines are under more pressure from both regulation and consumer expectations. GWM's answer is to electrify the diesel rather than abandon it immediately. The company is talking about fuel savings of around 15% in flatter conditions and up to 30% in more demanding environments. Electric assistance can also help with torque fill, reduce turbo lag, smooth, low-speed off-road control, and lower noise in some driving conditions. In a plug-in hybrid version, there is also the possibility of electric only driving for short trips, work sites, campsites, and urban use. This is definitely not as clean as a full battery electric vehicle, is not even as clean as a petrol range extender, running mostly as a generator if the system is used properly. Diesel still means diesel exhaust after treatment, particulate filters, emissions control hardware, and the usual maintenance concerns. But for the hard end of the Australian market, diesel electrification could be an important stepping stone. GWM is clearly trying to own the electrified off-road space before the Japanese brands fully wake up and get out of bed. Toyota has hybrids, yes, but it is still slow on plug-in hybrids and full EVs in the Ute and off-road segments. Ford does have the Ranger plug-in hybrid, BYD has the Shark 6, GAC is coming, as we mentioned, with the Hunter plugin hybrid, and GWM is trying to cover every angle with petrol plugin hybrids, diesel hybrids, and potential diesel plug-in hybrids. For Australia, this is where the transition gets a little messy but interesting. The future is electric, simple as that. But not every buyer moves at the same speed. If diesel hybrid tech cuts fuel use, improves torque delivery, and opens the door to plug-in capability, it may help shift people who would never consider an EV. The question is whether buyers will actually plug in a diesel plugin hybrid if it arrives. Because if they do not, as I said before, it risks becoming just another heavy, complex hybrid. If they do, it could be a genuinely useful bridge for towing and regional driving. Alright, now on to safety, and this is a strong result for several electrified models. ANCAP has released new 5-star ratings for the BYD Seal 6, the MG4 Urban, Tesla Model Y L and Skoda Octavia. These assessments are under the 2023 to 2025 ANCAP criteria, not the newer 2026 criteria. However, 5 star still matters for private buyers, fleets and nevaded lease customers. The BYD Seal 6 performed very strongly. It scored 92% for adult occupant protection, 90% for child occupant protection, 84% for vulnerable road user protection, and 84% for safety assist. That is a good all-round result and it applies to both sedan and wagon body styles. The Seal 6 is important because it's not a full BEV, it's a plug-in hybrid, and it gives BYD another safety back option for buyers who want electric driving around town with petrol backup. For families and fleets, the wagon version in particular could be attractive if pricing and availability line up. The MG4 Urban also received a five-star rating, and that matters because MG4 has been one of the more important affordable EVs in Australia, and the Urban is one of the more accessible versions. It scored 87% for adult occupant protection, 86% for child occupant protection, 85% for vulnerable road user protection, and 82% for safety assist. NCAP noted some injury risk areas in more severe crash assessment details, however, the overall result is still 5 stars. For budget conscious EV buyers, that is useful. Affordable EVs cannot just be cheap, they need to be safe for families and fleets to take seriously. Moving on to the Tesla Model Y L, it also scored 5 stars with 91% for adult occupant protection, 84% for child occupant protection, 86% for vulnerable road user protection, and a very strong 92% for safety assist. The safety assist score, it's not surprising, Tesla's cameras and software-based safety systems continue to score well in structured testing. There is an important detail, NCAP noted some difficulty with child restraint installation in the Model YL, particularly around the second row top tether point and some third row child seat fitments. Now that does not erase the 5 star result, but it is exactly the sort of thing Australian families need to know before buying. So if you go to the Tesla Showroom, take your car seat with you. Simple. A 5-star safety rating is good. Easy child seat installation is also good. You really you want both. The Skoda Octavia has retained a 5-star result with 85% adult occupant protection, 81% child occupant protection, 81% vulnerable road user protection, and 82% safety assist. It's not the most EV-focused model in today's list, but it remains relevant for buyers cross-shopping efficient family cars and fleet options. The bigger point is that the incoming wave of Chinese and EV adjacent vehicles is not arriving without safety scrutiny. NCAP testing still matters in Australia, and brands know that a weak result can really hurt sales. BYD, MG and Tesla getting five stars gives buyers more confidence, but the details still matter. For plugged in Australia listeners, the takeaway is simple. Do not just read the star rating, look at the category scores, look at child seat notes, look at safety assist behaviour, and make sure the vehicle suits your actual use case. When you go on the NCAP website, you can have a look at the percentage, and then underneath that percentage in the smaller writing, it'll have the actual score. So it's important to have a look at that because sometimes you can look at the differences in percentages as being one or two percent, and then you read the score and it's marginal. So you just need to be reading that and making sure you understand all of it reasonably well. Let's continue. Cadillac is cutting the effective price of the lyric in Australia, and this one is worth paying attention to because it changes the value conversation. The Cadillac Lyric is now being offered from $95,000 drive away until 30 June 2026 for both luxury and sports trims. DB4 On Road's price is now listed at $90,000, which is significant because it sits below the luxury car tax threshold for fuel efficient vehicles and keeps the car potentially relevant for fringe benefits tax exemption calculations if purchased through eligible arrangements. This is not a launch story. The lyric has been in Australian customer hands with local deliveries having commenced in early 2025. What has changed now is the value equation. Cadillac is using the $95,000 drive away offer to reposition the lyric between the smaller Optic and larger Vistic, both of which are due to begin local delivery soon. This is a big shift from where the lyrics started. Cadillac's electric SUV was originally announced at much higher pricing, with earlier figures well above this current driveaway offer. Now at 95 grand drive away, it looks much more competitive against other luxury electric SUVs from brands like BMW, Audi, Mercedes Benz, Genesis, Polestar, and Lexus. The Lyric is a large premium electric SUV. It sits in Cadillac's growing electric SUV range with the smaller optic below it and the larger Vistic above it. So Cadillac is clearly trying to create a broader electric lineup in Australia, not just test the waters with one model. There are extra incentives as well. Buyers can choose public charging offers or in some cases a home charging package with installation included when the property meets the criteria. Apartment installations are excluded from some home charging offers, which is a real limitation for some urban EV buyers. Cadillac is also including a five-year unlimited kilometre vehicle warranty, an eight-year or 160,000 kilometre battery warranty, five years of scheduled servicing, and five years of roadside assistance. The hard truth is that Cadillac's biggest problem in Australia is not necessarily the lyric itself, it's the size of the brand's local footprint. Cadillac is still very new here. Dealer coverage is minuscule compared with established luxury brands, and many buyers will be cautious about resale value, service, access, and long-term part support. But the new price makes the lyric far more interesting. At 120 grand or more, it is fighting entrenched premium badges with a new and unproven local network. At 95 grand drive away, it becomes a more aggressive alternative for buyers who want something different, large, electric, and well equipped. Cadillac has a lot of brand building to do in Australia. However, price moves like this show the company understands it cannot simply rely on American luxury appeal and expect buyers to line up. It has to compete hard. I will just add my little two cents to the end of this one here that if you bought one at 120 grand and down to 95, that's going to be a real hit to the brand there. So I don't think they've sold many. They don't even publish their sales figures, but I have not seen a single one on the road. So they came out 2025, never seen one. So and they've got, I think, one showroom in Sydney. I don't even think the Brisbane one's open yet. So yeah, Cadillac definitely got a very big uphill battle to contend with. The ambition is clear. Zika does not just want to be seen as another Chinese EV brand. It wants Halo performance cars that can compete with established premium performance brands, especially Porsche. The first FR model, the Zika 001 FR, gives a sense of the direction. Now, depending on the market and measurement, it is quoted around the 900kW mark, with global material listing up to 930 kW and 1,280 Nm of torque. It uses four motors, a 100kWh battery, 800 volt electrical architecture, and can sprint 0 to 100km in around 2 seconds in its most favourable quoted testing format. That's just absurd numbers for a road car. It's hypercar acceleration territory, but in an electric shooting brake style performance car. Zika's leadership says performance and super luxury are the two ways the brand can move upward. The Zika 9X is expected to carry the luxury flagship side, while the FR could handle the performance halo. And the company is clearly watching Porsche, not just Tesla. For Australia, this is relevant even before any FR model is confirmed locally. Zika has already launched here with models like the X, 7X, and 009, and the brand is trying to establish itself as a premium rather than bargain basement. A credible performance subbrand helps create attention, emotion, and aspiration. But there is also a hard truth, as there always is. Performance halos are exciting, but Australian buyers still care about boring things. Like I said, I'll say it a hundred times. Servicing, warranty support, depreciation, software stability, parts availability, insurance costs, and charging behavior. Porsche can charge Porsche money because it has decades of brand equity. Zika needs to earn that. Still, the shift is important. Chinese EV brands are not just competing on price anymore. They are targeting performance, luxury, technology, and design, and they're doing it pretty quickly. If Zika brings future FR models to Australia, they may not sell in huge numbers. In fact, I don't think they would sell in huge numbers at all. But they could change how people see the brand. Sometimes a Halo car does not exist to dominate the sales charts, it exists to make the rest of the showroom feel more desirable. Speaking of performance EVs, BMW's first electric M3 is shaping up as one of the most important performance EVs of the next few years. And now we have a useful pricing hint. BMW's sales chief Sylvia Nabua has reportedly said the first electric M3 will sit in the same general pricing ballpark as a petrol-powered M3. That does not mean it will be cheap. The current petrol M3 is a serious money performance car, but the important point is that BMW does not seem to be planning to price the electric M3 as an unreachable spaceship sitting far above the petrol cars. He wants buyers to choose the drivetrain, not feel punished for going electric. The electric M3 is expected to sit on BMW's Newerklasa architecture, while the next Petrol M3 will continue on a combustion platform. BMW is expected to offer both side by side for a period, which is a very BMW M kind of solution. Give traditional buyers their straight six and give EV buyers a completely new performance platform. As we reported in an earlier episode with BMW's newer class of rollout, this new generation of BMW EVs is not just about battery size. The platform brings new electrical architecture, faster charging, new control electronics, and the Heart of Joy, quote unquote, vehicle dynamics system. In the M3, that could become especially important because M cars are not supposed to just be quick in a straight line. They need steering feel, braking confidence, repeatable performance, thermal stability and driver connection. The electric M3 is expected to use a quad motor all-wheel drive setup, with BMW having previously talked about outputs above a thousand horsepower, which is around 746 kilowatts. That is a huge jump over the current petrol M3. But BMW M has also been careful to say the car cannot just be about acceleration numbers. It has to feel like an M3. That's going to be the real challenge. EVs are fast, they're already fast. A lot of electric SUVs can embarrass older sports cars in a straight line, but making an EV feel engaging, playful, and durable on a track or mountain roads a little bit harder. Weight, tire wear, brake feel, and battery temperature management all matter. For Australia, the electric M3 could become a proper Halo car for performance EV buyers. It will not be affordable for most people, but it matters because it shows where performance cars are heading. If BMW can make an electric M3 that feels like an M car and prices it near the petrol version, it could win over buyers who are curious but still emotionally attached to combustion. The petrol M3 is not dead yet, but the electric one is no longer just a future idea. It is coming, and BMW is clearly trying to make it feel part of the M family rather than a science experiment. Leapmotor has given a useful little insight into how quickly Chinese brands are learning from the Australian market. One of the biggest challenges is simple but important: physical keys. LeapMotor's global leadership says all cars sold in overseas markets will now come with a physical key, and the controversial key card-only approach is effectively dead for export markets. The incoming B05 Electric Hatch due for Australia later in 2026 will have a physical key. Existing Australian models like the C10 and B10 are also expected to gain physical keys with model year updates while still keeping the key card as a backup. Australian buyers can tolerate new technology, but they do not want a basic daily usability to become annoying. A key card can feel clever in a showroom, but if owners are juggling kids, shopping rain, work gear, or poor phone connectivity, they just want to have a normal key. Tesla has trained some buyers to accept phone key life, but not every brand can assume that behaviour transfers automatically. Leap Motor is also saying it does not plan to launch a stack of different overseas sub-brands. That is notable because some Chinese car companies are creating complex brand families with separate names for luxury, off-road, youth-focused, export-focused, and technology-focused vehicles. I'm looking at you, Cherry. Leap Motor's plan is to build awareness the old-fashioned way under one name. That is probably smart for Australia. Actually, it is smart for Australia. We already have BYD, Denza, GWM, Haval, Tank, Aura, Cherry, Amota, JQ, Depal, XP, Zika, Leapmotor, and more, either here or arriving very soon. Brand overload is real. Buyers can only absorb so many new badges at once. The biggest story is that Leapmotor seems willing to adjust quickly. That may be one advantage of the new Chinese entrance. If something doesn't work, they can change direction fast. Nice and quick. Traditional brands sometimes take years to respond to market feedback. Be like trying to turn a dinghy around versus trying to turn the Titanic around. Of course, Leapmotor still has plenty to prove. Long-term reliability, servicing, resale value, software quality, and dealer coverage. But listening to buyer feedback on something as basic as a physical key is a good sign. Sometimes the little things tell you whether a brand is serious about a market or not. Finally, another Chinese luxury brand may be looking at Australia. Another one to add to my list that I just waffled off there. The Avatar Zero 7 has been spotted testing in Point Cook, Melbourne, wearing camouflage on the outside but with parts of the interior visible. Avatar is a premium Chinese brand backed by Chang'ang, CATL and Huawei Technology, and the Zero 7 is its smaller SUV model, sitting below the larger Avatar 11. It is not confirmed for Australia yet, but right-hand drive version already exists for markets like Hong Kong and Singapore, which makes an Australian local launch more realistic than it would be for a China-only left-hand drive model. The Avatar 07 is a mid to large premium SUV. It measures 4,825mm long, 1,980mm wide, and 1620mm tall, sitting on a 2,940mm wheelbase. That makes it slightly longer than a Tesla Model Y with a longer wheelbase as well. Powertrain options overseas include both full battery electric and range extender versions. The rear drive EV uses an 82.16 kWh LFP battery, a 252 kW and 365Nm rear motor, and is claimed to hit 100km per hour in 6.3 seconds. It is also built on an 800 volt architecture and can reportedly charge from 30 to 80% in around 10 minutes. Chinese market range is quoted at 650km on the Evergenero CLTC cycle. Right hand drive markets have also been linked with dual motor EV version, producing 440 kW and 645Nm with a 545km NEDC range claim. Again, NEDC and CLTC are optimistic, but the performance is clearly premium EV territory. The range extender version uses a 1.5 litre turbo petrol engine, a 39.05 kWh LFP battery, and a 231 kW rear electric motor. That format could be especially interesting for Australia because, like the MGI M8 and Freelander 8, it gives electric drive with petrol backed flexibility. Inside, Avatar's leaning heavily into technology. The 07 has a 35.4 inch display spanning across the dash area. A 15.6 inch central touchscreen, Huawei Harmony OS software, a digital review mirror, panoramic roof, high-speed wireless phone charging, a premium sound system, and high-end seat features including heating, ventilation, and massaging, depending on the variant. Driver assistance hardware is also a big part of the pitch with radar, camera, ultrasonic sensors, and Huawei's driver assistant technology in some versions. This is where Australia may have questions because Huawei technology can be politically and commercially sensitive here, especially after the 5G network banned. Now a car is not a 5G network, however, buyers, regulators and fleet operators may still ask questions about data, connectivity and software. The bigger market context is clear. Premium Chinese SUVs are coming in thick and fast. Zeke is already here, Denzer is already here with the B5 and B8 plug-in hybrid off-road SUVs, DPAL is here through Chiang'ang, Cadillac is trying to establish itself. Avatar could be another premium Chinese brand looking at Australia, though it is not confirmed yet. But if you're testing a car here, it's a good sign. If Avatar launches locally, it would likely sit somewhere around the Zika 7X, Adi Q6 Etron, the Lexus RZ, and Cadillac Optic Conversation, depending on its price, of course. That would make it another sign that Australia is moving into a new phase of EV competition. Not just cheap electric cars, but premium electric and range extender SUVs fighting for buyers who used to default to European or Japanese brands. The question is whether Australian buyers are ready for yet another new badge. The product looks serious. As I said before, the challenge will be trust. That wraps up episode 50 of Plugged in Australia. I think the big theme today is Australia is not just getting more electric cars, we're getting more electrified vehicles built around the way Australians actually drive. Seven seat plug-in hybrid SUVs, range extender family cars, plug-in hybrid units, diesel hybrid 4x4s, premium EVs, and performance Halo cars. They're all moving into the market at once. Some of it's exciting, some of it needs a reality check, especially around optimistic driving ranges, charging habit service networks, and brand trust. But the direction is obvious. The old petrol only market is being squeezed from every angle. As always, thank you very much for listening. Until the next episode, stay plugged in and stay charged. Chivid Yammo.